APPENDIX E 2060 Transportation Vision Plan
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POLK COUNTY TPO | Polk County 2060 Transportation Vision Plan Final Report
ADOPTED June 18, 2009
TABLE OF CONTENTS CHAPTER 1 Introduction and Prior Planning Effort ....................................................................................................................................................................................Page 1-1
CHAPTER 2 Population and Employment Forecasts ...................................................................................................................................................................................Page 2-1
CHAPTER 3 Transportation Mode Considerations .....................................................................................................................................................................................Page 3-1
CHAPTER 4 Key Multimodal Corridors ....................................................................................................................................................................................................Page 4-1
CHAPTER 5 Local Community Mixed Use Corridor ...................................................................................................................................................................................Page 5-1
CHAPTER 6 Recommended Vision Plan Strategies and Policies...................................................................................................................................................................Page 6-1
CHAPTER 1
Introduction and Prior Planning Efforts
Introduction
Trend Forecast Concept
The Polk County Transportation Planning Organization (TPO) managed a study to prepare a Transportation Vision Plan for the 2060 planning horizon. The purpose of the Transportation Vision Plan is to prepare and refine land use forecasts to identify multimodal transportation corridors and to identify strategies, policies, and specific land use changes necessary to support the Vision Plan. The Transportation Vision Plan was prepared by Tindale-Oliver and Associates, Inc., and Canin Associates, Inc. Key topics summarized in the chapters of this report are:
Chapter 1: Introduction and Prior Planning Efforts
Chapter 2: Population and Employment Forecast
Chapter 3: Transportation Mode Considerations
Chapter 4: Key Multimodal Corridors
Chapter 5: Recommended Vision Plan Strategies and Policies
Transportation Vision Plan Goals
Figure 1-1: Trend Forecast Concept The pictures illustrate how growth could potentially contribute to the loss of agricultural and environmental lands if the current development patterns continue.
Centers Forecast Concept
The goals of the Polk County Transportation Vision Plan are:
Prepare 2060 population and employment forecasts at the transportation analysis zone (TAZ) level for the Trend forecast concept and for the Centers forecast concept.
Summarize person-trip capacities and capital and operating costs by transportation mode.
Identify key corridors to connect existing and emerging city centers and recommend appropriate multimodal improvements (highway, transit, and bicycle and pedestrian) based on the revised TAZ population and employment forecasts.
Recommend specific locations for land use changes to support multimodal transportation options and revise modal feasibility report.
Identify supporting strategies and policies required to implement the Polk Vision Plan.
Figure 1-2: Centers Forecast Concept The pictures show how density creates a sense of place and what a community might look like if growth is directed toward existing activity centers and nodes.
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CHAPTER 1 Introduction and Prior Planning Efforts
Prior Planning Efforts Document Review Summary The following documents and plans were reviewed as part of this study:
My Region: Central Florida’s Regional Growth Vision Polk Vision Plan Central Florida Regional Planning Council: Strategic Regional Policy Plan FDOT District One Rail Traffic Evaluation Study Polk County 2030 Transportation Improvement Plan (TRIP) Central Polk Parkway PD&E Study Planning Design Central Florida Our Region in the Year 2050 (My Region) Strategic Intermodal System (SIS) Cost-Feasible Plan Current adopted Polk County Long Range Transportation Plan (LRTP) Needs Plan roadway network Current adopted Polk County LRTP Cost-Feasible roadway network List of environmentally and policy-constrained roadways GIS layers of environmentally sensitive land and wetlands Parcel geographic files including Department of Revenue Codes Proposed passenger rail corridors Polk Unified Greenways System (PUGS) Current and cost-feasible inter-urban area transit routes Known new multimodal corridor alignments (i.e., Heartland Parkway)
Document Review Summary
Polk Vision Key Points: Polk County has an existing transportation infrastructure gap. Future growth should pay for itself. Polk Vision is based on reversing the trend of becoming a bedroom community.
My Region: Central Florida’s Regional Growth Vision Key Points: Current growth is increasing pressure on the region’s transportation system and fragile environment. Central Florida will not be competitive in livability and economic terms, if current development trends persist. There is still time to change growth policies and to direct growth so that Central Florida will remain a desirable place to live.
Strategic Regional Policy Plan of the Central Florida Regional Planning Council Key Points: Establishes a long range guide for the physical, economic, and social development of the Central Florida Region. The plan documents natural resources, economic development, regional transportation, affordable housing, and emergency preparedness. Central Florida is the only region in Florida that has no coastline and is mostly rural. Therefore, it has different needs than other regions in Florida.
FDOT District One Rail Traffic Evaluation Study Key Points: Freight rail continues to operate through downtown Lakeland. CSX must agree to any change in operations or any new routes. All relocation alternatives require property acquisition, increased infrastructure, operations, and maintenance costs. Passenger rail is feasible linking Polk with Tampa and Orlando
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Document Review Summary Polk County LRTP
CHAPTER 1 Introduction and Prior Planning Efforts
Polk County Adopted LRTP Needs and Cost Feasible Plan
2030 Needs and Cost Feasible Plan
Figure 1-3: 2030 Needs and Cost Feasible Plan The segments shown in red are where roadway improvements are needed. The segments shown in blue are the roadways that Polk County can afford to improve.
2030 Cost Feasible Improvements
Figure 1-4: 2030 Unfunded Needs The highlighted segments are those that need roadway improvements but are not yet funded.
2030 Unfunded Needs
Figure 1-5: 2030 Cost Feasible Improvements The highlighted segments are roadway improvements that are funded.
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Document Review Summary Polk County LRTP
CHAPTER 1 Introduction and Prior Planning Efforts
As identified in the Polk County 2030 TRIP the majority of the existing transit routes serve the Lakeland and Winter Haven urbanized areas. Polk County Transit Services in the southeastern part of the county.
Existing Transit Services
Figure 1-6: Existing Transit Service Current routes primarily serve the greater Lakeland and Winter Haven areas.
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CHAPTER 1 Introduction and Prior Planning Efforts
As identified in the Polk County 2030 TPIP the current multi-use trail system lacks connectivity. Providing added connectivity should be a consideration during the planning of future trails.
Document Review Summary Polk County LRTP Existing, Committed, and Proposed Multi-Use Trails
Figure 1-7: Existing, Committed, and Proposed Multi-Use Trails This figure is from Polk’s 2030 TRIP
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CHAPTER 1 Introduction and Prior Planning Efforts
Document Review Summary My Region
How Shall We Grow?
What We Look Like Today
Figure 1-8: Existing Land Use Central Florida today is a collection of seven counties and 86 cities, with development organized in multiple centers throughout the region. The region includes a total of 2,618 square miles of urban development in 2006, compared to 1,675 square miles in 2000.
2050 What We Will look Like… If Current Trends Continue
Figure 1-9: Future Land Use Under current growth policies, developed land area in Central Florida will double by 2050, development will occur in places that were once distinctly rural or in environmentally-sensitive areas and city boundaries will meld into one another, with little distinction or “green space” between developed areas.
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Document Review Summary My Region
CHAPTER 1 Introduction and Prior Planning Efforts
Four Key Themes (The 4 Cs):
How Do We Get There? Six Principles 2050 What We Will look Like… If Our Vision is Realized
Conservation:
Enjoying Central Florida’s
most precious resources—land, water, air, and wildlife.
Countryside: Maintaining Central Florida’s
heritage of agriculture and small villages.
Centers: Hamlets, villages, towns, and cit-
ies—a variety of places to live, work, and play. The region’s most vibrant centers will provide a mix of residential and commercial development. These will include traditional cities like Daytona Beach, Mount Dora, Lakeland, Sanford, and Orlando, as well as new urban developments including Dundee, Palm Bay, Altamonte Springs, and Deltona.
Preserve open space, recreational areas, farmland, water resources, and regionally significant natural areas.
Corridors: Connecting our region with more
choices for how people and freight move. Central Florida will shift from a region that overwhelmingly depends on cars and trucks to a region that offers its residents, businesses, and visitors a wide range of travel options.
Provide a variety of transportation choices. Connectivity between centers and with other regions
Congestion relief
Choices for moving people and goods
Concurrency with new development
Foster distinct, attractive, and safe places to live.
Encourage a diverse, globally competitive economy.
Create a range of obtainable housing opportunities and choices.
Figure 1-10: Vision Land Use This vision illustrates what the region can look like if we focus on the 4 Cs—Conservation, Countryside, Centers, and Corridors. It illustrates a “snap shot” of the current cities and unincorporated population centers that are anticipated as of 2007. If cities and centers grow as anticipated, our community will need to make decisions about the best ways to connect regional cities and the villages and towns that surround them. If our history is an indicator, the region will continue to reinvent itself and other population centers will likely emerge. The centers may shift and rearrange, but what should stay constant are the core themes and principles underlying the Central Florida Regional Growth Vision.
Build communities with educational, health care, and cultural amenities.
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CHAPTER 1 Introduction and Prior Planning Efforts
Document Review Summary Polk Vision
Case for Change in Polk County Quality Growth Strategies The Infrastructure Gap Polk Vision acknowledges an existing infrastructure gap that must be eliminated and stipulates that future growth must pay for itself for both the initial cost of infrastructure and annual operating costs. Mid-Term Strategies III. Infrastructure Vision: Before 2024, Polk County will have growth management and infrastructure strategies that protect the environment and quality of life, support education and economic development, and are economically sustainable. Strategies: B. Transportation 1. Create a Polk County Regional Transportation Authority that builds and operates a countywide transit system with bus and rail elements linked together and works with the county and municipalities in planning and constructing the countywide roadway network. (The PTA was formed on June 29, 2007.) 2. Ensure that Polk County receives its fair share of Florida and Federal transportation funding dollars. 3. Ensure that major roads are continually improved and have adequate capacity. Build limited access highways to serve all parts of the county. Implement a Ridge North-South transportation plan that includes a limited access highway (either US 27 or a parallel road). 4. Take advantage of all public access airports in the county to attract general aviation, charter and regular passenger air service.
Direct development toward existing communities
Connect our city centers
Promote the trail network
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CHAPTER 1 Introduction and Prior Planning Efforts
Quality Growth Strategies
Document Review Summary Polk Vision Quality Growth Strategies
Foster mixed use and walkable neighborhoods
Provide incentives for growth within Urban Service Area
Jointly identify target growth areas 1-9
CHAPTER 1 Introduction and Prior Planning Efforts
Document Review Summary CFRPC Strategic Regional Policy Plan
Regional Transportation
Regional Goal 3.1:
As a priority, protect, maintain and improve existing transportation infrastructure with available transportation funds.
Regional Goal 3.2:
Coordinate future transportation improvements to aid in the management of growth, and facilitate integration of highway, air, mass transit and other transportation modes. Policies: 3.2.2 Extend any applicable rail lines within the Region that will lead to reduced levels of truck traffic. 3.2.7 Promote the planning, development, and implementation of ridesharing, High Occupancy Vehicle, and other alternative transportation facilities and services by using FDOT’s maximum lane standards. 3.2.8 Ensure that the regional transportation system provides timely and efficient access to services, jobs, markets, and attractions.
Regional Goal 3.5:
Development shall only occur in a manner consistent with Florida Statutes requiring the concurrent provision of adequate transportation facilities. Policies: 3.5.7 Interchanges shall be established along limited access routes only when they are consistent with the Strategic Regional Policy Plan (SRPP), the Florida State Comprehensive Plan and the Florida Transportation Plan in accordance with applicable FDOT standards. 3.5.8 Right-of-way for state, regional and local government transportation facilities shall be protected and shall be consistent with applicable FDOT regulations and the Florida Transportation Plan.
Regional Goal 3.6: Level-of-service methodologies shall be consistent.
Regional Goal 3.3: Provide access to transportation services to the transportation disadvantaged
which will meet their needs. Policies: 3.3.2 Transportation Disadvantaged services shall be provided in the most cost effective, and efficient manner. Regional Goal 3.4:
Reduce average vehicle trip lengths on the transportation system, thereby lowering energy consumption per vehicle and reducing segment volumes. Policies: 3.4.1 Establish regularly scheduled commercial air carrier (commuter) service at one or more of the airports and airways systems within the Region to reduce the distance traveled on the highway network. 3.4.2 Promote development in close proximity to existing compatible land uses so that average trip lengths will be reduced.
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Document Review Summary FDOT D1 Rail Traffic Evaluation Study
CHAPTER 1 Introduction and Prior Planning Efforts
I-4 Airport Regional Rail Alternative (to Orlando CBD via CSX)
CSX Corridor Regional Rail Alternative
Figure 1-11: CSX Corridor Regional Rail Alternative Total mileage from Tampa to Orlando is 92 miles. Total travel time to travel the same distance is 90 minutes. 2030 projected ridership is 3,106 people.
Figure 1-12: I-4 Airport Regional Rail Alternative Total mileage from Tampa to Orlando is 86 miles. Total travel time to travel the same distance is 76 minutes. 2030 projected ridership is 3,086.
SunRail Extention to Polk County
Figure 1-14: SunRail Extention to Polk County Total mileage from Lakeland to Orlando is 61 miles. It will take 77 minutes to travel that distance. 2030 projected ridership is 2,130.
I-4 Corridor Regional Rail Alternative (to Orlando Airport)
Figure 1-13: I-4 Corridor Regional Rail Alternative Total mileage from Tampa to Orlando is 93 miles. Total travel time to travel the same distance is 84 minutes. 2030 Projected ridership is 3,204.
Tampa-Polk Alternative
Figure 1-15: Tampa-Polk Alternative Total mileage from Lakeland to Tampa is 31 miles. It will take 41 minutes to travel that distance. 2030 projected ridership is 3,732.
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CHAPTER 1 Introduction and Prior Planning Efforts
Document Review Summary Central Polk Parkway PD&E Study Central Polk Parkway PD&E Study from SR 60 to I-4
A R D
T F
Figure 1-15: Central Polk Parkway PD&E Study from SR 60 to I-4 The Florida Department of Transportation is currently evaluating the feasibility of new major roadway corridors to address future mobility needs.
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CHAPTER 2
Population and Employment Forecasts
Introduction Estimates of 2006 population and employment were factored based on recent trends—the Trends Forecast—to forecast 2035 and 2060 population and employment. The Trends Forecast control totals were then re-allocated to population and employment centers—the Centers Forecast. Population in 2006 is located mostly in the Lakeland and Winter Haven urbanized areas. Employment in 2006 is concentrated in the greater Lakeland area as well as in the northeastern part of the county along I-4, US 27, and US 17.
Methodology
Existing
Trend
Centers
These figures illustrate how Trend growth (blue) was re-allocated to Centers (not to scale).
Figure 2-1 In the Trend Forecast growth is scattered outside existing Centers.
Figure 2-2 In the Centers Forecast some growth is re-allocated to Centers.
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Center Types
CHAPTER 2 Population and Employment Forecasts
Eight major center types were developed for the Centers Forecast. These center types represent a typical mix and intensity of land uses that could be applied to specific center locations. The size of identified centers could vary from 1/4 square mile to 1 square mile in size.
Urban Center
Historic Town Center
Community Mixed-Use (Regional)
Community Mixed-Use (Local)
Professional (Regional)
Commercial (Regional)
Business Commerce
ILC
Addison, TX
Village of South Walton, FL
Lakeland, FL
International Plaza, Tampa, FL
Bartow, FL
Lakeside Village, Lakeland, FL
Celebration, FL
Bartow, FL
Mashpee Commons, MA
Urban Center
Historic Town Center
Community Mixed-Use (Regional)
Community Mixed-Use (Local)
Professional (Regional)
Commercial (Regional)
Business Commerce
ILC
Future Polk Locations Lakeland Winter Haven
Future Polk Locations Bartow Haines City
Future Polk Locations Clear Springs Auburndale
Density 4 to 22 Dwelling Units/Acre
Future Polk Locations Lakeland Medical Center USF (New Campus)
Future Polk Locations Victor Posner City Center (VPCC) Lakeside Village/ Oakbridge DRI Lakeland Square Mall
Future Polk Locations Lakeland Linder Regional Airport SR 60/Lake Wales Business Park
Future Polk Locations Winter Haven Integrated Logistics Center (ILC)
Density 9 to 44 Dwelling Units/Acre
Future Polk Locations Highland City Town Center Poinciana Density 6 to 16 Dwelling Units/Acre
Density 5 to 21 Dwelling Units/Acre
Intensity 0.5 to 1.3 Floor Area Ratio
Intensity 0.9 to 3.6 Floor Area Ratio
Mix of Uses
Mix of Uses
Tampa, FL
Downtown Winter Park, FL
Lakeland, FL
Intensity 1.0 to 5.0 Floor Area Ratio Mix of Uses
Intensity 0.5 to 2.5 Floor Area Ratio
Density 14 to 38 Dwelling Units/Acre Intensity 1.2 to 3.2 Floor Area Ratio
Mix of Uses Mix of Uses
40%
30%
30%
10 %
30%
40%
30%
20%
60%
15%
30%
50%
20%
30%
Dwellings
Intensity 0.5 to 2.3 Floor Area Ratio
Commercial
Service
50%
Tampa, FL
Tampa, FL
Lakeland, FL
Density 1 to 3 Dwelling Area Intensity 0.3 to 0.5 Floor Area Ratio
Density N/A Intensity N/A Mix of Uses
Mix of Uses
Mix of Uses
20%
60%
Density 3 to 17 Dwelling Units/Acre
Lakeland, FL
15%
35%
20%
30%
20% 80%
35%
Industrial
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Trend Population Maps
CHAPTER 2 Population and Employment Forecasts
2006 Total Population Estimates
Figure 2-3: 2006 Total Population Estimate Existing population is concentrated in the greater Lakeland and Winter Haven areas, as well as the US 27 area between I-4 and Lake Wales.
2035 Trend Forecast Total Population
Figure 2-4: 2035 Trend Forecast Total Population Population is forecasted mostly in the northeastern part of the county near Haines City.
2060 Trend Forecast Total Population
Figure 2-5: 2060 Trend Forecast Total Population Population is forecasted mostly in the northeastern part of the county near Haines City and in the west-central part of the county near Bartow and Mulberry.
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CHAPTER 2 Population and Employment Forecasts
2006 to 2035 Trend Forecast Population Growth
Figure 2-6: 2006 to 2035 Trend Forecast Population Growth Population growth is forecasted mostly in the northeastern part of the county along US 27 and US 17, as well as in the west-central part of the county.
Trend Population Growth Maps
2035 to 2060 Trend Forecast Population Growth
Figure 2-7: 2035 to 2060 Trend Forecast Population Growth A greater proportion of population growth spreads into the southern part of the county along SR 60 in addition to the northeast areas of the county.
2006 to 2060 Trend Forecast Population Growth
Figure 2-8: 2006 to 2060 Trend Forecast Population Growth Overall population growth occurs mostly in the northeastern part of the county, in the central county near Bartow, and between US 17 and US 27.
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Trend Employment Maps
CHAPTER 2 Population and Employment Forecasts
2006 Total Employment Estimates
Figure 2-9: 2006 Total Employment Estimate Employment is located in the greater Lakeland area and in the northeastern part of the county along I-4, US 27, and US 17.
2035 Trend Forecast Total Employment
Figure 2-10: 2035 Trend Forecast Total Employment Employment is located in the greater Lakeland area along I-4, US 27, and US 17 and in the south central part of the county along SR 60.
2060 Trend Forecast Total Employment
Figure 2-11: 2060 Trend Forecast Total Employment Employment is located in the greater Lakeland area along I-4, US 27, and US 17 in the south-central part of the county along SR 60 and in the south along US 98.
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CHAPTER 2 Population and Employment Forecasts
2006 to 2035 Total Employment Growth
Figure 2-12: 2006 to 2035 Total Employment Growth Employment growth occurs mostly in the northeastern part of the county along I-4 and in the central part of the county along SR 60.
Trend Employment Growth Maps
2035 to 2060 Total Employment Growth
Figure 2-13: 2035 to 2060 Total Employment Growth Employment growth occurs mostly along I-4 and SR 60.
2006 to 2060 Total Employment Growth
Figure 2-14: 2006 to 2060 Total Employment Growth Overall employment growth between 2006 and 2060.
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Centers Population Maps
CHAPTER 2 Population and Employment Forecasts
2006 Total Population Estimates
Figure 2-15: 2006 Total Population Estimate Existing population is concentrated in the greater Lakeland and Winter Haven areas, as well as along the central US 27 area between I-4 and Lake Wales.
2035 Center Forecast Total Population
Figure 2-16: 2035 Center Forecast Total Population Population is located mostly between SR 60 and I-4.
2060 Center Forecast Total Population
Figure 2-17: 2060 Center Forecast Total Population A greater share of population is allocated to the identified centers..
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CHAPTER 2 Population and Employment Forecasts
2006 to 2035 Center Forecast Population Growth
Figure 2-18: 2006 to 2035 Center Forecast Population Growth Population growth occurs mostly in the northeastern part of the county and in the greater Lakeland area.
Centers Population Growth Maps
2035 to 2060 Center Forecast Population Growth
Figure 2-19: 2035 to 2060 Center Forecast Population Growth Population growth occurs along all of the major roadway corridors.
2006 to 2060 Center Forecast Population Growth
Figure 2-20: 2006 to 2060 Center Forecast Population Growth Overall population growth from 2006 to 2060 is largely influenced by the growth from 2035 to 2060 that is allocated mostly to the center location.
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Centers Employment Maps
CHAPTER 2 Population and Employment Forecasts
2006 Total Employment Estimates
Figure 2-21: 2006 Total Employment Estimate Employment is located in the greater Lakeland area and in the northeastern part of the county along I-4, US 27, and US 17.
2035 Center Forecast Total Employment
Figure 2-22: 2035 Center Forecast Total Employment Employment is located in the greater Lakeland area, the northeast portion of the county (along I-4 and US 27), and SR 60.
2060 Center Forecast Total Employment
Figure 2-23: 2060 Center Forecast Total Employment Employment is located in the greater Lakeland area, northeast county (I-4/ US 27), and SR 60.
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CHAPTER 2 Population and Employment Forecasts
2006 to 2035 Center Forecast Total Employment Growth
Figure 2-24: 2006 to 2035 Center Forecast Total Employment Growth Employment growth occurs mostly in the northeastern part of the county along I-4 and US 27, on the western side of Lakeland, and in the center of the county along SR 60.
Centers Employment Growth Maps
2035 to 2060 Center Forecast Total Employment Growth
Figure 2-25: 2035 to 2060 Total Employment Growth Employment growth occurs mostly along the I-4 corridor.
2006 to 2060 Center Forecast Total Employment Growth
Figure 2-26: 2006 to 2060 Total Employment Growth Overall employment growth occurs mostly along the I-4, US 27, and SR 60 corridors.
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Trend and Centers 2035 Population Maps
CHAPTER 2 Population and Employment Forecasts
2035 Trend Forecast Total Population
Figure 2-27: 2035 Trend Forecast Total Population
2035 Centers Forecast Total Population
Figure 2-28: 2035 Centers Forecast Total Population
2035 Trend to Centers Forecast Population Difference
Figure 2-29: 2035 Trend to Centers Forecast Population Difference The main difference in the two forecasts is that much of the Trend forecast population growth in the rural TAZs in the eastern and southern parts of county shifts to more concentrated urban areas in the Centers Forecast.
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Trend and Centers 2060 Population Maps
CHAPTER 2 Population and Employment Forecasts
2060 Trend Forecast Total Population
Figure 2-30: 2060 Trend Forecast Total Population
2060 Center Forecast Total Population
Figure 2-31: 2060 Center Forecast Total Population
2060 Trend to Centers Forecast Population Difference
Figure 2-32: 2060 Trend to Centers Forecast Population Difference The Centers forecast locates more population in the center location.
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Trend and Centers 2035 Employment Maps
CHAPTER 2 Population and Employment Forecasts
2035 Trend Forecast Total Employment
Figure 2-33: 2035 Trend Forecast Total Employment
2035 Center Forecast Total Employment
Figure 2-34: 2035 Center Forecast Total Employment
2035 Trend to Center Forecast Employment Difference
Figure 2-35: 2035 Trend to Centers Forecast Employment Difference The difference between Trend and Centers Forecasts is that it significantly concentrates non-industrial employment into the center locations.
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Trend and Centers 2060 Employment Maps
CHAPTER 2 Population and Employment Forecasts
2060 Trend Forecast Total Employment
2060 Center Forecast Total Employment
Figure 2-36: 2060 Trend Forecast Total Employment
Figure 2-37: 2060 Center Forecast Total Employment
2060 Trend to Centers Forecast Employment Difference
Figure 2-38: 2060 Trend to Centers Forecast Employment Difference The Centers Forecast locates more employees in the Lakeland and Bartow areas and less in the traditionally rural areas of the county.
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CHAPTER 2 Population and Employment Forecasts
Center Types
Center Types
Figure 2-39: Center Types Seven center types are displayed by area size. The centers are located in existing cities and towns.
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CHAPTER 2 Population and Employment Forecasts
Historic Centers
Historic Centers
Figure 2-40: Historic Centers Historic centers include many of the county’s smaller but long-established downtowns.
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CHAPTER 2 Population and Employment Forecasts
Urban and Regional Centers
Urban and Regional Centers
Figure 2-41: Urban and Regional Centers Urban and regional centers are attractions for the entire region.
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CHAPTER 3
Transportation Mode Considerations
Introduction
Mode
The role and mode of a corridor have a significant effect on its functionality, efficiency, and appearance. The figures and table shown here are examples of how roadway roles and modes can make a difference in the purpose the road serves, the interconnected relationship of the road and the adjacent land uses, and how a roadway corridor shapes the character of the area it is in.
Local/Circulation
Access
Regional
Pedestrian
We will be inserting a table that shows the different modes (used from Citrus) Bicycle
Regional Trips
Access Trips
Circulation Trips Automobile
City of Bartow Figure 3-1: Regional Trips Regional trips begin and end outside of a designated area. Cars are simply passing through.
City of Bartow Figure 3-2: Access Trips Access trips occur when travelers from outside the area drive to a destination within the area and then leave again.
City of Bartow
Truck
Figure 3-3: Circulation Trips These trips begin and end within the area and are usually less than 4 miles in length.
Public Transportation
Figure 3-4: Role and Mode Matrix The primary mode and role of a corridor greatly impact its look and feel.
3-1
Occupancy Assumptions
CHAPTER 3 Transportation Mode Considerations Vehicle Occupancy Assumptions
Vehicle Occupancy Assumptions
Local Fixed Route Bus
40 Bus
Bus Rapid Transit
41 BusRapidTransit (BRT)
68
Light Rail Light Rail
Commuter Rail
388 Commuter Rail
Automobile
1.1 Automobile
0
50
100
150
200
250
300
350
400
Figure 3-5: Vehicle Occupancy Assumptions Vehicle occupancy for bus and rail modes is assumed to be equal to the seated capacity of a single bus or single railcar. Automobile occupancy represents assumed average vehicle occupancy.
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Occupancy Assumptions
CHAPTER 3 Transportation Mode Considerations Transit Mode Peak-Hour Occupancy Assumptions
Load Factor
Local Fixed Route Bus
Bus Rapid Transit
1.25 Bus
1.25 BusRapidTransit (BRT)
1.25
Light Rail Light Rail
Commuter Rail
1 Commuter Rail
2
0
Figure 3-7: Passenger Load Factor The passenger loading level of service (LOS) standard for commuter rail is LOS C (all passengers can sit). For bus and light rail, the standard is LOS D (comfortable standee load for urban transit). (From the FDOT TQoS Application Guide.)
Seated Capacity Peak Hour Per Vehicle Local Fixed Route Bus
Bus Rapid Transit
Peak Hour Capacity Per Vehicle (Seating and Standing) Local Fixed Route Bus
40
Bus
Bus Rapid Transit
41 BusRapidTransit (BRT)
50
Bus
52 BusRapidTransit (BRT)
136 Light Rail
170
Light Rail Light Rail
Light Rail
388 Commuter Rail
388 Commuter Rail
Commuter Rail
0
50
100
150
200
250
Figure 3-6: Peak Hour Seated Capacity Per Vehicle Light Rail and Commuter Rail seated capacity based on two-car trains.
300
350
400
Commuter Rail
0
50
100
150
200
250
300
350
400
Figure 3-8: Peak Hour Capacity Per Vehicle (Seating and Standing) Peak hour capacity per vehicle is calculated by applying the load factor to the vehicle seating capacity.
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Peak Hour Transit
CHAPTER 3 Transportation Mode Considerations Peak Hour Transit
Peak Hour Transit Operating Characteristics Mode
Peak-Hour Vehicle Occupancy (100 Persons)
Number of Vehicles (2 Vehicles)
Headway
Peak-Hour Person Trips (100 Persons)
125
Fixed-Route Bus
9
3
Bus
Bus
125
Bus Rapid Transit
5
6
9
3
Bus
Bus
Bus
BusRapidTransit (BRT)
BusRapidTransit (BRT)
BusRapidTransit (BRT)
BusRapidTransit (BRT)
5
6
BusRapidTransit (BRT)
Bus
Bus
BusRapidTransit (BRT)
BusRapidTransit (BRT)
12
50
600
12
52
624
6
170
1,020
4
388
1,552
12
10
Light Rail
9
3
10
6 Light Rail
12
Commuter Rail
9 Commuter Rail
Light Rail
Light Rail
15
3
Light Rail
15
6 Commuter Rail
Commuter Rail
Figure 3-9: Peak Hour Transit Assuming that transit routes are designed to run a complete circuit within a one-hour time period, the number of vehicles needed for an hour of service can be calculated using assumed peak hour headways.
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Peak Hour Two Way Volumes
CHAPTER 3 Transportation Mode Considerations Roadway Peak-Hour Two-Way Volumes (Urbanized Areas at LOS D Standard) Uninterrupted Flow Arterial Number of Vehicles (100 Vehicles)
Number of Lanes
Person Trips (1,000 Persons)
Freeways/Tollways 2 Lanes Automobile
4 Lanes
1,720
1,892
Automobile
Automobile
Automobile
Automobile
5,870
6,457
Number of Vehicles (100 Vehicles)
Number of Lanes
Automobile
4 Lanes Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
Automobile
6,510
7,161
10,050
11,055
13,600
14,960
17,600
19,360
20,710
22,781
Automobile
Automobile
6 Lanes 6 Lanes
Person Trips (1,000 Persons)
Automobile
Automobile
9,691
8,810
Automobile
Figure 3-10: Uninterrupted Flow Arterial Uninterrupted refers to roadways that are not characterized by traffic signals, stop signs, or other fixed causes of periodic delay or interruption.
8 Lanes
Signalized Arterials Number of Vehicles (100 Vehicles)
Number of Lanes
2 Lanes
Person Trips (1,000 Persons)
1,460 Automobile
1,606
10 Lanes Automobile
Automobile
12 Lanes Automobile
Automobile
Automobile
Automobile
Automobile
6 Lanes
Automobile
Automobile
Automobile
3,421
Automobile
4,680
5,148
6,060
6,666
Automobile
Figure 3-12: Freeways/Tollways “Number of Vehicles” and “Person Trips” are based on freeways with interchange spacing greater than or equal to two miles.
Automobile
Automobile
Automobile
3,110 Automobile
Automobile
8 Lanes
Automobile
Automobile
Automobile Automobile
4 Lanes
Automobile
Automobile
Automobile
Automobile
Automobile
Figure 3-11: Signalized Arterials “Number of Vehicles” and “Person trips” are based on State Class II Arterial roads, 2.0 - 4.5 signals per mile.
3-5
Transit Vehicle Cost Assumptions
CHAPTER 3 Transportation Mode Considerations Transit Vehicle Cost Assumptions
Transit Vehicle Cost Assumptions Life Span (Years)
Mode
New Vehicle Cost ($1 Million)
1
Local Fixed Bus
New Vehicle Per Year Cost ($100,000)
Mil lio n
10
$380,000
$1 00 ,0 00
$38,000
Bus
1
Bus Rapid Transit
Mil lio n
$525,000
15
$1 00 ,0 00
$35,000
BusRapidTransit (BRT)
1
Light Rail
Mil
1
lio n
Mil
1 lio n
Mil
1
lio n
30
Mil
lio n
$3,500,000
$1 00 ,0 00
$1 00 ,0 00
$116,667
Light Rail
1
Commuter Rail
30
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
Mill ion
$6,900,000*
$1 00 ,0 00
$1 00 ,0 00
$1 00 ,0 00
$230,000
Commuter Rail
Figure 3-13: Transit Vehicle Cost Assumptions Vehicle annual cost assumptions are made using the expected vehicle life span and the cost of a new vehicle. Annual cost does not include vehicle operating and maintenance costs. * Cost estimate is for 1 Diesel Multiple Unit (DMU) (188 seats) at $3.9 million, and 1 couch (200 seats) at $30 Million. These estimates are from Colorado Railcar a manufacturer which is now U.S. Railcar.
3-6
Peak Hour Operating Cost per Vehicle
CHAPTER 3 Transportation Mode Considerations Peak-Hour Operating Cost per Vehicle
Peak Hour Operating Cost per Vehicle Peak-Hour Occupancy (100 Persons)
Transit Mode
Local Fixed Route Bus
50
Operating Expense per Revenue Hour ($100)
$ 100
Revenue Miles per Hour
$68.58
13
$104.20
15
$216.00
15
$411.30
30
Operating Expense per Revenue Mile ($10)
$10
Person Miles per Hour (1,000 Persons)
Operating Cost per Person Mile (10c)
$5.28
650
$0.11
$6.95
780
$0.13
$14.40
2,550
$0.08
$13.71
11,640
$0.04
0.19
1.1
$0.17
Bus
Bus Rapid Transit
52
$ 100
$10
BusRapidTransit (BRT)
Light Rail
170
$ 100 100 $
$ 100
$10
$10
Light Rail
Commuter Rail
388
$100100 $ $ 100 100 $ $ 100
$10
$10
Commuter Rail
1.1
Automobile
N/A
N/A
$10
Automobile
Figure 3-14: Peak Hour Operating Cost per Vehicle “Revenue Miles per Hour” assumptions are based on the average service speed of the vehicle (FDOT and the National Transit Database). “Operating Expense per Revenue Hour” for local fixed route bus is from the Polk County Transit Development Plan (TDP). For all other modes, “Operating Expense per Revenue Hour” is from FDOT. Note operating costs for commuter rail appear to be the lowest, however this service serves longer distance trips with only limited stops. All operating cost comparisons assume that the vehicles are loaded to maximum capacity. This can make higher capacity vehicles appear to be more efficient.
3-7
Peak Hour Capital Cost Comparison
CHAPTER 3 Transportation Mode Considerations Peak-Hour Capital Costs
Peak Hour Capital Costs Over 30 Years Peak-Hour Occupancy (100 Persons)
Transit Mode
Local Fixed Route Bus
Vehicle Life Cycle (Year)
Vehicle Cost ($1 Million)
1
50
Mil
Total Vehicle Cost ($1 Million)
1
lio n
1
Mil lio n
Mil
lio n
$380,000
10
$1,140,000
Bus
Bus Rapid Transit
1
52
15
170
30
1
Mil
Mil
lio n
1 lio n
Mil
lio n
$525,000
$1,050,000
BusRapidTransit (BRT)
1
Light Rail
1
Mil lio n
1
Mil lio n
Mil
1 lio n
1
Mil lio n
1
Mil lio n
Mil
1 lio n
1
Mil lio n
Mil
lio n
$3,500,000
$3,500,000
Light Rail
1
Commuter Rail
388
30
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
$6,900,000
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
1
Mill ion
Mill ion
$6,900,000
Commuter Rail
Figure 3-15: Peak Hour Capital Costs Total vehicle cost over a 30-year period of time Note: rail option costs are significantly higher than bus option even though buses would have to be replaced more frequently.
3-8
Peak Hour Capital Cost Comparison
CHAPTER 3 Transportation Mode Considerations Peak-Hour Capital Costs
Peak Hour Capital Costs (Continued) Total Vehicle Cost per Revenue Mile ($100,000)
Transit Mode
$1 00 ,0 00
Local Fixed Route Bus
Fixed Assets per Mile (Millions)
$87,692
30 Year Capital Cost per Passenger Mile ($1,000)
Passenger Miles per Hour (1,000 Miles)
$0
650
$360,4001
780
1T ho us an d
$135
Bus
Bus Rapid Transit
$1 00 ,0 00
1
Mil lio n
$70,000
1T ho us an d
$552
BusRapidTransit (BRT)
10
$1 00 ,0 00
Light Rail
10
Mil lion s
$1 00 ,0 00
10
Mil
Mil lion s
10
10 lion s
Mil
10 lion s
10
Mil lion s
10
Commuter Rail
2,550 $66.5 Million
$1 00 ,0 00
1 Th ou sa
lion s
$233,333
Light Rail
Commuter Rail
Mil
Mil lion s
$1 00 ,0 00
$230,000
Mil
10 lion s
10
Mil lion s
Mil lion s
10
10
2
nd
1 Th 1 ou Thsa ound sa nd
1 Th ou sa
1 Th ou sa nd
nd
1 Th 1 ou Thsa ound sa nd
1 Th 1 Th ou sa ou nd sa nd
1 Th 1 Th ou sa ou nd sa nd
1 Th 1 ou Thsa ound sa nd
1 Th ou sa nd
1 Th ou sa nd
1 Th 1 ou Thsa ound sa nd
1 Th 1 ou Thsa ound sa nd
1 Th 1 ou Thsa ound sa nd
1 Th 1 Th ou sa ound sa nd
1 Th ou sa nd
1 Th 1 ou Thsa ound sa nd
1 Th 1 ou Thsa ound sa nd
1 Th ou sa
nd
1 Th ou sa
1 Th 1 Th ou sa ound sa nd
1 Th 1 Th ou sa ou nd sa nd
nd
1 Th ou sa
nd
1 Th 1 ou Thsa ound sa nd
1 Th 1 ou Thsa ound sa nd
1 Th ou sa
nd
1 Th ou sa nd
$26,170 1 Th 1 Th ou sa ou nd sa nd
Mil lion s
Mil lion s
$43.1 Million2
11,640
1T ho us an d
1T ho us an d
1T ho us an d
1T ho us an d
$3,723
Figure 3-16: Peak Hour Capital Costs Continued The high capital costs for light rail and commuter rail can largely be attributed to the need for exclusive right-of-way, especially for light rail, which often requires laying new tracks. 1 2008 FDOT cost for contributing a 300’ Right-Turn-Lane. This is for signalized queue jump lanes for buses 2 FDOT Strategic Regional Transit Needs Assessment estimates
3-9
CHAPTER 4 Key Multimodal Corridors
Introduction The results of the 2060 Centers Population and Employment Forecast have been evaluated using the 2030 Polk County Existing & Committed Florida Standard Urban Transportation Model Structure (FSUTMS) travel demand model. Seven key corridors have been analyzed for their potential development as multimodal facilities. These corridors are: US 98 from Bartow to Lakeland Square Mall via SR 37 Polk Parkway I-4 US 27 from Highland Park to Four Corners US 92/CSX Rail Corridor US 17 from Bartow to Lake Alfred SR 580 These corridors have been chosen due to their proximity to and connectivity between the major projected population and employment centers in Polk County.
Regional Trips
Methodology
2060 Centers Forecast Population
Trip Productions and Attractions
Projected Travel Demand on Corridors City of Bartow
Access Trips
Employment
City of Bartow
Circulation Trips
City of Bartow
4-1
CHAPTER 4 Key Multimodal Corridors
Centers Performance and Top Centers
Top Five Centers
Each center was evaluated based on the 2060 Centers forecast and ranked by number of peak season daily person trips to and from other centers and to and from three key external locations:
I-4 to Hillsborough County I-4 to Osceola County US 27 to Lake County The top five centers by number of person trips generated are: 1. Lakeland City Center (81,779 peak season person trips per day) 2. Lakeside Village/Oakbridge DRI (68,289 peak season person trips per day) 3. Lakeland Square Mall (62,524 peak season person trips per day) 4. Eagle Ridge Mall (59,774 peak season person trips per day) 5. US 98 Center at PSC Campus (53,557 peak season person trips per day)
Figure 4-1: Top Five Centers by Peak Season Daily Person Trips Generated Top centers concentrated in Lakeland
4-2
CHAPTER 4 Key Multimodal Corridors
Lakeland City Center
Projected Population and Employment Growth 2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
7,338
9,804
14,506
+7,168
13,172
17,387
24,114
+10,942
2006
Population Employment
Top Ten Center Interactions To/From Lakeland City Center
Center
Figure 4-2: Top Ten Center Interactions To/From Lakeland City Center
Peak Season Weekday Person Trips
Lakeside Village/Oakbridge DRI
12,864
Lakeland Square Mall
11,592
US 98 Center at PSC Campus
7,930
Lakeland Regional Medical Center
6,014
Lakeland Highlands Road at Polk Pkwy
4,365
Bridgewater
3,862
County Line Road BPC
3,238
USF Polytechnic (New Campus)
3,220
Merchants Walk (SR 37 at Polk Pkwy)
3,098
Flagler DRI
2,627
4-3
CHAPTER 4 Key Multimodal Corridors
Lakeside Village/Oakbridge DRI
Projected Population and Employment Growth 2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
5,098
21,350
25,858
20,760
828
7,668
11,194
10,366
2006
Population Employment
Top Ten Center Interactions To/From Lakeside Village/Oakbridge DRI
Center
Figure 4-3: Top Ten Center Interactions To/From Lakeside Village/Oakbridge DRI
Peak Season Weekday Person Trips
Lakeland City Center
12,864
Lakeland Square Mall
6,476
County Line Road BPC
5,824
US 98 Center at PSC Campus
5,455
Flagler DRI
4,601
Lakeland Highlands Road at Polk Pkwy
3,900
Merchants Walk (SR 37 at Polk Pkwy)
3,717
Lakeland Linder Regional Airport
3,175
Lakeland Regional Medical Center
2,762
Galloway Road BPC
2,504
4-4
CHAPTER 4 Key Multimodal Corridors
Eagle Ridge Mall
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
5,876
20,638
31,759
+25,883
Employment
2,902
12,869
16,952
+14,050
Top Ten Center Interactions To/From Eagle Ridge Mall
Center
South Dundee Center
Peak Season Weekday Person Trips 11,359
Lake Wales City Center
5,453
Longleaf/Mayfair
5,211
Cypress Gardens
4,522
Winter Haven ILC
4,169
Lake Wales Municipal Airport
4,057
Dundee City Center
2,446
Winter Haven City Center
2,131
Pollard Road Business Park
2,017
Lake Hamilton City Center
1,837
Figure 4-4: Top Ten Center Interactions To/From Eagle Ridge Mall
4-5
CHAPTER 4 Key Multimodal Corridors
Lakeland Square Mall
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
8,439
14,673
16,599
+8,160
Employment
6,427
9,302
11,309
+4,882
Top Ten Center Interactions To/From Lakeland Square Mall
Center
Lakeland City Center
Peak Season Weekday Person Trips 11,592
Lakeside Village/Oakbridge DRI
6,476
USF Polytechnic (New Campus)
6,021
Bridgewater
4,537
Lakeland Regional Medical Center
4,409
County Line Road BPC
3,411
US 98 Center at PSC Campus
2,633
Galloway Road BPC
2,124
Flagler DRI
2,085
Lakeland Highlands Road at Polk Pkwy
1,438
Figure 4-5: Top Ten Center Interactions To/From Lakeland Square Mall
4-6
CHAPTER 4 Key Multimodal Corridors
US 98 Center at PSC Campus
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
8,256
8,986
11,744
+2,488
Employment
2,741
6,788
10,764
+8,023
Top Ten Center Interactions To/From US 98 Center at PCC Campus
Center
Figure 4-6: Top Ten Center Interactions To/From US 98 Center at PCC Campus
Peak Season Weekday Person Trips
Lakeland City Center
7,930
Lakeland Highlands Road at Polk Pkwy
6,354
Lakeside Village/Oakbridge DRI
5,455
Highland City Town Center
3,001
Lakeland Square Mall
2,633
Bridgewater
2,453
SR 540 County Gov't Complex
2,309
Merchants Walk (SR 37 at Polk Pkwy)
2,025
Lakeland Regional Medical Center
1,880
Bartow City Center
1,530
4-7
US 98 Corridor Bartow-Lakeland
CHAPTER 4 Key Multimodal Corridors
The following centers are served by the US 98 corridor from north to south:
Lakeland Square Mall Lakeland Medical Center Lakeland City Center US 98 Center at PSC Campus Highland City Town Center Bartow City Center Clear Springs DRI
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
45,930
77,832
102,177
+56,247
Employment
42,781
61,378
78,709
+35,928
Corridor Recommendations include: Public Transportation Service Bus Rapid Transit Possible Light Rail Phased Service Development Corridor Specific Policy Recommendations US 98 Access Management between Parkway & North of Bartow to provide a high level of controlled access so that the corridor could be converted to a limited access facility once grade separated intersections are provided at key intersections Highland City conflicts need to be mitigated to protect both US 98 and the development potential of the area Increased residential densities along the corridor will be needed to boost public transportation ridership along the corridor which will be supportive of premium service
Figure 4-7: US 98 from Bartow to Lakeland via SR 37
4-8
US 98 Corridor Bartow-Lakeland
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type
13
12
South of I-4
11
North of Downtown
10
Main St.
13 12
11
Lakeland Square Mall
Regional Access Circulation
9 South of Lake Parker Dr. 10
9 8
North of Edgewood Dr.
7
North of Polk Parkway
6
South of Polk Parkway
5
South of PCC
4
Highland City
3
South of CR 540A
2
North of Bartow
1
Clear Springs
8 7 6 5
4 3
2
1
0
20,000
40,000
60,000
80,000
100,000
120,000
140,000
Person Trips Figure 4-9: Evaluation of Projected Travel Demand on US 98 Corridor Figure 4-8: US 98 Corridor Evaluation Locations
4-9
SR 37 Corridor Mulberry-Lakeland
CHAPTER 4 Key Multimodal Corridors
The following centers are served by the SR 37 corridor from north to south:
Lakeland Square Mall Lakeland Medical Center Lakeland City Center Merchants Walk Mulberry
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
54,241
72,996
81,883
+27,642
Employment
47,372
60,866
77,886
+30,544
Corridor Recommendations include: Public Transportation Service Phased service expansion building upon existing service Bus Rapid Transit in Lakeland (Lakeland Square Mall to Pipkin Road) Mix of Bus Rapid Transit service to include both mixed traffic operation, queue jump locations, and separate busway options Corridor Specific Policy Recommendations Strong infill, intensification, and redevelopment policies
Figure 4-10: Mulberry to Lakeland via SR 37 and US 98 North
4-10
US 98 Corridor Bartow-Lakeland
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type
11
North of I-4 Regional Access
11
10
South of I-4
9
North of LRMC
8
North of Lkld City Center
7
South of Lkld City Center
6
North of Edgewood
5
North of Polk Pkwy
4
South of Polk Pkwy
3
North of Pipkin/Lk Miriam
2
North of CR 540A
1
North of Mulberry
Circulation
10
9 8
7 6 5 4 3 2
1
0
20,000
40,000
60,000
80,000
100,000
120,000
140,000
Person Trips
Figure 4-12: Evaluation of Projected Travel Demand on SR 37 Corridor Figure 4-11: SR 37/US 98 North Corridor Evaluation Locations
4-11
CHAPTER 4 Key Multimodal Corridors
I-4 Corridor
The following centers are served by the I-4 corridor from west to east:
County Line Road BPC Swindell Road Industrial Galloway Road BPC Lakeland Square Mall Bridgewater USF Polytechnic (New Campus) PSC Corporate Center Victor Posner City Center (US 27 at I-4) Four Corners DRI
In addition I-4 is a major regional east-west corridor connecting the Tampa and Orlando metropolitan areas.
Projected Population and Employment Growth
2006
Figure 4-13: I-4 Corridor
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
40,175
81,616
100,236
+60,061
Employment
20,927
55,902
98,210
+77,283
Corridor Recommendations include: Public Transportation Service Multi Regional Roadway requires a Multi Regional Approach with the Orlando and Tampa Metropolitan areas Express Bus High Speed Rail Strong opportunity to integrate with Parkway Bus Rapid Transit Service to include providing BRT service between Parkway Interchanges
4-12
I-4 Corridor
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type 300,000 Circulation 11
Access Regional 250,000
10
200,000
8 7
Person Trips
9 150,000
6 100,000
5 4
50,000
3
1
2
0
1
2
4
5
6
7
8
9
10
11
2 53 R -C 27 S U 27 S U 755 R 7 C 55 R C 99 55 55 SR SR ykw y P kw lk P k Po ol )-P (E ) (E 33 33 SR R )-S (W 33 ) (W SR 33 R -S 98 S 98 U S U nee n hl ee at hl K at l-K l ia ia or or em em M M y yw kw Pk k ol
y
P
nt ou
lk Po
C
-P ne Li
Figure 4-14: I-4 Corridor Evaluation Locations
3
Figure 4-15: Evaluation of Projected Travel Demand on I-4 Corridor
4-13
Polk Parkway Corridor
CHAPTER 4 Key Multimodal Corridors
The following centers are served by the Polk Parkway corridor from west to east:
County Line Road BPC Flagler DRI Lakeside Village/Oakbridge DRI Merchants Walk (SR 37 at Polk Pkwy) Lakeland Highlands at Polk Pkwy US 98 Center at PSC Campus SR 540 County Government Center US 92 Center at Auburndale PCC Corporate Center USF Polytechnic (New Campus)
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
40,459
113,152
136,793
+96,334
Employment
23,858
62,943
100,988
+77,130
Figure 4-16: Polk Parkway Corridor
Corridor Recommendations include: Public Transportation Service Bus Rapid Transit Develop key transfer stations with other public transportation service Corridor Specific Policy Recommendations Focus on station locations within centers to ensure good access to the Parkway with minimal delay
4-14
Polk Parkway Corridor
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type
140,000
120,000
12
Circulation Access Regional
100,000
10
1 9 2
Person Trips
11
80,000
60,000
40,000
8 3 4
5
6
7
20,000
0 1
3
4
5
6
7
8
9
10
11
12
F nde ar
n de
rid lo
r Ha
g in
4 -Ice Pa e ac -P ie ix D ld O e xi Di ld -O 92 S U 92 S U 054 SR 0 54 R -S 98 98 S S -U U ds an hl ig H ds ld an hl Lk ig H ld Lk aid or Fl a
H
gin
ar -W
t or irp
92
-A 92
S
t or irp
S
U
ar W
A
U
I-4
Figure 4-17: Polk Parkway Corridor Evaluation Locations
2
Figure 4-18: Evaluation of Projected Travel Demand on Polk Parkway Corridor
4-15
US 27 Corridor
CHAPTER 4 Key Multimodal Corridors
The following centers are served by the US 27 corridor from north to south:
Four Corners DRI Victor Posner City Center (US 27 at I-4) Haines City City Center South Haines City Center Lake Hamilton City Center Dundee City Center South Dundee Center Eagle Ridge Mall Lake Wales City Center Lake Wales Airport Longleaf/Mayfair Village of Highland Park
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
35,109
79,889
124,961
+89,852
Employment
22,268
64,410
87,626
+65,358
Corridor Recommendations include: Public Transportation Service This is a difficult corridor to identify a single set of recommendations that addresses the needs of the corridor which are feasible to implement. This report recommends that a detailed corridor study be performed to review options including: Alternative Routes Managed Lanes Rail Corridor Figure 4-16: US 27 Corridor
4-16
US 27 Corridor
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type 9 9
Four Corners
Regional
8
Access 7
8
Circulation
North of I-4
7 Victor Posner City Center
6
Haines City
5
Lake Hamilton
4
Dundee
3
Eagle Ridge Mall
2
Lake Wales
1
Highland Park
6
5
4
3
2
0
50,000
100,000
150,000
200,000
250,000
Person Trips 1 Figure 4-20: Evaluation of Projected Travel Demand on US 27 Corridor Figure 4-19: US 27 Corridor Evaluation Locations
4-17
US 92/CSX Rail Corridor
CHAPTER 4 Key Multimodal Corridors
The following centers are served by the US 92/CSX Rail Corridor from west to east:
County Line BPC Lakeland City Center US 92 Center at Auburndale Auburndale City Center Lake Alfred City Center Haines City City Center Davenport City Center
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
55,547
106,144
149,861
+94,314
Employment
37,164
64,607
98,302
+61,138
Corridor Recommendations include: Public Transportation Service Phased Service Development Local Service Express Bus Bus Rapid Transit Commuter Rail Figure 4-21: US 92/CSX Rail Corridor
Corridor Specific Policy Recommendations Increase residential densities to support public transportation Implement access management policies
4-18
US 92/CSX Rail Corridor
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type 140,000 12
120,000 Circulation Access 100,000
10
9
Person Trips
11
Regional
80,000
60,000
40,000
8 20,000
7 3
0
1
2
3
4
5
6
7
8
9
10
11
12
rt po 54 en R av C D of th or rt N po en it y av C D it y s C ne s i a ne ed H ai lfr H ed A e lf r A ak -L ke e La al y nd w ur Pk ub lk A y Po kw of P k st ol Ea fP d an el
ak
an el
d
ak
R
ne
fL
fL
to
to
es W
s Ea
Li
ay w
y
to
lo al
es W
G
nt ou
2
6
C
1
4
5
d
Figure 4-23: Evaluation of Projected Travel Demand on US 92 /CSX Rail Corridor Figure 4-22: US 92/CSX Rail Corridor
4-19
CHAPTER 4 Key Multimodal Corridors
SR 60 Corridor
The following centers are served by the SR 60 corridor from west to east:
Mulberry Bartow Clear Springs PCC Corporate Center Pollard Road Business Park Winter Haven Integrated Logistics Center Lake Wales Municipal Airport Lake Wales
In addition SR 60 is a major regional east-west corridor connecting Tampa and Polk County with Florida’s Turnpike and the Treasure Coast.
Projected Population and Employment Growth
2006
Figure 4-22: SR 60 Corridor
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
23,331
44,176
67,579
+44,248
Employment
23,367
53,729
82,007
+58,640
Corridor Recommendations include: Public Transportation Service Phased Service Development Local Bus Express Bus Corridor Specific Policy Recommendations Connect major employment centers to other routes Increase population densities between centers Consider CR 540A as an alternative route between SR 37 and US 98
4-20
SR 60 Corridor
CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type 140,000 Circulation Access 120,000
Regional
Person Trips
100,000
3 1
2
80,000
60,000
40,000
4 5
20,000
0
5
W es to ak fL e W s
y
e al
w
w Pk
rto
gs
Ba
lk Po of
ry er
in pr rS
4
h ut So
ea
b ul
Cl
M
Figure 4-23: SR 60 Corridor Evaluation Locations
3
C IL
2
1
Segm ent
Figure 4-24: Evaluation of Projected Travel Demand on SR 60 Corridor
4-21
Poinciana Corridor CHAPTER 4 Key Multimodal Corridors
The following centers are served by the Poinciana corridor from north to south:
Four Corners DRI Victor Posner City Center Heart of Florida Hospital Haines City East Haines City Center Poinciana
Projected Population and Employment Growth
2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
74,095
145,075
202,051
+127,956
Employment
10,883
54,603
69,783
+58,900
Corridor Recommendations include:
Figure 4-25: Poinciana Corridor
Public Transportation Service Phased Service Development Local Bus Express Bus Connect to other routes Corridor Specific Policy Recommendations Promote Transit Oriented Design for undeveloped areas along the corridor Promote Transit Supportive Infill development in existing developed areas, especially commercial nodes
4-22
Poinciana Corridor CHAPTER 4 Key Multimodal Corridors Projected Travel Demand by Trip Type
200,000
6 5
Circulation
180,000
Access
4
Regional
160,000 140,000
1
Person Trips
120,000 100,000 80,000 60,000
3
2 40,000 20,000 0
1
2
3
4
5
6 h rt No
So
or ct Vi
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27
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US
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I-4
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C
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y w Pk
s ne ai
s es pr Cy
C r te en
Figure 4-26: Poinciana Corridor Evaluation Locations
Figure 4-27: Evaluation of Projected Travel Demand on Poinciana Corridor
4-23
US 17 Corridor CHAPTER 4 Key Multimodal Corridors
The following centers are served by the US 17 corridor from north to south:
Lake Alfred Winter Haven Chain of Lakes Center Eagle Lake Bartow Municipal Airport
Projected Population and Employment Growth 2006
2035 Centers Forecast
2060 Centers Forecast
Change from 2006 to 2060
Population
25,027
34,668
46,687
+21,660
Employment
21,824
37,125
47,170
+25,346
Corridor Recommendations include: Public Transportation Service Bus Rapid Transit Need to develop Busway corridor in Winter Haven Corridor Specific Policy Recommendations Increased residential densities between Bartow and Winter Haven
Figure 4-28: US 17 Corridor
4-24
US 17 Corridor CHAPTER 4 Key Multimodal Corridors
Projected Travel Demand by Trip Type 140,000 Circulation Access 120,000
Regional
5
Person Trips
100,000
80,000
60,000
4 40,000
3 20,000
2 0
1
2
4
5 rth No
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Figure 4-30: Evaluation of Projected Travel Demand on US 17 Figure 4-29: US 17 Corridor Evaluation Locations
4-25
CHAPTER 5
Concept Plan
Local Community Mixed Use Center Figure 5-1: Highlands City Concept Plan Highlands City at the intersection of US 98 and Clubhouse Road was selected as an appropriate location to illustrate the concept of what an area may look like if it developed into a “Community Mix Use� center. This type of center is characterized by higher density residential with supportive commercial and office uses. These non residential uses serve both the needs of the immediate center and the surrounding area outside of the center, similar to what would occur with the existing retail opportunities located in the northwest corner of the intersection of US 98 and Clubhouse Road . Compact development within a five minute walk is supportive of public transportation resulting in a larger number of trips choosing public transportation. This allows for higher performing and more frequent public transportation service to be provided.
5-1
CHAPTER 5 Local Community Mixed Use Center
Mix of Uses
Figure 5-2: Future Mid-Density Residential Expansion Higher density development creates a feeling of place that is supportive of both community retail opportunities and public transportation.
Figure 5-3: Feature Lake System/Stormwater Retention Stormwater retention is required for any new development but retention does not have to consist of unsightly pond areas. Stormwater retention can be designed to complement the ascetics of the community.
Figure 5-5: Slip Roads Slip roads allow parking to be provided within the right-of-way along higher speed and higher volume roadways without compromising traffic operations or safety. This design feature also improves the pedestrian environment.
Figure 5-6: Typical Neighborhood Park Green spaces such as community parks pull open space together to serve as assets of the community and increase the functionality of these areas and their value to the surrounding properties.
Figure 5-4: Bus Rapid Transit Dedicated Lanes Dedicated lanes for Bus Rapid Transit along a congested corridor allow for light rail type operating speeds and service quality. Unlike rail corridors, these dedicated lanes are only needed where congestion occurs while rail would require tracks to be laid along the entire corridor. This leverages the existing transportation infrastructure allowing scarce transportation funding to be expended on other projects.
5-2
CHAPTER 6
Key Policies and Strategies
Recommended Vision Plan Strategies and Policies Potential LandPolicy Use Policy Changes Potential Changes Where Policy Needs to Be Addressed
Ease of Implementation
Level of Benefit to Core Transit Corridors
Policy Policy Type Type (Primary in Bold Text)
Policy Policy Area
Description
Mixed Use Development Transit Oriented Design Ordinances/Zoning
Encourage higher residential densities higher Encourage multi-use developments andand mixed non-residential intensities within an identified radius housing types of a transit hub.
Land Development Code, Future Land Use Plan Comprehensive Plan
Moderately Must align desired Moderate: Difficult: Will require modification of growth withtomarketable modelpatterns ordinances address specific product. local requirements
High Very High
Overlay District Design Standards Design Standard Mobility Strategy Mobility Strategy
Rural Villages Transit Overlays for Premium Corridors
Provide a range of higher intensity land uses in a Compact areaestablished of urban services within a buffer around centersand andtrade corridors. rural area auto-dependent land uses. Provide Discourage land-uses that encourage pedestrian activity.
Future Land Use Plan, Long-Range Future Land Plan Transportation Plan,Use Comprehensive Plan
Difficult: TypicallyChallenge requires master Moderate: will be planning for a large geographical area implementing new guidelines not involving multiple land owners previously applied in area
Low Very High
Overlay District Design Standards Design Standard Mobility Strategy Mobility Strategy
Alternative Concurrency Provisions and Infill and Redevelopment Funding Strategies
Encourage multi-use developments and mixed Identify that support transit corridors housingstrategies types, upgrade existingcore uses to make them to be incorporated into multi-modal LOS standards. more pedestrian friendly
FutureComprehensive Land Use Plan,Plan, Comprehensive Land Plan, Development Land Development Code Code
Moderately Difficult:fundamental Must align desired Difficult: Requires change growth patterns with marketable in concurrency approach and often product. requires change in State law
Medium to High Very High
Overlay District Design Standards Design MobilityStandard Strategy Mobility Strategy
Transit Overlays for Premium Corridors Form-Based Codes
Provide a range of higher intensity land uses in a Base development code on the form and bufferland around established centers and corridors, design features that should be included within landdiscourage auto-dependent land uses, provide development, rather than on allowed land uses. uses that encourage pedestrian activity
Future Land Use Plan, Long-Range Transportation Plan, Comprehensive Land Development Code Plan
Moderate: willmodification be Moderate:Challenge Will require of implementing guidelines not local model codesnew to address specific previously applied in area requirements
Very High High
Overlay OverlayDistricts District Design Standards Design Standard Mobility Strategy
Transferable Development Rights Transportation Corridor Preservation
Allows for land use entitlements to be transferred Implement land use where controls to protect is less from sending areas development transportation corridors from development that desirable to receiving areas where growth is would preclude future desired uses of the corridor. desirable
Future Land Use Element Comprehensive Plan or Transportation Element
Difficult: Often requires local government to bank to ease Moderate: Easy onrights existing corridors trading increases costs to desired butand difficult with new corridors forms of development
Low to Medium High
Overlay District MobilityStandard Strategy Design Mobility Strategy
Mixed Development & Mixed Housing BonusUse Densities Types
Allows for increased for development Encourage multi-use densities developments and mixed with desired design, housing types. form, or use
Comprehensive Future Land Use Plan Plan
Moderately Difficult: Must align desired Easygrowth patterns with marketable product.
Medium High
Design Design Standards Standard Mobility Strategy
Form-Based Codes Access Management
Land development code based on the form and Not onlyfeatures reduce that the number of included access points, design should be within but, in this context, also encourage alternative circulation development as opposed to focusing on the allowed patterns land usesthat are not reliant on regional roadways.
Land Development Code
Moderate: Will require modification Very Difficult: Requires putting of model codesoftoregional addressmobility specificabove local protection requirements adjacent development potential
High
Overlay Districts Overlay District Design Design Standards Standard Mobility Strategy
Design Streets Design to Accommodate All Transit Station Appropriate Modes of Travel
Encourage “Complete Streets� that provide for the Sidewalk connections to transitbicycle, stops, passenger needs of all users (pedestrian, automobile, amenities public transportation, mobility impaired and goods movement/freight).
Land Development Code, Transit Land Development Code Development Plan
Moderate: facility costs Moderate: WillIncreases need to address local without always providing benefit if not design requirements and costs implemented correctly
Very High- High Medium
Overlay OverlayDistricts District Design Standards Design Standard Mobility Strategy
Transit Oriented Design Ordinances/Zoning Transferable Development Rights
Encourage higher densities and Allow land use entitlements to benon-residential transferred from intensities within an identified radius of a transit areas where development is less desirable to areas hub growth is more desirable. where
Land Development Code, Comprehensive Plan Plan Comprehensive
Difficult: requires local of Moderate: Will Often require modification government to bank rights specific to ease model ordinances to address trading and increases costs to desired local requirements forms of development
Very High Medium
Overlay Districts Design MobilityStandards Strategy Mobility Strategy
6-1
CHAPTER 6 Recommended Vision Plan Strategies and Policies
Other Policies and Strategies
Potential Policy Changes
Policy Area
Description
Where Policy Needs to Be Addressed
Ease of Implementation
Level of Benefit to Core Transit Corridors
Policy Type (Primary in Bold Text)
Land Use Element
Moderate: Must gain community support for higher intensity development
Very High
Design Standard Mobility Strategy
Future Land Use Element or Transportation Element, LRTP
Moderate: Requires public and official support
Very High
Mobility Strategy
Encourage pedestrian connections to transit stops. Encourage passenger amenities at transit stops.
Land Development Code, Transit Development Plan
Moderate: Will need to address local design requirements and costs
Very High
Overlay District Design Standard Mobility Strategy
Phased Service Development on Core Transit Corridors
Identify premium transit services to be implemented and supported by land use policies.
LRTP, Transit Development Plan, Transportation Element
Moderate: Requires a long term plan with incremental improvements in service operations and infrastructure
Very High
Overlay District Design Standard Mobility Strategy
Discourage Auto Dependant Land Use Forms
Reduce automobile-oriented forms of development and types of development.
Future Land Use Element
Moderately Difficult: Must align desired growth patterns with marketable product.
Very High
Overlay District Design Standard Mobility Strategy
Pedestrian-Friendly Design and System Development
Design streets with emphasis on bicycle/pedestrian circulation. Improve bicycle/pedestrian crossings at existing intersections.
Land Development Code, Comprehensive Plan
Good
High
Design Standard Mobility Strategy
Design Standards within Land Use Overlay
Standards would require: buildings to front public streets or open spaces; surface parking behind buildings; open spaces; buildings oriented to open spaces.
Land Development Code, Transit Development Plan, Long Range Transportation Plan
Moderate: Will require modification of model codes to address specific local requirements
High
Overlay District Design Standard Mobility Strategy
Intermodal Access
Provide for interchange between appropriate modes (pedestrian, bicycle, park-n-ride, other public transportation service).
Land Development Code
Good
Medium - High
Design Standard Mobility Strategy
Higher Residential Densities and Non-Residential Intensities
Encourage increased densities and intensities to reduce trip length.
Support Local Public Transportation System
Implement policies that show support for public transportation through land use decisions or transportation investment.
Transit Station Design
6-2
CHAPTER 6 Recommended Vision Plan Strategies and Policies
Other Policies and Strategies Potential Policy Changes
Policy Area
Description
Infill and Redevelopment
Encourage multi-use developments and mixed housing types, upgrade existing uses to make them more pedestrian-friendly.
Retrofit Existing Uses and Infrastructure to be more Pedestrian-Friendly and to Eliminate Sidewalk Gaps
Where Policy Needs to Be Addressed
Ease of Implementation
Level of Benefit to Core Transit Corridors
Policy Type (Primary in Bold Text)
Future Land Use Plan, Comprehensive Plan, Land Development Code
Moderately Difficult: Must align desired growth patterns with marketable product.
Medium - High
Design Standard Mobility Strategy
Adapt existing areas to support pedestrian and public transportation trips.
Future Land Use Element
Moderately Difficult: Must be flexible to address local constrains and take a long-term vision
Medium - High
Overlay District Design Standard Mobility Strategy
Bonus Densities
Allow increased densities for development with desired design, form, or use.
Comprehensive Plan
Easy
Medium
Design Standard Mobility Strategy
Promote location of Public Facilities within Centers or Transit Hubs
Encourage transit centers/hub colocation with: parks, recreation centers, schools, dependent care centers, libraries, government buildings, police stations, and fire stations.
Future Land Use Element
Good
Medium
Overlay District Design Standard Mobility Strategy
Provide Open Spaces
Encourage the creation of open spaces that are supportive of pedestrian uses.
Land Use Element & Parks Element
Good
Medium
Overlay District Design Standard
Parking Supply Requirements
Reduce parking requirements and minimum and maximum required parking spaces to encourage shared parking facilities.
Land Development Code, Comprehensive Plan
Moderate: Requires flexibility depending on location and land uses
Medium
Overlay District Design Standard Mobility Strategy
Allow Lower Densities to Preserve Community Character
Reduce allowable densities and encourage contextsensitive development to protect established residential areas.
Future Land Use Element
Good
Low
Overlay District Design Standard
Rural Villages
Allow for compact areas of urban services and trade within rural areas.
Future Land Use Plan
Difficult: Typically requires master planning for a large geographical area involving multiple land owners
Low
Design Standard Mobility Strategy
6-3
CHAPTER 6 Recommended Vision Plan Strategies and Policies
Urban Form Elements Potential Policy Changes
Policy Area
Description
Where Policy Needs to Be Addressed
Ease of Implementation
Level of Benefit to Core Transit Corridors
Policy Type (Primary in Bold Text)
Sidewalk Access to Transit Stops
Provide for connectivity between modes and for access to public transportation.
Land Development Code
Good
Very High
Overlay District Design Standard Mobility Strategy
Promote Land Uses that Attract/Generate Pedestrian Activity
Encourage forms of development and activity center location that support walkable trips.
Future Land Use Element
Moderate
High
Overlay District Design Standard Mobility Strategy
Streetscaping
Require streetscape design that improves walkability.
Land Development Code & LRTP (Funding)
Moderate: Requires major investment or sustained design implementation
High
Overlay District Design Standard Mobility Strategy
Reduce pedestrian trip length
Require surface parking to be located behind buildings or require structured parking with ground level uses.
Land Development Code
Moderately Difficult: Must align desired growth patterns with marketable product
High
Overlay District Design Standard Mobility Strategy
Orient Buildings to Public Streets or Open Spaces
Encourage buildings to be located close to sidewalks and building access points to be oriented accordingly.
Land Development Code
Moderately Difficult: Must align desired growth patterns with marketable product
High
Overlay District Design Standard Mobility Strategy
Bicycle Parking
Require parking areas be designed to support the bicycle mode of travel.
Land Development Code
Good
Medium
Design Standard Mobility Strategy
Wide Sidewalks with Buffers
Required sidewalks be designed to support multiple pedestrians and increased pedestrian comfort.
Land Development Code
Good
Medium
Overlay District Design Standard Mobility Strategy
Articulated Facades
Unifies buildings of different architecture styles by location of the building base, body, and roof edges
Land Development Code
Moderate: Must align desired growth patterns with marketable product
Medium
Overlay District Design Standard
6-4