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APPENDIX J City of Winter Haven Sidewalk, Pedestrian and Multimodal Infrastructure Access Plan

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN CITY OF WINTER HAVEN

Final Repor t July 26, 2010

TABLE OF CONTENTS 1

INTRODUCTION ...................................................................................................................................................... 1 1.1

PURPOSE ............................................................................................................................................................. 1

1.2

CONTENTS ........................................................................................................................................................... 1

1.3

PLAN SUMMARY ................................................................................................................................................... 2

EXISTING AND PROGRAMMED FACILITIES ............................................................................................................ 11 2.1

THE CHAIN OF LAKES TRAIL ................................................................................................................................... 11

2.2

PROGRAMMED FACILITIES ..................................................................................................................................... 11

RECOMMENDED PROJECTS................................................................................................................................... 15 3.1

SIDEWALKS ........................................................................................................................................................ 15

3.2

BICYCLE FACILITIES............................................................................................................................................... 16

3.3

MULTI-USE TRAILS .............................................................................................................................................. 18

3.4

INTERSECTION, SAFETY AND ACCESSIBILITY ............................................................................................................... 19

3.5

ROADWAY PROJECTS AFFECTING MULTIMODAL NETWORK.......................................................................................... 22

AREA PLANS ......................................................................................................................................................... 29 4.1

DOWNTOWN ...................................................................................................................................................... 29

4.2

LAKE HOWARD ................................................................................................................................................... 30

4.3

CHAIN K͛>AKES COMPLEX..................................................................................................................................... 32

4.4

NORTHEAST CORRIDOR ........................................................................................................................................ 33

4.5

SOUTHEAST CORRIDOR ......................................................................................................................................... 34

4.6

LAKE ELBERT ...................................................................................................................................................... 36

PLAN DEVELOPMENT PROCESS ............................................................................................................................. 37 5.1

DATA COLLECTION ............................................................................................................................................... 37

5.2

MULTIMODAL ACCESSIBILITY AND QUALITY OF SERVICE .............................................................................................. 38

5.3

NEIGHBORHOOD ACCESSIBILITY SCORE .................................................................................................................... 51

5.4

PUBLIC OUTREACH .............................................................................................................................................. 52

5.5

AGENCY COORDINATION....................................................................................................................................... 53

5.6

EVALUATION CRITERIA.......................................................................................................................................... 54

5.7

PRIORITIZATION .................................................................................................................................................. 57

IMPLEMENTATION ACTION PLAN ......................................................................................................................... 63 6.1

POLICIES AND PROGRAMS ..................................................................................................................................... 63

6.2

MULTIMODAL FACILITIES DESIGN STANDARDS .......................................................................................................... 66

6.3

FUNDING STRATEGIES .......................................................................................................................................... 71

LIST OF FIGURES Figure 1 Map of Multimodal Master Plan .................................................................................................................................... 5 Figure 2 Map of Small Project Locations ................................................................................................................................... 25 Figure 3 Downtown Area Multimodal Facilities Plan ................................................................................................................. 30 Figure 4 Lake Howard Area Multimodal Facilities Plan ............................................................................................................. 31 &ŝŐƵƌĞ ϱ ŚĂŝŶ K͛ >ĂŬĞƐ ŽŵƉůĞǆ ƌĞĂ DƵůƚŝŵŽĚĂů &ĂĐŝůŝƚŝĞƐ WůĂŶ ............................................................................................ 32 Figure 6 Northeast Area Multimodal Facilities Plan .................................................................................................................. 33 Figure 7 Southeast Area Multimodal Facilities Plan .................................................................................................................. 35 Figure 8 Lake Elbert Area Multimodal Facilities Plan ................................................................................................................. 36

Figure 9 Multimodal Level of Service Study Area and Planning Districts .................................................................................. 39 Figure 10 Multimodal Level of Service Flow Chart .................................................................................................................... 43 Figure 11 Transit Level of Service .............................................................................................................................................. 45 Figure 12 Bicycle Level of Service .............................................................................................................................................. 47 Figure 13 Pedestrian Level of Service ........................................................................................................................................ 49 Figure 14 Typical Sidewalk Corridor Adjacent to Boulevards, Avenues, and Streets ................................................................ 69 Figure 15 Typical Sidewalk Corridor Adjacent to Main Streets.................................................................................................. 69 Figure 16 Typical Bicycle Lane Adjacent to Curb ....................................................................................................................... 70 Figure 17 Typical Multi-Use Trail ............................................................................................................................................... 71

LIST OF TABLES Table 1 Proposed Multimodal Projects and Prioritization ........................................................................................................... 7 Table 2 Proposed Small Projects ................................................................................................................................................ 20 Table 3 Relationship of Multimodal Level of Service Scores and Grades .................................................................................. 41 Table 4 Area Wide Multimodal Level of Service ........................................................................................................................ 41 Table 5 Supply Factors for Neighborhood Accessibility Score ................................................................................................... 51 Table 6 Demand Factors for Neighborhood Accessibility Score ................................................................................................ 51 Table 7 Neighborhood Accessibility Scores ............................................................................................................................... 52 Table 8 Evaluation Criteria and Project Scoring System ............................................................................................................ 56 Table 9 Downtown Area Prioritization Results .......................................................................................................................... 57 Table 10 Lake Howard Area Prioritization Results ..................................................................................................................... 58 dĂďůĞ ϭϭ ŚĂŝŶ K͛ >ĂŬĞƐ ŽŵƉůĞǆ ƌĞĂ WƌŝŽƌŝƚŝǌĂƚŝŽŶ ZĞƐƵůƚƐ ................................................................................................... 59 Table 12 Northeast Area Prioritization Results .......................................................................................................................... 60 Table 13 Southeast Area Prioritization Results .......................................................................................................................... 61 Table 14 Lake Elbert Area Prioritization Results ........................................................................................................................ 62 Table 15 Compatibility between Functional Classification and Thoroughfare Types ................................................................ 67 Table 16 Design Characteristics of Thoroughfare Types ............................................................................................................ 67

LIST OF APPENDICES Appendix A ʹ Sidewalk Inventory Appendix B ʹ Feasibility Assessment Appendix C ʹ Priority Project Typical Plans and Sections Appendix D ʹ Level of Service Tables Appendix E ʹ Documentation of Public Involvement Activities

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

INTRODUCTION

The City of Winter Haven has laid out an ambitious program to upgrade, expand and enhance its multimodal connections to improve the quality of life for City residents, promote public health and economic development and improve access to a wide variety of destinations and community activities. The Sidewalk, Pedestrian and Multimodal Infrastructure Access Plan promotes safe and convenient travel by all modes, providing needed connectivity between residential neighborhoods, commercial districts, employment centers, parks and recreational amenities. The master plan includes recommendations for new sidewalks and trails, trail extensions, bicycle lanes and intersection improvements, as well as policies for improved roadway and streetscape design. The pODQ ZDV GHYHORSHG WKURXJK TXDQWLWDWLYH DQDO\VLV RI :LQWHU +DYHQ路V H[LVWLQJ PXOWLPRGDO LQIUDVWUXFWXUH DQG quality of service, DV ZHOO DV WKH DVVLPLODWLRQ RI SXEOLF LQSXW DQG WKH &LW\路V JRDO RI SURYLGLQJ D JHRJUDSKLFDOO\ balanced multimodal network. The plan covers the entire City of Winter Haven and identifies the most critical connections required to achieve the long term goal of creating a complete, interconnected citywide network of sidewalks, bicycle lanes and trails.

1.1 PURPOSE The purpose of the Sidewalk, Pedestrian and Multimodal Infrastructure Access Plan (Multimodal Access Plan) is to LQFUHDVH DQG HQKDQFH WUDYHO RSWLRQV LQ WKH &LW\ RI :LQWHU +DYHQ WR DOORZ UHVLGHQWV DQG YLVLWRUV WR DFFHVV WKH &LW\路V key destinations without using an automobile. The plan is intended to fill gaps in the existing multimodal transportation network and address barriers to accessing destinations by transit or non-motorized modes. Projects included in the plan will also improve the overall safety of the multimodal network and address particular safety hazards in specific locations identified during the plan development process. Additionally, the plan provides specific recommendations that can be incorporated and referenced in policy documents that guide capital improvements funding and long range transportation decision-making in the City. The proposed multimodal projects often entail a level of capital investment greater than the general maintenance of sidewalks or the filling of sidewalk gaps. As such, the plan is intended to guide the investment of available IXQGV IRU VLJQLILFDQW PXOWLPRGDO SURMHFWV DQG QRW WR LQWHUIHUH ZLWK RU GHWUDFW IURP WKH &LW\路V JRDO RI ILOOLQJ H[LVWLQJ sidewalk gaps and maintaining or repairing existing infrastructure. The various funding options that may be used for different multimodal projects are included as part of the implementation section of the plan.

1.2 CONTENTS The Multimodal Access Plan is presented in six main sections, including this introductory and summary section. The citywide multimodal plan is summarized in Section 1.3 below. Included in the summary are a description of the various types of multimodal facilities considered in the plan, a map showing the envisioned multimodal network and a table listing proposed capital projects, color coded by facility type. There is also a brief description of the plan development process. Following the plan summary, Section 2 describes the history of the existing Chain of Lakes Trail and identifies multimodal projects that are currently under construction or programmed for construction in the near future. These projects will contribute to the realization of the citywide multimodal network described in the plan. Section 3 1 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN provides detailed information about priority sidewalk, bicycle lane and multi-use trail projects. Intersection improvements, traffic calming measures and signage and pavement marking programs are also outlined. In Section 4, area plans are presented for six specific areas in the City: Downtown, Lake Howard, Lake Elbert, the &KDLQ 2Âˇ /DNHV &RPSOH[ WKH 1RUWKHDVW area and the Southeast area. A brief overview of each area is provided together with maps and lists of proposed multimodal projects. The plan development process is outlined in Section 5. The plan development effort was guided by quantitative measures of multimodal level of service and neighborhood accessibility, as well as input obtained from the general public. Section 6 provides a general implementation plan. Opportunities to incorporate the Multimodal Access PODQ LQWR WKH &LW\ÂˇV SROLF\ GRFXPHQWV DUH GHVFULEHG DORQJ ZLWK H[DPSOHV RI SURJUDPV WKH &LW\ FDQ LQLWLDWH WR support the plan. Section 6 also presents design guidelines for multimodal facilities and identifies potential funding sources to pay for multimodal improvements. This document also includes several Appendices that have technical and supplemental information. There is a list of Appendices at the beginning of the document.

1.3 PLAN SUMMARY The overall goal of the Multimodal Access Plan is to enable people to safely and efficiently reach destinations throughout the City without using a personal automobile. The plan promotes non-motorized connections EHWZHHQ :LQWHU +DYHQÂˇV UHVLGHQWLDO QHLJKERUKRRGV FRPPHUFLDO GLVWULFWV employment centers, parks and recreational areas. These include bicycle facilities, sidewalks and multi-use trail connections. Each of these facility types is described in further detail below. The plan also aims to improve access to transit to further enhance travel options within the City, as well as to neighboring communities. Intersection projects are included to improve safety, especially for pedestrians and persons with disabilities. Bicycle lanes on Cypress Gardens Additional programs to promote multimodal travel, educate motorists Boulevard and non-motorized travelers about safely sharing the transportation system, improving signage and pavement markings and implementing traffic calming measures are also important components of the plan.

1.3.1 FACILITY TYPES The Multimodal Access Plan focuses primarily on non-motorized modes of transportation. The types of facilities envisioned in the citywide multimodal network include various kinds of bicycle facilities, sidewalks and multi-use trails. Multimodal transportation also incorporates public transit, and while access to transit is evaluated in the project prioritization section of the plan, the plan does not address or recommend any specific transit improvements. General information is provided below about the various facility types proposed in the plan.

Bicycle Facilities There are two types of bicycle facilities: bicycle lanes and signed bicycle routes. Bicycle lanes are designated, striped lanes on the roadway shoulder. Signs and pavement markings alert motorists to the presence of bicyclists and help direct cyclists along safe routes. In some cases, providing signage and lane markings may not be advisable where traffic volumes and/or operating speeds are high, as these roads may be uncomfortable for inexperienced cyclists. For more experienced riders, however, an unmarked paved shoulder can have the same benefits as a designated bicycle lane. Generally, where bicycle lanes are proposed in the plan, a designated, signed bicycle lane is envisioned. If, however, during the implementation of the plan it is determined that a 2 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN proposed bicycle lane may not be a preferred treatment, the City or partner agency/jurisdiction should consider if providing an unmarked paved shoulder can satisfy the same goals of the proposed marked lane. Signed bicycle routes create a shared travel lane for bicycles and motor vehicles with no striping or pavement markings. These bicycle facilities are relatively inexpensive and easy to implement; they are best suited for roads that have relatively low travel speeds and low traffic volumes. Many bicycle connections proposed in the plan, especially in the central areas of the City, are proposed as signed bicycle routes.

Sidewalks The most essential element of any multimodal system is a comprehensive sidewalk network. Sidewalks provide pedestrian access to transit and economic, social and recreational attractions. Sidewalk dimensions and attributes will vary depending on neighborhood contexts. The plan considers two tiers of sidewalks to address pedestrian accessibility in Winter Haven: priority pedestrian corridors and standard sidewalk connections. Priority pedestrian corridors are generally found along major streets and offer amenities such as landscaped buffer zones, wide sidewalks and street furniture. Additionally, these corridors represent the primary connections that are recommended to facilitate pedestrian connectivity across the City.

Examples of priority pedestrian

The particular elements of a priority pedestrian facility may vary depending on the neighborhood contexts. For example, in the photographs to the left, the top picture shows a priority pedestrian facility in a downtown/urban context. The lower photograph shows an example of a priority pedestrian corridor in a suburban context. These examples demonstrate how a comfortable pedestrian environment can be created with different treatments that suit their respective neighborhood contexts.

treatments in Winter Haven

The second tier of sidewalk is a standard sidewalk connection consisting of a five foot concrete sidewalk in most cases. The separation of the roadway and sidewalk, buffer zones and other features will not be emphasized in these corridors as they would be in priority pedestrian corridors. However, where feasible and affordable, such amenities should be considered. Continuous sidewalk connections have been highlighted for various corridors, but the City will continue to fill sidewalk gaps throughout its area as well.

Multi-Use Trails A multi-use trail is a paved facility that serves both bicycle and pedestrian traffic. They generally have their own rights of way, independent of the roadway right of way or have significant separation from vehicular traffic. Multi-use trails should be at least 10 feet wide, although a width of 12 to 15 feet is preferred to accommodate two-way bicycle and pedestrian traffic.

1.3.2 MULTIMODAL NETWORK VISION The proposed multimodal network utilizes the existing Chain of Lakes Trail as the spine of an enhanced multimodal network consisting of branching multi-use trails, bicycle facilities and an extensive sidewalk network. Some segments have also been identified as priority pedestrian corridors, where amenities such as lighting, seating,

3 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN wider sidewalks and protection from automotive traffic are warranted. Priority connections are proposed between the downtown Winter Haven area and Lake Howard, Lake Elbert and WKH &KDLQ 2Âˇ /DNHV FRPSOH[ Connections from Lake Howard to downtown are made along a programmed priority pedestrian corridor along Avenue B NW and a proposed multi-use trail through some potential redevelopment parcels on Avenue G SW and 7th Street SW. The pedestrian connection from downtown to Lake Elbert is made directly along Central Avenue. A trail connection is proposed from the northern portion of the existing Chain of Lakes Trail along Avenue O NW to the Polk State College campus. The Lake Elbert connections also feed many of the multimodal connections to the northeast and southeast areas. $ WUDLO FRQQHFWLRQ WR WKH &KDLQ 2Âˇ /DNHV &RPSOH[ LV SURSRVHG DV D VRXWKHUQ H[WHQVLRQ RI WKH H[LVWLQJ &KDLQ RI Lakes Trail. The proposed alignment utilizes a railroad corridor in an industrial sector of the City. However, portions of the railroad are active, as are some businesses in the corridor. As such, the feasibility of providing a FRQWLQXRXV WUDLO FRQQHFWLRQ IURP GRZQWRZQ WR WKH &KDLQ 2Âˇ /DNHV &RPSOH[ needs to be evaluated in detail. Proposed connections to the outlying areas in the southeast and northeast include bicycle facilities and sidewalks. However, multi-use trail connections could be possible in these areas along roads with wide rights of way, such as State Road 544 (Lucerne Park Road), depending on costs. The proposed citywide multimodal network is shown in Figure 1 below, followed by a ranked listing of individual projects in Table 1. Projects are grouped in the table according to the geographical area they primarily serve 'RZQWRZQ &KDLQ 2Âˇ /DNHV &RPSOH[ /DNH +RZDUG /DNH (OEHUW 1RUWKHDVW 6RXWKHDVW 7KH WDEOH GLVSOD\V WKH relative ranking of each project in its respective geographical area, with the highest priority projects listed first. The prioritization process and the criteria used in project ranking are described in Sections 5.6 and 5.7. Projects listed in the table are color coded by facility type, corresponding to the colors used in the map. For exampOH SURSRVHG ELF\FOH FRQQHFWLRQV DSSHDU DV EOXH LQ WKH PDS DQG KDYH EOXH LGHQWLILHUV LQ WKH Â´0DS .H\Âľ field in the table. Projects are enumerated according to the areas they primarily serve (those described in Section 4) and the type of facility proposed. For example, there are two bicycle facilities proposed in the downtown DUHD 7KHVH DUH QXPEHUHG Â´'7 Âľ DQG Â´'7 Âľ ZKHUH Â´DTÂľ indicates that the projects serve the downtown area, and the numbers differentiate the two bicycle improvements from each other. There are other projects labeled Â´'7 Âľ EXW WKHVH KDYH GLIIHUHQW FRORUV PHDQLQJ WKH\ UHIHU WR GLIIHUHQW IDFLOLW\ W\SHV 7KHUH LV QRW QHFHVVDULO\ DQ\ relationship between the project numbering and prioritization or between projects with common tags (i.e., the blue Â´'7 Âľ LV QRW GLUHFWO\ UHODWHG WR WKH UHG Â´'7 Âľ

4 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 1 Map of Multimodal Master Plan

5 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN This page intentionally left blank

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 1 Proposed Multimodal Projects and Prioritization

Lake Howard

&KDLQ 2路 /DNHV Complex

Downtown

Area

Map Key

PROPOSED IMPROVEMENT Project Type Project Limits

SCORE Total Rank Points

DT5

Priority Pedestrian Corridor

Avenue B NW - 1st St to Chain of Lakes Trail

DT1

Multi-Use Trail

Chain of Lakes Trail - Central Ave to Ave G SW

2-4

DT1

Priority Pedestrian Corridor

1st Street - Ave T NE to SR 540

2-4

DT4

Priority Pedestrian Corridor

Central Ave - 6th St to Chain of Lakes Trail

2-4

DT1

Signed Bicycle Route

5th St/Ave C/4th St/Ave B

5-6

DT3

Priority Pedestrian Corridor

Avenue C - 6th St to Chain of Lakes Trail

5-6

DT2

Signed Bicycle Route

Avenue K - 8th St to Chain of Lakes Trail

7-8

DT2

Priority Pedestrian Corridor

6th Street - Lake Martha Dr to SR 540

7-8

CL1

Multi-Use Trail

Chain of Lakes Trail - Ave G SW to COL Complex via US 17 underpass

CL1

Priority Pedestrian Corridor

SR 540/Avenue R SW - 9th St SE to 7th St SW

LH1

Multi-Use Trail

LH1

Priority Pedestrian Corridor

Lake Howard Trail - Lake Howard Dr/Connections to Chain of Lakes Trail SR 544 - 1st St to 26th St NW

2-3

LH1

Sidewalk Connection

Lake Howard Loop

2-3

LH2

Sidewalk Connection

15th St SW

LH4*

Sidewalk Connection

17th St - Lake Howard Dr to Havendale Blvd

LH3

Sidewalk Connection

21st Street SW

LH2

Bicycle Lanes

Lake Howard Dr/Ave G NW - Ave D NW to Spirit Lake Rd

LH3

Signed Bicycle Route

Ave C/SR 655 - Lake Howard Drive to SR 540

LH1

Signed Bicycle Route

7th Street SW - Lake Howard Drive to planned Lake Howard Trail

LH4

Signed Bicycle Route

Boys Club Rd/Lake Cannon Dr /Ave N/ 26th St - SR 544 to Ave G NW

LH5

Signed Bicycle Route

15th St SW - Lake Howard Dr to Lake Shipp

*Project initiated by the City during completion of the Multimodal Access Plan; not subject to prioritization process

7 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 1 Proposed Multimodal Projects and Prioritization (Continued)

Northeast

Lake Elbert

Area

Map Key

PROPOSED IMPROVEMENT Project Type Project Limits

SCORE Total Rank Points

LE1

Multi-Use Trail

Avenue O NE - Chain of Lakes Trail to 7th St

LE2

Sidewalk Connection

11th St NE

LE1

Sidewalk Connection

Lake Elbert Loop

LE2

Multi-Use Trail

PSC/Lake Elbert Trail Â˛ Alt 1: Fairfax St to PSC Alt 2: Ave O to 11th St via PSC

43 43

4 4

LE2

Bicycle Lanes

SR 542 - Elbert Elementary to US27

LE1

Signed Bicycle Route

6th St NE/Lake Martha Dr - Planned PSC Trail to Ave B NE

NE1

Pedestrian Bridge

Avenue T NE

NE3

Multi-Use Trail

Lake Conine Trail - Existing Chain of Lakes Trail to Lake Conine Nature Park

NE1

Sidewalk Connection

Avenue T/Buckeye Loop Rd

3-4

NE2

Sidewalk Connection

Avenue Y/6th St NE/Lake Conine Nature Park

3-4

NE2

Multi-Use Trail

Northeast Trail - Avenue O NE to Avenue T NE

5-7

NE1

Priority Pedestrian Corridor

7th Street NE/Lake Maude - Ave O to Ave T

5-7

NE3

Sidewalk Connection

Old Lucerne Park Rd

5-7

NE2

Bicycle Lanes

Lucerne Park Road

NE1

Signed Bicycle Route

Avenue Y NE/Motor Pool Rd - SR 544 to Chain of Lakes Trail

NE3

Bicycle Lanes

Lake Hamilton Dr - SR 542 to Lucerne Park Rd

NE4*

Signed Bicycle Route

Lake Hamilton Drive to 11th Street via Country Club Drive and Buckeye Road

*Project initiated by the City during completion of the Multimodal Access Plan; not subject to prioritization process

8 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

Table 1 Proposed Multimodal Projects and Prioritization (Continued)

Southeast

Area

Map Key

PROPOSED IMPROVEMENT Project Type Project Limits

SCORE Total Rank Points

SE1

Sidewalk Connection

Cypress Gardens Road

1-2

SE2

Sidewalk Connection

Cypress Gardens Boulevard

1-2

SE3

Sidewalk Connection

Overlook Road

SE4

Sidewalk Connection

9th St/Lake Eloise Dr

4-5

SE5

Sidewalk Connection

West Lake Ruby Dr/Thompson Nursery Rd to US 27

4-5

SE8

Bicycle Lanes

Lake Daisy Rd/Cypress Gardens Rd - SR 542 to SR 540

SE4

Bicycle Lanes

Overlook Rd/Carl Floyd Rd - SR 542 to SR 540

SE6

Signed Bicycle Route

9th St/Lake Eloise Dr

SE3

Bicycle Lanes

Cypress Gardens Boulevard - Register Rd to US27

SE2

Signed Bicycle Route

Helena Road/Thompson Nursery Rd - SR540 to US 27

SE9*

Signed Bicycle Route

SR 540 to Thompson Nursery Road via Lake Ruby Drive and Lake Ruby Drive to US 27 via Thompson Nursery Road

SE1

Signed Bicycle Route

8th Street - Ave K SE to SR 540

SE5

Bicycle Lanes

Old Bartow Lake Wales Rd/Old Bartow Rd/Old Lake Wales - Thompson Nursery Rd to SR 60

13-14

SE7

Bicycle Lanes

American Superior Blvd/West Lake Eloise Dr/Eloise Loop Rd

13-14

*Project initiated by the City during completion of the Multimodal Access Plan; not subject to prioritization process

9 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

1.3.3 PLAN DEVELOPMENT To achieve the &LW\路V RYHUDOO PXOWLPRGDO JRDOV, the analysis supporting the plan quantified and assessHG WKH &LW\路V existing multimodal conditions, needs for improvement and defined priority capital improvement projects and strategies to implement the plan. The following methods were used: The team worked with City staff to organize the City into five planning districts for detailed inventory and development of appropriate evaluation measures and criteria, which helped organize the work effort and also focus citizen involvement and interaction in the planning process. The team quantified existing multimodal infrastructure and defined gaps in the network or areas without any facilities. A detailed field inventory was conducted using hand-held Global Positioning System (GPS) technology to clarify, confirm and document existing conditions, gaps, barriers, opportunities for sidewalks, pathways and multimodal infrastructure elements. The field inventory data is summarized in Appendix A. The GPS was linked with photos taken using a digital camera to create a record of facility location and other characteristics. Based on the field review, the team prepared a spreadsheet database summarizing sidewalk and bicycle facility conditions of every functionally classified road segment. This data was used to calculate a pedestrian and bicycle quality of service score using the ARTPLAN software developed by the Florida Department of Transportation. The level of service results are included in Appendix D. The next step was to identify key existing and future destination areas, and overlay various data shape files to rate their accessibility. This set the stage for the development of evaluation criteria that were used to define project priorities. Building upon the previous tasks, the team created a map series that overlays GIS shape files for analysis. From this overlay, the team recommended facility evaluation criteria for use in identifying potential projects or strategies and setting priorities. The team developed a neighborhood accessibility score that ranked planning districts according to the level of accessibility they enjoy for connections to key destinations. The accessibility score was helpful in determining key issues, prioritizing projects, targeting funding and addressing equity considerations for future project needs. The team conducted a feasibility assessment on select recommended facility improvements or new facilities that were anticipated to present certain challenges. This planning-level assessment considered right-of-way availability, competing uses for right-of-way (e.g., utilities, drainage features, environmental mitigation and clear zone requirements), topographic characteristics and constructability. The feasibility assessment is included in Appendix B. Diagrams of typical plans and sections are included in Appendix C. The team prepared planning level cost estimates for the capital projects covered in the feasibility assessment and identified existing and potential funding sources to help the City with implementation. Finally, the team applied the evaluation criteria to recommend a ranking of the projects in priority order. The prioritization process reflected public input as expressed through a workshop and stakeholder discussion groups. The documentation of the public open house meetings and feedback is included in Appendix E.

10 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

EXISTING AND PROGRAMMED FACILITIES

The creation of the citywide multimodal network shown in the previous section will be the ultimate result of various discrete projects that will be implemented over time. Some portions of the plan are already in place, notably the Chain of Lakes Trail north of downtown. Winter Haven also has several projects that are either currently funded through FDOT路V )LYH-Year Work Program or under design. This section describes briefly the process that led to the construction of the Chain of Lakes Trail and then identifies programmed projects that are part of the envisioned citywide multimodal network described in Section 1.3 above. These programmed projects represent the short term capital improvements upon which the remainder of the Multimodal Access Plan will be built. The recommended projects identified in Section 3 represent the next phase of multimodal improvements following these programmed projects, or in some cases, may be implemented concurrently with them if funding becomes available. The projects listed herein are described in greater detail than the broad descriptions offered in Table 1.

2.1 THE CHAIN OF L AKES TRAIL In the HDUO\ 路V :LQWHU +DYHQ HPEDUNHG RQ a Community Visioning Process, from which emerged a priority vision for trails, pedestrian corridors and transit. To implement trail projects, the City explored a variety of State and local partnerships and funding sources. The City partnered with the Florida Office of Greenways and Trails to acquire the CSX Trail Corridor from Avenue T to US 17/92 in Lake Alfred. Once the acquisition was complete, the City signed a lease agreement which paved the way for the development of the Chain of Lakes Trail from Downtown Winter Haven to Lake Alfred. The City then submitted applications for grant funding through the Polk Transportation Planning Organization路V 732 Transportation Enhancement Program. A grants review committee evaluated those applications along with a pool of other Transportation Enhancement Project proposals from around the county and recommended the Chain of Lakes Trail for funding. As a result, FDOT programmed $608,937 in their Work Program to assist in funding the construction of the trail. In addition, a $200,000 Recreational Trails Grant was sought and attained for the project. A total of $808,937 in grant money was utilized in the construction of the $2.5 million project. Based on the success of the Chain of Lakes Trail history, ongoing SODQQLQJ RI :LQWHU +DYHQ路V trails and enhancement facilities continues to focus on developing partnerships and innovative funding.

2.2 PROGRAMMED F ACILITIES All of the projects listed in this section are programmed multi-use trails.

2.2.1 CHAIN OF LAKES DOWNTOWN TRAILHEAD PARK (DT1) The Chain of Lakes Downtown Trailhead Park ranked high as a Transportation Enhancement Project for a grant award of $400,000. In addition, the City has also obtained a $75,000 FDOT Intermodal Grant for assistance with construction of the project. The cost estimates of the project are approximately $1.7 Million. $475,000 in grant money will be utilized for funding the construction or a little more than 30% of the total cost of the project. The project is expected to break ground in spring 2010.

11 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

2.2.2 CHAIN OF LAKES TRAIL - SOUTHERN EXTENSION (DT1) The Chain of Lakes Trail Southern Extension to Avenue G SW (along 3rd Street) project was submitted to the Polk TPO as a 2009 Transportation Enhancement Grant Application. The goal of the project is to link the Chain of Lakes Trail to the Citi Centre Complex along 3rd Street. The project includes a road diet for 3rd Street SW, reducing the number of lanes from four to two, to provide a dedicated trail, parking and landscaping. The project ranked high in the grants review process and was recommended for FDOT funding at $715,000. The project is programmed in FDOT·V )LYH <HDU :RUN 3URJUDP IRU ILVFDO \HDUV 2011 ² 2012.

2.2.3 LAKE HOWARD TRAIL PHASE I (LH1) The Lake Howard Trail Phase I Project (Avenue D NW ² Avenue A NW) ranked high as a Transportation Enhancement Project for a total grant award of $250,000 (City $22,588 + $227,412) and has been programmed into FDOT·V )LYH <HDU :RUN 3URJUDP IRU ILVFDO \HDU 2009/2010. The goal of the project is to establish this portion of Lake Howard as a major destination accessible from Downtown and the Chain of Lakes Trail and serve as the first leg of a trail around Lake Howard. The project is currently at the 90% plan stage. Construction is anticipated to start in winter 2011. Current cost estimates for the project are at approximately $250,000, 90% of which are projected to be funded through FDOT.

2.2.4 AVENUE B NW TRAIL CONNECTOR (LH1) This project was submitted to the TPO as a 2009 Transportation Enhancement Grant Application. The goal of the project is to link the 1st Street Pedestrian Corridor to the Chain of Lakes Trail and the Chain of Lakes Trail to the Lake Howard Trail Phase I via a dedicated trail along Avenue B NW. The project ranked high in the grants review process and was recommended for FDOT funding at $600,000. The project is expected to be SURJUDPPHG LQ )'27·V Five Year Work Program for fiscal year 2014.

2.2.5 CHAIN OF LAKES TRAIL - PEDESTRIAN BRIDGE AT AVENUE T (NE1) The existing Chain of Lakes Trail is interrupted at Avenue T where it intersects the roadway midblock with no crosswalk or signalization to allow trail users to cross the road safely. Trail users must either deviate from the trail to utilize the crosswalk at the signalized intersection of Avenue T and US 17 (about a quarter mile away) or risk making the midblock crossing. A pedestrian bridge over Avenue T would provide continuity in the trail and allow users to safely cross the roadway at their leisure, completely segregated from vehicular traffic. Public input LGHQWLILHG WKLV LPSURYHPHQW DV D SULRULW\ IRU WKH &LW\·V UHVLGHQWV

The current intersection of the Chain of Lakes Trail with Avenue T

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This project was submitted to the TPO as a 2009 Transportation Enhancement Grant Application. The goal of the project is to allow trail users to safely cross the trail over Avenue T. This will allow trail users safe access to the full 3.2 miles of trail and allow the trail to be fully utilized. The project ranked high in the grants review process and was recommended to be placed in the FDOT Work Program. FDOT has $1.2 million funded in their Five Year Work Program for fiscal years 2011-2012 for the project. It should be noted that during the initial Chain of Lakes Trail Design Process, City staff petitioned FDOT on more than one occasion to consider an at-grade crossing. After evaluation of the request, FDOT denied the at-grade crossing, basing their decision on the close proximity between the 1st Street/Ave T and U.S. 17/Ave T intersections. As such the trail was

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN designed in essentially two sections, the north and south sections. The proposed pedestrian bridge will link those sections to create a continuous, functional trail.

2.2.6 6TH STREET SE IMPROVEMENTS (RELATED TO DT2) This project will be adding a southbound left-turn lane into Winter Haven High School which will ease traffic backups caused by left turning vehicles blocking the through travel lane. Additional upgrades will be made to the signals at Avenue C and Avenue K. The conversion to mast-arm type signals will move the signal poles from the sidewalk allowing for improved pedestrian movement at these intersections.

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RECOMMENDED PROJECTS

This section identifies the specific multimodal projects that are recommended for implementation concurrently with or immediately following the programmed projects described above. As in Section 2, the projects listed are described in some detail, although specific costs and revenue sources for each project are not available for all recommended projects in this section. Projects are broken down by type: sidewalks, bicycle facilities, multi-use trails, with roadways, intersections, traffic calming and signage and pavement markings also included. Projects listed under the sidewalks, bicycle facilities and multi-use trails headings appear in this section as a result of the prioritization process used to rank proposed facilities (see Section 5.7). Other projects represent either opportunities for quick, low cost implementation of the plan through roadway and intersection projects that are already programmed or specific areas of concern identified by the project team during the data collection and/or public involvement processes.

3.1 S IDEWALKS 3.1.1 LAKE HOWARD LOOP (LH1) Purpose and Need Lake Howard is a valuable natural attraction in the heart of Winter Haven, located directly west of the downtown area. Surrounding the lake are established neighborhoods and businesses on the eastern bank. The Lake Howard Nature Park on the southwestern edge of the lake features a boardwalk and multi-use trail meandering through wetlands; it is a popular destination for residents and visitors. Although there are some existing sidewalks along Lake Howard Drive, there is no continuous multimodal facility encompassing the lake. A sidewalk loop around the lake would significantly improve multimodal accessibility for residents of the Lake Howard area to the nature park and downtown. Additionally, accessibility to the lakefront would be increased from the downtown area, allowing the lake to function as a centrally located amenity for the enjoyment of the entire City. The proposed Lake Howard Loop sidewalk received substantial public support, demonstrating the importance of this connection to citizens. Improvement Description The Lake Howard Loop sidewalk is proposed for the northern and western shores of the lake, portions of which already have sidewalk. The proposed project would complete the sidewalk and provide a connection to the multiuse trail proposed for the eastern and southern banks of the lake. These complimentary facilities would form a continuous loop around the lake, which is the cornerstone of providing multimodal accessibility between western Winter Haven and other parts of the City. Feasibility The feasibility of constructing the Lake Howard Loop sidewalk is limited only by right-of-way concerns. The sidewalk would most likely parallel Lake Howard Drive, but the right-of-way for that road is constrained. Moreover, the lake shore is private property, and in some places (especially on the western bank) there are existing single family homes between Lake Howard Drive and the lake. If the right-of-way can be made available to allow construction along Lake Howard Drive, the loop can be completed with access to the lakefront

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN limited on the western portions of the loop. A full feasibility study for the implementation of the sidewalk loop is recommended.

3.1.2 CYPRESS GARDENS ROAD AND CYPRESS GARDENS BOULEVARD (SE1 AND SE2) Purpose and Need Cypress Gardens Boulevard is the primary commercial corridor serving southeast Winter Haven, burgeoning with new retail and restaurant destinations and providing access to the proposed Legoland. Cypress Gardens Road serves the densest pockets of residential development in the southeast area and links them with the commercial destinations on Cypress Gardens Boulevard. Both streets have sporadic existing sidewalks. The proposed sidewalk projects for these streets would provide a continuous pedestrian connection that would improve the safety of pedestrians and transit patrons on these heavily traveled roads. They would also create a core of activity for the southeast area with relatively high pedestrian accessibility while improving access to transit, which would facilitate multimodal access between the southeast area and other parts of the City. Improvement Description The Cypress Gardens Road sidewalk connection is proposed for the entire length of that facility. The Cypress Gardens Boulevard sidewalk connection is proposed from US 17 to the Wal Mart Super Center east of Lake Fox Road. The connections would provide a continuous pedestrian connection on either side of both streets. Feasibility There are no apparent obstacles to implementing either project. A feasibility assessment for the implementation of a portion of these sidewalk improvements was conducted in conjunction with the development of this master plan and is included in Appendix B. Implementation of the project will require coordination between the City, County and FDOT.

3.1.3 17TH STREET CONNECTION FROM LAKE HOWARD DRIVE TO HAVENDALE BOULEVARD (LH4) This sidewalk will connect Lake Howard Drive and Havendale Boulevard via 17th Street. The 17th Street sidewalk will be continued to the park on Orange Street. A sidewalk from Lake Howard Drive to 17th Street via 15th Street and Orange Street will provide direct pedestrian access from the east on Lake Howard Drive. The project recommendation was initiated by the City during the completion of the Multimodal Access Plan and did not go through the original prioritization process.

3.2 BICYCLE F ACILITIES 3.2.1 LAKE DAISY ROAD/CYPRESS GARDENS ROAD (SE8) Purpose and Need Lake Daisy Road is a two-lane road that provides a link between southeast Winter Haven and the eastern portion of the Lake Elbert area (via SR 542) as well as the northeast area along Country Club Road and Lake Hamilton Drive. The road hosts a substantial amount of bicycle traffic. However, there are currently no bicycle lanes or paved shoulders, and the width of the lanes is not sufficient for bicycles and motor vehicles to safely share the road. There is enough vehicular traffic traveling at sufficiently high speeds to create an uncomfortable and dangerous environment for cyclists. During the public involvement process, the addition of bicycle lanes on Lake

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN 'DLV\ 5RDG ZDV LGHQWLILHG DV D KLJK SULRULW\ IRU WKH &LW\路V F\FOLVWV WR LPSURYH ELF\FOH VDIHW\ DQG FRQQHFWLYLW\ LQ east Winter Haven.

Improvement Description The proposed bicycle lanes would begin at the intersection of Lake Daisy Road and SR 542 and continue south along Lake Daisy Road until it turns to the west, then south on Lake Ned Road, and west on Cypress Gardens Road as far as Cypress Gardens Boulevard. This alignment provides a complete eastern connection between the Lake Elbert and southeast areas. The proposed improvement would add a paved shoulder on each side of these facilities and signage denoting them as bicycle routes. Feasibility Right-of-way constraints may limit the feasibility of full implementation of the proposed project. A full feasibility study is recommended. Additionally, the majority of this facility would pass through unincorporated Polk County, UHTXLULQJ WKH &RXQW\路V SDUWLFLSDWLRQ LQ WKH LPSOHPHQWDtion of the project.

3.2.2 LUCERNE PARK ROAD (NE2) Purpose and Need Street connectivity in northeast Winter Haven is generally very low, making it difficult to provide multimodal connections to other parts of the City. Lucerne Park Road is the principal thoroughfare serving the northeast, and the proposed bicycle route along this facility is the primary means of providing a multimodal connection to the rest of the City. There is already a paved shoulder along the entire length of Lucerne Park Road from Avenue T to US 27, providing a satisfactory bicycle facility. The addition of signage identifying the facility as a bicycle route and reminding motorists to share the road would increase the visibility of cycling as a transportation option and improve the safety of cycling on this facility.

Paved shoulder on Lucerne Park Road

Improvement Description The project would add signage to identify Lucerne Park Road as a bicycle route and remind motorists to share the road with cyclists. Feasibility The addition of bicycle route signage will be subject to the approval of FDOT, since Lucerne Park Road is a State maintained facility. FDOT may be reluctant to add the signs due to the relatively high posted speed on some portions of the road (45 mph or more). However, if approved, the signs would be a highly affordable means of creating a visible multimodal connection to the northeast.

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

3.3 MULTI-USE TRAILS 3.3.1 LAKE HOWARD TRAIL 虏 LAKE HOWARD DRIVE/CONNECTIONS TO CHAIN OF LAKES TRAIL (LH1) Purpose and Need Although the Lake Howard area is adjacent to the downtown Winter Haven area, multimodal connections between the two areas are limited. The proposed Lake Howard Trail would complement the proposed Lake Howard Loop sidewalk to form a continuous loop around Lake Howard and provide a high level of multimodal connectivity between downtown and Lake Howard. As noted in Section 2, a portion of the proposed improvement is already programmed for construction form Avenue A NW to Avenue D NW. The fully completed project would provide a highly visible and safe crossing of US 17 DQG FRQQHFW WZR RI WKH &LW\路V PRVW SRSXODU WUDLOV WKH &KDLQ RI /DNHV 7UDLO and the Lake Howard Nature Park Trail. It would also begin to provide a multimodal connection from the southern Lake Howard area to retail destinations along US 17. The proposed trail would be an amenity for potential redevelopment tracts west of US 17 in the vicinity of Avenue G SW and could be partly paid for by developer contributions. Improvement Description The Lake Howard Trail would consist of two main legs. The first extends from the Lake Howard Nature Park along the southern and eastern portions of Lake Howard Drive to Avenue D NW, intersecting a trail connection to downtown at Avenue B NW. The second leg branches off of the first leg at Avenue E SW and continues southeast to Avenue G SW either along 7th Street or through a potential redevelopment parcel. From Avenue G SW, the trail would proceed east across US 17 and link with the proposed southern extension of the Chain of Lakes Trail. Feasibility Right of way constraints and conflicts with utilities on Lake Howard Drive may limit the feasibility of providing a complete multi-use trail connection. A feasibility assessment for the implementation of these improvements was conducted in conjunction with the development of this master plan and is included in Appendix B.

3.3.2 AVENUE O NE TRAIL (LE1) Purpose and Need The Lake Elbert area is adjacent to the downtown area and home to Polk State College (PSC) and established urban single family neighborhoods. However, multimodal connections within the Lake Elbert area are limited, and there is no continuous multimodal connection between the Lake Elbert area and downtown. PSC is a significant destination in the City, and students are especially apt to take advantage of non-motorized travel options and/or transit. The proposed multi-use trail on Avenue O NE would provide multimodal access to the PSC campus and connect to the existing Chain of Lakes Trail, thereby forming a connection to downtown with convenient access to retail destinations along US 17 as well. Since there is no existing multimodal connection to the campus, the trail would improve the safety of pedestrians and cyclists. The trail is also very close to the recently completed Lake Maude Nature Park, though it does not provide direct access. Improvement Description The Avenue O NE Trail would begin at the intersection of Avenue O NW and United Way (Chain of Lakes Trail) and proceed east along Avenue O NW/NE to 7th Street NE and the northwest boundary of the baseball fields adjacent to the PSC campus. An extension of the multi-use trail to provide direct access to PSC is proposed as a separate project in the Multimodal Access Plan, but the projects could be combined if feasible and affordable. 18 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Feasibility There are some potential right-of-way constraints along Avenue O, and it may be necessary to have the trail cross the street at least once as a result. A feasibility assessment for the implementation of these improvements was conducted in conjunction with the development of this master plan and is included in Appendix B.

3.4 INTERSECTION , S AFETY AND ACCESSIBILITY 3.4.1 1ST STREET PRIORITY PEDESTRIAN CORRIDOR (DT1) Purpose and Need While there is currently sidewalk on both sides of the road for most of the length of 1st Street, the pedestrian environment is uncomfortable and, in some places, hazardous. The existing sidewalk is generally directly adjacent to the road, which has high traffic volumes and relatively high operating speeds. This makes the environment uncomfortable for pedestrians as a whole, and in specific locations, it presents significant safety risks. For example, the sidewalk is exceptionally narrow at the intersection with Lee Avenue NE, while vehicular speeds are high. There is no space to which the pedestrian can retreat as the sidewalk abuts a retaining wall about 16 inches from the curb. In such a setting, the pedestrian is at risk of injury or death simply by virtue of their proximity to vehicular traffic. Access for disabled persons is essentially non-existent. Public input identified other intersections along 1st Street as presenting safety hazards and/or having limited accessibility. The proposed priority pedestrian corridor along 1st Street would resolve most of these issues by providing wider sidewalks with separation from the roadway where feasible. The increased safety and comfort fostered by the project would improve accessibility to destinations in and near downtown, including Winter Haven Hospital. The implementation of priority pedestrian treatments would also impact intersections to improve crossings and increase the visibility of pedestrians.

Improvement Description The 1st Street priority pedestrian corridor is proposed from SR 540 in the south to Avenue T in the north. A phased implementation of the project would be possible, with areas identified as safety hazards recommended for initial implementation. Feasibility The feasibility of the project will depend on available right-of-way and funding. A phased implementation may be necessary due to costs.

3.4.2 OTHER SMALL PROJECTS A list of recommended small projects to fill network gaps and complement the proposed citywide multimodal system is displayed in Table 2. These projects can be addressed as ongoing maintenance or low budget capital improvements efforts on an incremental basis. The projects typically aim to improve connectivity, safety, accessibility and/or visibility at specific points, such as intersections, or along short stretches of roadway. In some cases, a project is identified that addresses a particular issue confronting one of the larger projects listed in previous sections. For example, the first project listed in Table 2 identifies an area where a safe connection between the bicycle route proposed for 8th Street SE and the existing bicycle lanes on Cypress Gardens Boulevard will be difficult to achieve under existing conditions. The recommended small project calls for the City to explore opportunities to create a connection from 8th Street to the signalized intersection at 9th Street to link the two facilities. 19 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 2 Proposed Small Projects

Project Number

Location

Description

8th St SE & Cypress Gardens Blvd

Connection from proposed 8th St. bike route to bike lanes on Cypress Gardens Blvd. - there is no existing crossing but there is an underutilized parcel that could host a connection from 8th to the crossing at 9th.

1st St N & Lee Ave (and vicinity)

There is a very narrow sidewalk here that needs to be improved for the safety of pedestrians in the area. This portion of 1st St is recommended as a priority pedestrian corridor, but if that project cannot be fully implemented, a small project to address the narrow sidewalk is warranted.

Ave I NW & Multiuse trail crossing (park)

Realign the trail to continue relatively straight to the other side of the park and the crossing at Ave L NW. This will make the trail easier to use for cyclists and thru pedestrians while maintaining access to the Lake Silver waterfront.

Create a crossing for the trail/sidewalk.

A north/south crossing is warranted for at least one of these intersections.

7th St NE @ Ave O NE & Lake Maude Nature Park

Provide crosswalks on north and east legs of intersection. Consider sidewalk connection between Ave O and Lake Maude Nature Park on west side of 7th St.

Ave G SW & US 17

Sidewalks on Ave G on either side of US 17 are basically one long curb cut. Improvements would add curb and clearly define the driveways to the neighboring businesses.

Ave T NE & 7th St NE

Provide a pedestrian crossing to improve pedestrian access from the Lake Maude neighborhoods to the community recreation center north of Ave T.

South Lake Silver Drive

Multiuse trail from 1st Street NE to Chain of Lakes Trail

SR 542 & Ave A SE

Provide a pedestrian crossing.

Lake Maude Nature Park

Provide marked pedestrian crossings at north and south entrances. Repair sidewalk on east side of 7th St.

4 5

Chain of Lakes Trail @ Ave D NW Ave B NW & 4th St NW / 5th St NW

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Planning District

1/4 1

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 2 Proposed Small Projects (Continued)

Project Number

Location

Description

7th St NE north of Lake Maude Nature Park

Connect trail at north end of park to sidewalk on west side of 7th St (300').

Winter Haven Recreation and Cultural Center on Ave T NE

Provide sidewalk connection to the building from the south driveway (60').

1st St & Central Ave

Initiate pedestrian signal automatically. Consider removing split phasing on east-west approaches. Landing area is inadequate at SW and NE corners. Buttons for crossing signal are inaccessible on SE corner.

Havendale Blvd

Sidewalks on north side of street from 21st St NW to 14th St NW. Connect sidewalk to trail at Lake Hartridge Nature Park. (1600')

21st St NW

Sidewalk on east side of street from Shore Road to Havendale Blvd (550').

Ave T NW

Provide trail parking and signage.

Ave Y NE & SR 544

Consider signalized control and/or pedestrian crossing.

SE corner of Ave K SW and 3rd St SW

Sidewalk gap fill along northern and western edges of corner property (375').

3rd St SW north of Ave K SW

Fill sidewalk gap from the intersection to the sidewalk to the north (700').

Southeast corner of 3rd St SW and Ave G SW

Sidewalk gap fill (250').

2nd St SW & Magnolia Ave

Curb ramp installation (2) with crosswalks

2nd St SW & Ave C SW

Curb ramp installation (2) with crosswalks and pedestrian crossing on east side of 2nd St.

Northeast corner of Ave C SE & 1st St

Establish accessible route (fire hydrant obstructs path)

Ave C SE & 2nd St SE

Curb ramp installation (2) with crosswalks

Ave C SE @ Grace Lutheran Church and School

Curb ramp installation (2)

Planning District

1/4

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 2 Proposed Small Projects (Continued)

Project Number

Location

Description

Planning District

Ave C SE & 4th St SE

Curb ramp installation (2) with crosswalks

Southwest corner of Ave C NW & 1st St

Landing area and crosswalks

7th St NE south of Ave T NE

Repair sidewalk on west side of 7th St.

City parks

Sidewalk connection

City parks

Sidewalk connections

There are a series of small projects included in Table 2 intended to improve connectivity in the vicinity of Lake Maude. The proposed priority pedestrian corridor along 7th Street NE and multi-use trail on Avenue O NE will link the area to the rest of the citywide network. The cluster of small projects listed in Table 2, meanwhile, can provide local connectivity to the recently completed Lake Maude Nature Park and the City community and recreational center on Avenue T NE. The majority of small projects listed in Table 2 involve adding or improving pedestrian crossings, ramps, and/or signage, while others address small sidewalk gaps. A map of the proposed small project locations is presented on the following page (Figure 2).

3.5 ROADWAY PROJECTS AFFECTING MULTIMODAL NETWORK 3.5.1 STATE ROAD 542 RESURFACING (FDOT WORK PROGRAM Â˛ FY 2012) Purpose and Need FDOT has programmed funds to improve SR 542 between 19th Street SE and Executive Drive in 2012. The project will improve travel conditions for motor vehicles and is part of regularly scheduled roadway maintenance. The project will provide a sidewalk on the north side of SR 542 from Buckeye Loop Road to Woodfern Drive and may include some lighting improvements. A pedestrian trail will be constructed along the Lake Elbert shoreline. There may also be an opportunity to augment the existing paved shoulder to create an appropriately sized bicycle lane and potentially add signage to designate the road as a bicycle route. These improvements would provide a central east-west bicycle connection linking the Lake Elbert, downtown, southeast, and northeast areas (via other proposed facilities in some cases), improve bicycle safety, and offer a relatively inexpensive means of implementing a portion of the Multimodal Access Plan. Improvement Description The project will begin at 1st Street in downtown Winter Haven and extend east to US 27.

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Feasibility As funds are currently programmed for the project, the proposed improvements should be financially feasible with minimal right-of-way and/or utility concerns. Coordination with FDOT for implementation of the proposed improvements is recommended.

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 2 Map of Small Project Locations

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

3.5.2 STATE ROAD 655 RESURFACING (FDOT WORK PROGRAM ² FY 2010) Purpose and Need FDOT has programmed funds to resurface SR 655 in 2010. The resurfacing project will improve travel conditions for motor vehicles and is part of regularly scheduled roadway maintenance. However, it also provides an opportunity to add a paved shoulder to the road to create a safe and comfortable bicycle route. Signage LGHQWLI\LQJ WKH URDG DV D ELF\FOH URXWH FRXOG SRWHQWLDOO\ EH DGGHG DV ZHOO DW )'27·V GLVFUHWLRQ 7KH Multimodal Access Plan proposes a bicycle route along SR 655 from SR 540 to Coleman Road. The inclusion of bicycle lanes/paved shoulders in the resurfacing project would provide all but a small portion of the recommended bicycle route. Improvement Description The resurfacing project extends from US 17 to Coleman Road. Feasibility As funds are currently programmed for the resurfacing project, the proposed improvements should be financially feasible with minimal right-of-way and/or utility concerns. Coordination with FDOT for implementation of the proposed improvements is recommended.

3.5.3 17TH STREET BRIDGE REPLACEMENT, NORTHWEST (WINTER HAVEN CIP ² FY2012) Purpose and Need City of Winter Haven has programmed construction funds for replacement of the 17th Street Bridge. The project will improve travel condition for motor vehicles crossing the canal and boaters along the canal. In addition, the new bridge replacement will provide an opportunity to add sidewalk along one side of the bridge to create a safe and comfortable pedestrian and bicycle crossing. The Multimodal Access Plan proposes a sidewalk connection along 17th Street, NW/Lake Cannon Drive, NW from North Lake Howard Drive to Havendale Boulevard, NW (SR544).

Improvement Description The bridge replacement project crosses Lake Cannon/Lake Mirror canal. Feasibility As funds are currently programmed for the bridge replacement project, the proposed improvements should be financially feasible with minimal rights-of-way and/ or utility concerns.

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A REA P LANS

In order to develop a geographically equitable Multimodal Access Plan, the City was divided into six areas of distinct character, and a multimodal plan was developed for each area. These areas do not correspond to the five planning districts used for level of service and accessibility analysis described in Section 5 of the plan. Rather, they represent the general areas of significant trip generation and/or attraction needing multimodal improvements to create a continuous and comprehensive network that provides meaningful accessibility to major destinations from throughout the City. 7KH VL[ DUHDV DUH 'RZQWRZQ /DNH +RZDUG WKH &KDLQ 2Âˇ /DNHV &RPSOHx, the Northeast, the Southeast and Lake Elbert. Each area is described in its own section, and projects serving each area are listed and mapped. The project limits as listed for each area do not necessarily indicate the scope of a single project, but provide a reasonable starting point for developing more specific plans for future multimodal connections. It should be noted that although a project may be listed for a given area, its utility is not limited to that area. Projects are listed in the area that they primarily serve, but in most cases, each project provides a connection to an adjacent area and oftentimes a critical link to areas beyond. Moreover, the definition of any area is general Â˛ no specific boundaries were defined to separate each area. The Lake Howard area, for example, bleeds into the Downtown area and vice versa. The presentation of the area plans, however, offers a convenient way to provide greater detail and clarity to the citywide plan.

4. 1 DOWNTOWN The Downtown Winter Haven area is the center of the multimodal network and has the greatest density of multimodal connections due to the high level of street connectivity in the area and the prevalence of sidewalks. 7KH DUHDÂˇV SHGHVWULDQ DPHQLWLHV OLNH ZLGH VLGHZDONV DQG ODQGVFDSHG EXIIHU zones provide favorable walking conditions along many streets, including Central Avenue. There are opportunities to implement similar amenities along other roads in the downtown area. The Chain of Lakes Trail currently serves the northern portions of downtown and can be extended to provide connections to the southern portions of the City. Signed bicycle routes through the downtown area would complete a comprehensive multimodal network providing access to the areaÂˇs economic, social, educational and recreational activities. The multimodal projects proposed for the Downtown area are listed below and displayed in the map that follows (Figure 3): DT1 DT2 DT1 DT1 DT2 DT3 DT4 DT5

5th St/Ave C/4th St/Ave B -- Signed Bicycle Route Avenue K - 8th St to Chain of Lakes Trail -- Signed Bicycle Route Chain of Lakes Trail - Central Ave to Ave G SW -- Multi-Use Trail 1st Street - Ave T NE to SR 540 -- Priority Pedestrian Corridor 6th Street - Lake Martha Dr to SR 540 -- Priority Pedestrian Corridor Avenue C - 6th St to Chain of Lakes Trail -- Priority Pedestrian Corridor Central Ave - 6th St to Chain of Lakes Trail -- Priority Pedestrian Corridor Avenue B NW - 1st St to Chain of Lakes Trail -- Priority Pedestrian Corridor

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 3 Downtown Area Multimodal Facilities Plan

4.2 L AKE HOWARD The Lake Howard area is located west of downtown Winter Haven and is characterized primarily by single family homes with some commercial and office uses between Lake Howard and US 17. In spite of the proximity of the Lake Howard area to the downtown area, there are few hospitable multimodal connections between the two. Two multi-use trails are proposed to enhance the comfort and safety of crossing US 17 by bicycle or on foot to strengthen the connection of these two central neighborhoods. The Chain of Lakes Trail currently ends at Avenue E NW. There is a sidewalk, serving as an extension of this trail, which continues through the downtown park space to Avenue A SW. A proposed extension of the trail south through the downtown and west through some potential redevelopment parcels in the Lake Howard area would provide a connection between the center of the City and the Lake Howard Nature Park on the southwest shore of Lake Howard. There is a short, narrow bridge spanning the canal that connects Lake Howard and Lake May. The sidewalk along the southeast side of Lake Howard Drive continues over the bridge, but it is not adequate as a multi30 CITY OF WINTER HAVEN

Potential Lake Howard Trail Canal Crossing North of Lake Howard Drive

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN use trail connection. The bridge would need to be expanded to accommodate the trail or a second bridge could be constructed for the trail on the Lake Howard side of the existing bridge, if there is sufficient space. The area where the second bridge might be feasible is pictured on the previous page. A second, more direct connection between Lake Howard and Downtown is planned along Avenue B NW. Additional sidewalk and bicycle facilities are proposed to improve multimodal connectivity in the Lake Howard Area and to provide links for neighborhoods further west and north to Lake Howard and the downtown area. The proposed projects are listed below and displayed in Figure 4 that follows: LH1 LH2 LH3 LH4 LH5 LH1 LH1 LH1 LH2 LH3 LH4

7th Street SW - Lake Howard Drive to planned Lake Howard Trail -- Signed Bicycle Route Lake Howard Dr/Ave G NW - Ave D NW to Spirit Lake Rd -- Bicycle Lanes Ave C/SR 655 - Lake Howard Drive to SR 540 -- Signed Bicycle Route Boys Club Rd/Lake Cannon Dr /Ave N/ 26th St - SR 544 to Ave G NW -- Signed Bicycle Route 15th St SW - Lake Howard Dr to Lake Shipp -- Signed Bicycle Route Lake Howard Trail - Lake Howard Dr/Connections to Chain of Lakes Trail -- Multi-Use Trail SR 544 - 1st St to 26th St NW -- Priority Pedestrian Corridor Lake Howard Loop -- Sidewalk Connection 15th St SW -- Sidewalk Connection 24th St SW -- Sidewalk Connection 17th St NW -- Sidewalk Connection

Figure 4 Lake Howard Area Multimodal Facilities Plan

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

4. 3 C HA IN 2Âˇ /AK E S COMP LE X &RQQHFWLRQ WR WKH &KDLQ 2Âˇ/DNHV &RPSOH[ FRXOG EH PDGH E\ IROORZLQJ WKH DEDQGRQHG UDLOURDG ULJKW-of-way south from Avenue G SW (connecting to the proposed Lake Howard link in the trail network). The trail would run roughly parallel to US 17 for about a mile before passing under the US 17 overpass that spans the canal linking Lake Shipp to Lake Lulu. After crossing uQGHU 86 WKH WUDLO ZRXOG WXUQ EDFN QRUWK WR HQWHU WKH &KDLQ 2Âˇ/DNHV Complex from the south. However, several portions of the railroad right-of-way appear to be actively used by adjacent industrial and commercial properties. Additionally, the proximity of the proposed trail alignment to active freight and passenger rail lines could present safety hazards that could require substantial mitigation. 7KH SURSRVHG PXOWLPRGDO SURMHFWV FRQQHFWLQJ WR WKH &KDLQ 2Âˇ /DNHV &RPSOH[ DUH OLVWHG DQG PDSSHG EHORZ CL1 Chain of Lakes Trail - Ave G SW to COL Complex via US17 underpass -- Multi-Use Trail CL1 SR 540/Avenue R SW - 9th St SE to 7th St SW -- Priority Pedestrian Corridor

Figure 5 &KDLQ 2Âˇ /DNHV &RPSOH[ $UHD 0XOWLPRGDO )DFLOLWLHV 3ODQ

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

4. 4 NORTHEAS T CORRIDOR The northeast area of Winter Haven is characterized by low density residential neighborhoods, orange groves and large distribution warehouses. Proposed multimodal projects are focused near the Avenue T NE corridor, which is an existing priority pedestrian corridor. Street connectivity and residential density is higher in this area than in the Lucerne Park neighborhood farther to the northeast. However, the proposed improvements are intended to provide direct multimodal linkages from the northeast area to the Lake Elbert and downtown areas. Bicycle lanes and sidewalk connections will improve the connection to the Lucerne Park neighborhood as well. The proposed multimodal improvements are listed below and illustrated in Figure 6: NE1 NE2 NE3 NE1 NE2 NE3 NE1 NE1 NE2 NE3

Avenue Y NE/Motor Pool Rd - SR 544 to Chain of Lakes Trail -- Signed Bicycle Route Lucerne Park Road -- Bicycle Lanes Lake Hamilton Dr - SR 542 to Lucerne Park Rd -- Bicycle Lanes Avenue T NE -- Pedestrian Bridge Northeast Trail - Avenue O NE to Avenue T NE -- Multi-Use Trail Lake Conine Trail - Existing Chain of Lakes Trail to Lake Conine Nature Park -- Multi-Use Trail 7th Street NE/Lake Maude - Ave O to Ave T -- Priority Pedestrian Corridor Avenue T/Buckeye Loop Rd -- Sidewalk Connection Avenue Y/6th St NE/Lake Conine Nature Park -- Sidewalk Connection Old Lucerne Park Rd -- Sidewalk Connection

Figure 6 Northeast Area Multimodal Facilities Plan

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

4. 5 SOUTHE AST CORRIDOR The southeast area of Winter Haven is characterized by low density residential neighborhoods, with commercial uses along SR 540. The area will also be home to the proposed Legoland at the site of the former Cypress Gardens Adventure Park. SR 540 (Cypress Gardens Boulevard) is the principle thoroughfare connecting the southeast portion of the City with the central area and the heart of the multimodal network. Right-ofway constraints in the western portions of the SR 540 corridor may limit the opportunities for making multi-use trail connections, especially to FUHDWH D OLQN WR WKH &KDLQ 2Âˇ/DNHV &RPSOH[ +RZHYHU PXFK RI WKH corridor has existing sidewalks and there are designated bicycle lanes from 9th Street SE to Overlook Drive. Proposed multimodal projects include bicycle routes and sidewalk connections to provide links between the southeast and the downtown and Lake Elbert areas. In the southernmost portions of the City, bicycle lanes are recommended when roads are resurfaced or widened in the future. A list of multimodal projects for the southeast is presented below, followed by a map of proposed projects (Figure 7): SE1 8th Street - Ave K SE to SR 540 -- Signed Bicycle Route SE2 Helena Road/Thompson Nursery Rd - SR540 to US 27 -- Signed Bicycle Route SE3 Cypress Gardens Boulevard - Register Rd to US27 -- Bicycle Lanes SE4 Overlook Rd/Carl Floyd Rd - SR 542 to SR 540 -- Bicycle Lanes SE5 Old Bartow Lake Wales Rd/Old Bartow Rd/Old Lake Wales - Thompson Nursery Rd to SR 60 -Bicycle Lanes SE6 9th St/Lake Eloise Dr -- Signed Bicycle Route SE7 American Superior Blvd/West Lake Eloise Dr/Eloise Loop Rd -- Bicycle Lanes SE8 Lake Daisy Rd/Cypress Gardens Rd Â˛ Bicycle Lanes SE9 West Lake Ruby Dr/Thompson Nursery Rd Â˛ Sidewalk Connection SE1 Cypress Gardens Road -- Sidewalk Connection SE2 Cypress Gardens Boulevard -- Sidewalk Connection SE3 Overlook Road -- Sidewalk Connection SE4 9th St/Lake Eloise Dr -- Sidewalk Connection SE5 West Lake Ruby Dr/Thompson Nursery Rd -- Sidewalk Connection

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 7 Southeast Area Multimodal Facilities Plan

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

4. 6 L AKE ELBERT The Lake Elbert area is situated to the northeast of downtown Winter Haven and is characterized by single family homes. This area is also home to the Winter Haven campus of Polk State College (PSC). In spite of its relative proximity to downtown, there are limited multimodal connections between the two areas. A multi-use trail connection from the existing Chain of Lakes Trail to 7th Street NE is proposed along Avenue O NW. Avenue O is the access to the public boat ramp on Lake Maude, and 7th Street provides access to Lake Maude Nature Park. This trail connection would link the northern portions of the Lake Elbert area to the Chain of Lakes Trail and provide a direct route to Downtown Winter Haven. A continuation of the Avenue O trail connection would provide access to the PSC campus and the proposed Lake Elbert Loop sidewalk. A spur from the sidewalk loop along Central Avenue would link the Lake Elbert community directly with the heart of the downtown area. Proposed multimodal facilities are listed below and displayed in the map that follows (Figure 8): LE1 6th St NE/Lake Martha Dr - Planned PSC Trail to Ave B NE -- Signed Bicycle Route LE2 SR 542 - Elbert Elementary to US27 -- Bicycle Lanes LE1 Avenue O NE - Chain of Lakes Trail to 7th St -- Multi-Use Trail LE2 PSC/Lake Elbert Trail - Alt 1: Fairfax St to PSC -- Multi-Use Trail; Alt 2: Ave O to 11th St via PSC -Multi-Use Trail LE1 Lake Elbert Loop -- Sidewalk Connection LE2 11th St NE/Ave O NE -- Sidewalk Connection

Figure 8 Lake Elbert Area Multimodal Facilities Plan

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

PLAN DEVELOPMENT PROCESS

This section describes how the Multimodal Access Plan was created, starting with the initial stages of data collection and defining the network to be used for analysis. It provides a detailed description of the tools and methods used to process the data collected and develop a quantitative assessment of the multimodal quality of service for specific facilities and general areas. The results of the analysis provide a basic understanding of the utility, safety DQG FRQYHQLHQFH RI WKH &LW\路V H[LVWLQJ PXOWLPRGDO LQIUDVWUXFWXUH DQG SURYLGHG WKH SURMHFW WHDP ZLWK LQLWLDO GLUHFWion in identifying the critical connections needed to improve overall multimodal accessibility. The data was also used to develop a Neighborhood Accessibility Score for each of the five planning districts defined for analysis, which was incorporated in the project evaluation and prioritization process. The Multimodal Access Plan was also shaped by public input. The public involvement process and its impact on the plan are described in this section DORQJ ZLWK D GHVFULSWLRQ RI WKH &LW\路V FRRUGLQDWLRQ ZLWh other agencies and entities in the development of the plan. The final portions of this section describe the evaluation criteria and prioritization process used to rank projects and develop a list of recommended projects to be implemented in the short term future. The evaluation criteria incorporate the critical issues identified by the City and the public that need to be addressed by potential multimodal improvements. Among the top concerns were: safety, system continuity, intermodal connectivity, universal accessibility and public support. The evaluation criteria provide quantifiable indicators that address these issues. In the prioritization process, each criterion is weighted according to the relative importance placed on a given issue by the project team based on public comment and existing transportation policies. Projects were ranked within their respective areas (those defined in Section 4) to understand the top priorities for each area of the City. The results of the prioritization process are presented at the end of this section.

5.1 DATA COLLECTION To develop a Multimodal Quality of Service (MMQOS) database, roadway attributes affecting bicycle, pedestrian and transit level of service were obtained by document analysis and field review. The MMQOS GDWDEDVH ZDV FUHDWHG DQG SRSXODWHG LQ D IRUPDW WKDW LV FRPSDWLEOH ZLWK )'27路V $UW3ODQ VRIWZDUH.

5.1.1 DATA COLLECTION NETWORK Data Collection was performed for the functionally classified roads serving the City and portions of unincorporated Polk County in the immediate vicinity. Field data was collected during the months of March through May. The MMQOS data for these road segments was also used to calculate area wide MMQOS scores for five planning districts that represent different areas in the City. Figure 9 presents the City boundary and the functionally classified roads for which multimodal level of service data was collected. It also depicts the five planning districts for which area wide multimodal level of service figures were calculated. (Note: the planning districts include some areas of unincorporated Polk County, which are shaded more lightly to allow the City boundary to remain visible.)

5.1.2 METHOD Multimodal facility data was collected using a handheld GPS unit to record the locations of sidewalks and bus stops. Additionally, geo-referenced photographs of bus stops were taken to establish a record of the site conditions and accessibility to transit service in the study area. Information on bicycle facilities and shared use paths were obtained from the TPO. Some relevant multimodal facility attributes were included in the data

37 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN obtained from the Polk TPO (e.g., AADT) while still others were developed using online sources like Google Maps instead of site visits (e.g., outside lane widths).

5.2 MULTIMODAL ACCESSIBILITY AND QUALITY OF SERVICE 5.2.1 PLANNING DISTRICTS Five planning districts were defined based on existing land use patterns and recent development trends, planned and approved developments, future land use and zoning patterns, and natural features to organize multimodal planning into areas featuring similar characteristics.

Gaps, Barriers and Safety Issues 7KH SODQ GHYHORSPHQW SURFHVV LGHQWLILHG NH\ JDSV LQ WKH &LW\ÂˇV H[LVWLQJ PXOWLPRGDO LQIUDVWUXFWXUH EDUULHUV to multimodal access and safety hazards. Gaps include discontinuous sidewalks, trails, or bicycle facilities; barriers include ditches, fences, utilities and other physical obstacles that can obstruct access to the transportation network; safety hazards include mid-block crossings, dangerous intersections, areas with limited visibility or any other circumstance that can compromise the safety and security of system users. Feedback obtained through surveys and public comments emphasized the importance of addressing gaps, barriers and safety issues. Many of these issues will be addressed in the implementation of the citywide multimodal network improvements. However, some will be addressed as separate small projects. A list of these small projects is shown in Table 2 in Section 3.4 above. Most of the items listed were identified through the public involvement process and/or field review.

Key Destinations Several important activity centers were identified as key destinations to be served by the planned multimodal network. These destinations are specific places or areas that attract trips from throughout the City. If implemented in full, the planned multimodal network would provide residents and visitors the opportunity to access all of these destinations conveniently by transit or non-motorized modes. The specific areas identified as key destinations are: Downtown, Lake Howard Nature Park, Polk State College, &KDLQ 2Âˇ /DNHV &RPSOH[, Winter Haven Hospital, the proposed Legoland and the retail corridors of US 17 and SR 540. In addition to these destinations, medical facilities and other shopping centers were also considered as desirable destinations when developing the Multimodal Access Plan. Accessibility Analysis An area wide multimodal level of service (LOS) score was calculated for each of the five planning districts. The area wide LOS scores were calculated using the segment LOS scores for all functionally classified road segments in each district for which multimodal level of service data was collected. Segment LOS scores were weighted by segment length and summed to produce the area wide LOS score for bicycle, pedestrian and transit mobility. For bicycle and pedestrian LOS, lower numerical scores receive higher letter grades. For transit LOS, higher numerical scores receive higher letter grades. The relationships of numerical scores to letter grades are shown in Table 3 below, based on the guidance provided in the FDOT 2009 Quality/Level of Service Handbook.

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 9 Multimodal Level of Service Study Area and Planning Districts

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 3 Relationship of Multimodal Level of Service Scores and Grades

LOS GRADE

SCORE BICYCLE/PEDESTRIAN

TRANSIT

A B C D E F

Â&#x201D; ! DQG Â&#x201D; ! DQG Â&#x201D; ! DQG Â&#x201D; ! DQG Â&#x201D; > 5.5

> 6.0 4.01 to 6.0 3.0 to 4.0 2.0 to 2.99 1.0 to 1.99 < 1.0

Table 4 displays the area wide LOS scores and grades for each planning district. District 2 has the best overall PXOWLPRGDO OHYHO RI VHUYLFH RI WKH ILYH GLVWULFWV HDUQLQJ D JUDGH RI Â´&Âľ LQ ERWK ELF\FOH DQG SHGHVWULDQ /26 $OO GLVWULFWV UHFHLYHG D JUDGH RI Â´)Âľ IRU WUDQVLW /26 GXH WR WKH OLPLWHG QXPEHU RI EXV URXWHV DQG UHODWLYHO\ LQIUequent service. Table 4 Area Wide Multimodal Level of Service

Planning

AREAWIDE LOS PEDESTRIAN

BIKE

TRANSIT

District

SCORE

GRADE

SCORE

GRADE

SCORE

GRADE

1 2 3 4 5

4.50 2.99 4.01 4.28 4.03

E C D D D

3.96 3.29 5.03 4.25 4.71

D C E D E

0.93 0.31 0.17 0.96 0.34

F F F F F

5.2.2 PEDESTRIAN, BICYCLE AND TRANSIT NETWORK QUALITY OF SERVICE Method Multimodal quality of service scores were quantified on a segment-by-segment basis by assessing several significant characteristics of the pedestrian, bicycle and transit systems for each segment. This data was input into the ArtPlan MMLOS model to develop the level of service scores and grades. ArtPlan software was developed by the Florida Department of Transportation to evaluate and assign MMLOS grades to roadways based on facility characteristics. ArtPlan uses the 2000 Highway Capacity Manual methodology for calculating automobile LOS, and uses other methodology models for determining bicycle, pedestrian and transit LOS. Each transportation mode is evaluated based on approved methodology that uses weighted factors to assign a numeric score. This numeric score is translated into a LOS letter grade. Grade DVVLJQPHQWV DUH IURP Âś$Âˇ EHVW WR Âś)Âˇ ZRUVW The ArtPlan analysis was performed for roadway segments in the Polk TPO Roadway Database within the multimodal study area. Traffic volume, segment length and other general facility data was input from the MPO

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Roadway Database. Bus route information from the TPO was also obtained. All of the other inputs were taken from the field data collection spreadsheets. Pedestrian Level of Service 7KH SHGHVWULDQ /26 PRGHO PHDVXUHV WKH SHGHVWULDQ路V SHUFHSWLRQ RI VDIHW\ DQG FRPIRUW )DFWRUV DUH ZHLJKWHG E\ relative importance. The factors considered in the model include lateral separation elements and automobile travel characteristics such as: Presence of sidewalks Buffers between sidewalk and motor vehicle travel (e.g., on-street parking, planting strip.) Presence of protective barriers Width of outside travel lanes and bicycle lanes Automobile traffic volumes Automobile vehicle speeds Bicycle Level of Service 7KH ELF\FOH /26 PRGHO PHDVXUHV WKH ELF\FOLVW路V SHUFHSWLRQ RI VDIHW\ DQG FRPIRUW XVLQJ VL[ ZHLJKWHG IDFWRUV 7KHVH factors include: Total width of pavement Traffic volume Motor vehicle speed Percentage and number of heavy trucks Pavement surface condition Availability of a designated bicycle lane or paved shoulder Transit level of service In the transit LOS model, transit LOS is baseG RQ ILYH ZHLJKWHG IDFWRUV 7KLV PRGHO HYDOXDWHV WKH ULGHU路V SHUFHSWLRQ of quality of transit service within the segment. The factors used for the transit LOS include: Transit service frequency Pedestrian level of service Transit hours of service Obstacles between sidewalks and bus stops Pedestrian crossing difficulty Figure 10 LV D JUDSKLF IURP )'27路V 4XDOLW\ /HYHO RI 6HUYLFH +DQGERRN WKDW LOOXVWUDWHV WKH LQWHUFRQQHFWLYLW\ between each transportation mode in the ArtPlan LOS analysis.

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 10 Multimodal Level of Service Flow Chart

Results Overall, multimodal data was collected for 67 road segments in the TPO Roadway Database, covering 115 miles of local, collector and arterial road segments. The results of the MMLOS ArtPlan analysis were summarized in Excel spreadsheets, as well as graphically in a map series. The map series includes 3 maps that illustrate the bicycle, pedestrian, and transit level of service. The LOS is displayed in a colRU JUDGLHQW E\ OHWWHU JUDGH IURP 露$路 EHVW WR 露)路 ZRUVW 7KH PXOWLPRGDO /26 PDSV DUH VKRZQ EHORZ WKH 00/26 VSUHDGVKHHWV DUH ORFDWHG LQ WKH $SSHQGL[ Overall, multimodal LOS scores are generally low throughout the City. Transit LOS scores are especially low since most road segments have no fixed route bus service. Transit LOS is determined primarily by service frequency with some adjustments made for accessibility to bus stops. Where transit service exists, the service is infrequent usually 60 minute headways (see Figure 11). Bicycle LOS scores are generally best along corridors that have signed and marked bicycle lanes. Other factors in bicycle LOS include roadway volumes and the free flow speed of vehicular traffic. Figure 12 illustrates bicycle LOS throughout the study area. A combination of high traffic volume, high speeds and/or no bicycle lanes yields relatively poor bicycle LOS scores in the core improvement area (pictured in the map inset). However, several outlying roadways have favorable bicycle LOS scores, such as Cypress Gardens Boulevard in southeast Winter Haven and Lucerne Park Road in the northeast. These relatively high bicycle LOS scores are generally attributable to the presence of bicycle lanes (or paved shoulders) and desirable pavement conditions. The scores would be even higher but for their high operating speeds and high traffic volumes. The highest scoring segments in

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN the City are in southwest Winter Haven on facilities that have either paved shoulders, relatively low traffic volumes and/or operating speeds, or desirable pavement conditions or some combination of these attributes. In contrast to bicycle LOS, pedestrian LOS scores are generally highest in the core improvement area due to high sidewalk coverage ratios on many segments, wide sidewalks and protective buffers that separate pedestrian and vehicular traffic (Figure 13). Some segments near Lake Shipp also have high pedestrian LOS grades, probably due to the presence of sidewalks and low traffic volumes. Some segments that have favorable bicycle LOS scores have relatively low pedestrian scores. Generally, this is due to a lack of sidewalk coverage (such as on Lucerne Park Road) or having the sidewalk adjacent to the roadway (such as on Cypress Gardens Boulevard).

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 11 Transit Level of Service

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 12 Bicycle Level of Service

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 13 Pedestrian Level of Service

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

5.3 NEIGHBORHOOD ACCESSIBILITY SCORE $Q HYDOXDWLRQ V\VWHP ZDV GHYHORSHG WR PHDVXUH HDFK RI WKH ILYH SODQQLQJ GLVWULFWV路 OHYHO RI QHLJKERUKRRG accessibility. A relative score was calculated by evaluating the presence of multimodal facilities against the need to serve public-oriented destinations within individual planning districts. The final scores indicate the level of neighborhood accessibility relative to each of the five planning districts. A lower score indicates a greater need for multimodal facilities to service existing public destinations within that particular planning district. A higher score is an indication of better multimodal service to public-oriented destinations. Criteria used to evaluate neighborhood accessibility were divided between multimodal facility factors (i.e. supply factors) and destination and demographic factors (i.e. demand factors). The higher total supply factor score for a given planning district, the greater multimodal accessibility that district enjoys. Alternatively, a higher total demand factor score indicates a greater need for multimodal services to meet such demand. The supply and demand factors considered in developing the neighborhood accessibility score are listed in Table 5 and 6 below: Table 5 Supply Factors for Neighborhood Accessibility Score

Neighborhood Accessibility - Supply Factors Criteria Roadway Intersections Roadways Sidewalks Multi-use Trails Bicycle Lanes Bus Routes Bus Stops Bus Transfer Locations LOS Score (Pedestrian, Bicycle and Transit)

Measure Number of roadway intersections Miles of functionally classified roadways Miles of sidewalk Miles of multi-use trails Miles of bicycle lanes Miles of bus routes Number of bus stop Number of transfer locations Multimodal level of service score from ArtPlan

Table 6 Demand Factors for Neighborhood Accessibility Score

Neighborhood Accessibility - Demand Factors Criteria Parks and Recreation Schools Civic/Government Religious Institutions Medical Facilities Shopping & Financial Institutions Persons Age <20 Persons Age >65 Population Employees

Measure Parks and recreation locations Public schools Civic or government owned properties Religious institutions Facility locations Shopping centers Persons younger than 20 years of age in 2010 Persons older than 65 years of age in 2010 Persons in 2010 Employees in 2010

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN The neighborhood accessibility score is a composite score produced by taking the total supply score (i.e. extent of multimodal facilities) divided by the total demand score (i.e. need for such facilities). This methodology was HPSOR\HG LQ RUGHU WR HYDOXDWH D SODQQLQJ GLVWULFW路s accessibility relative to the accessibility demands on that district. For example, an area with few actual multimodal facilities may be adequate to handle the accessibility demand if there are few public destinations. However, if the number of destinations were to increase without an increase in multimodal facilities, the neighborhood accessibility score would decline, as the ability to meet the accessibility demand of the planning district is diminished. The supply and demand scores were normalized based on the area (square miles) of each planning district before they were divided to achieve the final neighborhood accessibility scores. The neighborhood accessibility scores for the five planning districts are displayed in Table 7 below. Table 7 Neighborhood Accessibility Scores

Neighborhood Accessibility Score 1 Supply Score Demand Score TOTAL

174 5379 0.0323

Planning District 2 3 4 86 5214 0.0165

20 2089 0.0095

100 3856 0.0260

5 22 2391 0.0091

District 1, which includes most of central Winter Haven, has the highest score, indicating that it has the highest overall accessibility rating. Districts 3 and 5, conversely, had very low relative accessibility scores, suggesting that facilities proposed for these districts should take precedence over facilities in other districts, all other considerations being equal. Districts 3 and 5 correspond roughly to the northeast and southeast subareas described in Section 4. The neighborhood accessibility scores are incorporated into the project prioritization process to elevate the ranking of projects proposed for areas of high need. The project prioritization process is described in detail later in this section.

5. 4 PUBLIC OUTREACH 5.4.1 INTERACTIVE OPEN HOUSE AND STAKEHOLDER GROUP MEETING The City hosted an interactive open house to receive public input on preliminary multimodal planning objectives, potential projects and critical issues in September 2009. There were 65 residential and business stakeholders signed in at the meeting with an additional 30 stakeholders who received information about the project who were not signed in. Attendees were given a printed questionnaire to fill out and return by the end of the open house session. The questionnaire allowed participants to document their travel behavior, their preferences for what types of facilities are needed, how those facilities should be designed and what destinations should be served. The questionnaire also allowed participants to state their priorities from among the specific concepts presented on the workshop boards. There were 85 recorded responses. The results indicate that: 75% of respondents use the transportation network to walk and 49% use the network to bicycle 56% of respondents use the network for recreation or exercise and 36% use it for errands The most popular destinations in order of preference for walking and bicycling are City parks and recreation facilities (including library), areas within the respondents neighborhood, special events and school 52 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN The highest priority investments in order of preference for the multimodal network are filling gaps in the sidewalk network, intersection safety improvements, paved off-road trails and pedestrian lighting to enhance safety and security The project team was on hand to provide information about the planning effort and to receive verbal feedback from the public. Preliminary project recommendations were vetted with residents, business owners, neighborhood associations and interest groups at the open house. The City also conducted a Stakeholder Group meeting the day after the interactive open house. The results came from discussions of the four specific sub-area master plans that are being developed. The comments from the stakeholders reflected the same general issues brought up at the interactive open house: The continuity of sidewalk and bicycle lanes is lacking in many areas Many area drivers are not cognizant of pedestrians and bicyclists and users do not feel safe on the busier roads Education is needed about pedestrian and bicycle safety and law Riders do not feel safe bicycling on the busier streets and separate bicycle facilities are needed Walk access to downtown from surrounding areas needs to be improved It is very difficult to cross certain major roads on foot Results from the open house and stakeholder group sessions were processed by the project team and used to make revisions to the proposed multimodal network. Priority connections and projects identified in the public involvement sessions also received additional consideration in the project prioritization process.

5.4.2 SECOND OPEN HOUSE The City held a second open house event in March 2010 to present the recommendations of the master plan in advance of bringing the recommendations to the City Commission for potential adoption. There were 29 residential and business stakeholders signed in at the meeting with an additional 20 stakeholders who received information about the project who were not signed in. Approximately half of the attendees were at the first open house meeting associated with the project. Attendees were given a printed feedback form, allowing them to identify the projects that were most important to them and to suggest areas where additional project, policy and programmatic considerations were needed. The City received 8 feedback forms at the meeting. The materials presented at the meeting included the proposed multimodal network, a map and list of small projects and a summary of the questionnaire results from the first open house meeting. The proposed multimodal network map was presented at the previous open house and included minor modifications. The list of small projects was presented for the first time at the second open house.

5. 5 AG ENCY COORD INATION While the citywide multimodal network proposed in the plan was developed without extensive communication between the City and partner agencies, it was created with an understanding of the surrounding policy contexts and known practices, as well as the experiences of past partnerships on multimodal projects. That is, the policies and practices of the TPO, FDOT District 1 and Polk County were considered in defining proposed facilities as coordination with these entities will be an integral part of the implementation process. Additionally, prior partnerships with the Southwest Florida Water Management District, the Florida Department of Environmental Protection, the Florida Recreation Development Assistance Program and the Florida Office of Greenways and Trails in creating trails and nature parks in Winter Haven with stormwater, habitat and recreational benefits may be renewed during plan implementation. The City will work to develop and maintain multiple partnerships in

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SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN facility design, funding, construction and maintenance to ensure that the citywide multimodal network is built efficiently and serves a variety of public goals.

5. 6 EVALUATION CR ITERI A Multimodal capital projects were prioritized using a set of evaluation criteria developed from best practices and public input. Criteria were weighted so that projects addressing the issues of greatest importance to the City and stakeholders will receive priority in funding and implementation considerations. The full set of criteria includes seven scored measures that were weighted to add up to 100 points: Safety (20) ADA Access (15) Access to Destinations (20) Fills Gaps (15) Transit Access (10) Public Support (15) Neighborhood Accessibility Score (NAS) Need (5) A given project could score a maximum of one point in each category, meaning that the maximum total score a project could receive is 100 points after the weights are applied. The scoring system used for project prioritization is presented in Table 8 below. The symbols shown are used in the project prioritization tables for each sub-area in the following section. A detailed explanation of the scoring criteria is presented below.

5.6.1 SAFETY The safety criterion makes up 20 percent of the overall project score due to the significance placed on safety considerations by the City and the public. A project could receive one of three scores for the safety criterion. A score of zero indicates that the project will not significantly enhance the safety of users. For example, upgrading a sidewalk with priority pedestrian treatments (increasing width, separation from traffic, etc.) will make the street more comfortable for pedestrians, but not necessarily safer, since there is already a sidewalk in place. A safety score of 0.5 indicates that safety is improved only for one mode. The addition of a bicycle lane, for example, improves safety for cyclists, but not for pedestrians. Finally, a score of 1 means that the facility improves safety for more than one mode.

5.6.2 ACCESS There are two criteria addressing issues of access: the ADA access category addresses universal accessibility, while the destinations category measures how many destinations are served by a given facility. The ADA access criterion is a binary measure that contributes 15 points (a score of 1 multiplied by the weight of SHUFHQW WR D SURMHFW路V VFRUH LI WKH SURMHFW ZLOO LPSURYH DFFHVV IRU GLVDEOHG SHUVRQV LQ DFFRUGDQFH ZLWK WKH Americans with Disabilities Act of 1990 and zero points if it will not. The destinations criterion was measured by identifying the total number of destination sites within 500 feet of the proposed multimodal facility. Destination sites include retail stores and shopping centers, medical facilities, government buildings, places of worship and other religious buildings, schools and parks. If the proposed multimodal facility provided access to 10 or more of these destination sites, it received a score of 1. If the proposed project served fewer than 10 destinations, a score of 0.5 was awarded. If the project would not

54 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN provide access to any existing destinations, it received a score of zero. The destinations access criterion makes up 20 percent of the total project score.

5.6.3 CONNECTIVITY Connectivity concerns are addressed by two evaluation criteria. The first measures whether or not the proposed multimodal project will fill gaps in the existing multimodal network. A project that connects on one end to an existing multimodal facility (suitable to the same mode) but does not connect to an existing facility on the other end would receive a score of 0.5. A proposed project that connects to existing multimodal facilities on both ends, or which spans gaps within the project limits would receive a score of 1. A project that does not connect to any existing facilities would receive a score of zero. ThH FULWHULRQ FDOOHG Â´)LOOV *DSVÂľ DFFRXQWV IRU percent of the total project score. The second connectivity evaluation measure addresses the impact the proposed multimodal project will have on transit access. This is a binary measure. If the proposed facility provides direct access to an existing transit stop, the project received a score of 1. If there are no transit stops along the course of the proposed project, it received a score of zero. The transit access measure makes up 10 percent of the total project score.

5.6.4 PUBLIC SUPPORT The public support criterion provides a way to incorporate the public involvement component of the plan development process into the project prioritization process. Projects received points for the public support measure based on responses to open-ended questions on surveys distributed to open house and stakeholder meeting participants. The open-ended response questions allowed the public to identify particular proposed projects as priority projects for the City to pursue or to recommend additional projects to include in the plan. If a particular SURMHFW ZDV VSHFLILHG E\ PRUH WKDQ ILYH UHVSRQGHQWV WKH SURMHFW ZDV GHHPHG WR KDYH Â´ZLGH VXSSRUWÂľ DQG received a score of 1. If a project was specified by five respondents or fewer LW ZDV GHHPHG WR KDYH Â´VRPH VXSSRUWÂľ DQG UHFHLYHG D VFRUH RI ,I D SURMHFW ZDV QRW PHQWLRQHG E\ DQ\ UHVSRQGHQWV LW UHFHLYHG D VFRUH RI zero. The public support criterion contributes 15 percent to the total project score.

5.6.5 NEIGHBORHOOD ACCESSIBILITY SCORE NEED The neighborhood accessibility score describes the relative need for new multimodal facilities based on existing facilities and demand generators for each of the five planning districts (see Section 5.3 above). The results of the neighborhood accessibility analysis revealed that planning districts 3 and 5 had the greatest need for new multimodal facilities. To incorporate the neighborhood accessibility score into the project prioritization process, the NAS need criterion was developed, contributing five percent to the overall project score. Since the overarching goal of the Multimodal Access Plan is to develop a comprehensive citywide network, any project serving more than one district received a score of 1, regardless of the respective needs of the districts served. This bolsters the total project scores for proposed facilities that have wide-reaching benefits not limited to a specific geographical area. Projects that serve only the high-need districts received a score of 0.5, while those that serve only the low-need districts received a score of zero.

55 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Table 8 Evaluation Criteria and Project Scoring System

CATEGORY

SCORING CRITERIA

SYMBOL

SCORE

No notable improvement Safety improved for one mode of travel Safety improved for more than one mode of travel

0 0.5 1

No ADA improvement ADA access improved

No destinations served Some destinations served (1-10) Many destinations served (more than 10)

Does not connect to existing facilities Connects on one end to existing facility Connects on both ends to existing facility

No Improvement Improved access (bike/ped to transit)

Some support Wide support

Serves low-need district (1, 2, or 4) Serves high-need district (3 or 5) Serves more than one district

Safety

Access ADA

Destinations

Connectivity Fills gaps

Transit Access

t x

0 1 0 0.5 1

0 0.5 1 0 1

Public Support

0 0.5 1

NAS Need

56 CITY OF WINTER HAVEN

t x

0 0.5 1

p p

Chain of Lakes Trail - Central Ave to Ave G SW 1st Street - Ave T NE to SR 540 Central Ave - 6th St to Chain of Lakes Trail 5th St/Ave C/4th St/Ave B Avenue C - 6th St to Chain of Lakes Trail Avenue K - 8th St to Chain of Lakes Trail 6th Street - Lake Martha Dr to SR 540

Multi-Use Trail

Priority Pedestrian Corridor

Signed Bicycle Route

Priority Pedestrian Corridor

Signed Bicycle Route

Priority Pedestrian Corridor

DT1

DT4

DT1

DT3

DT2

PRIORITIZATION FACTORS Access Connectivity Public ADA Dest. Gaps Transit Support (15) (20) (15) (10) (15)

Avenue B NW - 1st St to Chain of Lakes Trail

Priority Pedestrian Corridor

DT5

Safety (20)

Project Limits

Project Type

Map Key

PROPOSED IMPROVEMENTS

Table 9 Downtown Area Prioritization Results

Table 9 below shows the results of the project prioritization process for the Downtown Winter Haven area.

5.7.1 DOWNTOWN

7-8

5-6

2-4

CITY OF WINTER HAVEN

NAS Need (5)

SCORE Total Rank Points

Based on the criteria outlined above, a ranking of projects in each sub-area was prepared to guide future multimodal funding decisions. The prioritization results for each sub-area are displayed below. Projects for each sub-area are listed by project type and map key number. Project scores and rankings based on the evaluation criteria are shown in the far right of each table.

5.7 PRIORITIZATION

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

Sidewalk Connection

Bicycle Lanes

Signed Bicycle Route

LH2

LH3

LH2

LH3

LH1

LH4

LH5

58 CITY OF WINTER HAVEN

Sidewalk Connection

LH1

Priority Pedestrian Corridor

Multi-Use Trail

LH1

Project Type

Map Key

t t p

24th St SW Lake Howard Dr/Ave G NW Ave D NW to Spirit Lake Rd Ave C/SR 655 - Lake Howard Drive to SR 540

15th St SW - Lake Howard Dr to Lake Shipp

Boys Club Rd/Lake Cannon Dr /Ave N/ 26th St - SR 544 to Ave G NW

7th Street SW - Lake Howard Drive to planned Lake Howard Trail

15th St SW

Lake Howard Loop

x x

Safety (20)

PRIORITIZATION FACTORS Access Connectivity Public ADA Dest. Gaps Transit Support (15) (20) (15) (10) (15)

SR 544 - 1st St to 26th St NW

Lake Howard Trail - Lake Howard Dr/Connections to Chain of Lakes Trail

Project Limits

PROPOSED IMPROVEMENTS

Table 10 Lake Howard Area Prioritization Results

Table 10 below shows the results of the project prioritization process for the Lake Howard area.

5.7.2 LAKE HOWARD

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

NAS Need (5)

2-3

SCORE Total Rank Points

Priority Corridor

Chain of Lakes Trail - Ave G SW to COL Complex via US 17 underpass

Project Limits

Pedestrian SR 540/Avenue R SW - 9th St SE to 7th St SW

Multi-Use Trail

CL1

Project Type

Map Key

PROPOSED IMPROVEMENTS

Table 11 &KDLQ 2路 /DNHV &RPSOH[ $UHD 3ULRULWL]DWLRQ 5HVXOWV

Safety (20)

x t

t t

p p

PRIORITIZATION FACTORS Access Connectivity Public ADA Dest. Gaps Transit Support (15) (20) (15) (10) (15)

Table 11 below shows the reVXOWV RI WKH SURMHFW SULRULWL]DWLRQ SURFHVV IRU WKH &KDLQ 2路 /DNHV &RPSOH[ DUHD

5.7.3 CHAIN 2路 LAKES COMPLEX

CITY OF WINTER HAVEN

NAS Need (5)

SCORE Total Rank Points

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

Pedestrian Bridge

Multi-Use Trail

Sidewalk Connection

Multi-Use Trail

Priority Pedestrian Corridor

Sidewalk Connection

Bicycle Lanes

Signed Bicycle Route

Bicycle Lanes

NE1

NE3

NE1

NE2

NE1

NE3

NE2

NE1

NE3

60 CITY OF WINTER HAVEN

Project Type

Map Key

Northeast Trail - Avenue O NE to Avenue T NE

t p t

Lucerne Park Road Avenue Y NE/Motor Pool Rd - SR 544 to Chain of Lakes Trail Lake Hamilton Dr - SR 542 to Lucerne Park Rd

Old Lucerne Park Rd

7th Street NE/Lake Maude - Ave O to Ave T

Avenue Y/6th St NE/Lake Conine Nature Park x

Avenue T/Buckeye Loop Rd

x p

Safety (20)

PRIORITIZATION FACTORS Access Connectivity Public ADA Dest. Gaps Transit Support (15) (20) (15) (10) (15)

Lake Conine Trail - Existing Chain of Lakes Trail to Lake Conine Nature Park

Avenue T NE

Project Limits

PROPOSED IMPROVEMENTS

Table 12 Northeast Area Prioritization Results

Table 12 below shows the results of the project prioritization process for the Northeast Area

5.7.4 NORTHEAST

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

NAS Need (5)

5-7

3-4

SCORE Total Rank Points

Project Type

Sidewalk Connection

Bicycle Lanes

Signed Bicycle Route

Bicycle Lanes

Signed Bicycle Route

Bicycle Lanes

Map Key

SE1

SE2

SE3

SE4

SE5

SE8

SE4

SE6

SE3

SE2

SE1

SE5

SE7

p p

t t t t p t p p t

9th St/Lake Eloise Dr West Lake Ruby Dr/Thompson Nursery Rd Lake Daisy Rd/Cypress Gardens Rd - SR 542 to SR 540 Overlook Rd/Carl Floyd Rd - SR 542 to SR 540 9th St/Lake Eloise Dr Cypress Gardens Boulevard Register Rd to US27 Helena Road/Thompson Nursery Rd - SR540 to US 27 8th Street - Ave K SE to SR 540 Old Bartow Lake Wales Rd/Old Bartow Rd/Old Lake Wales Thompson Nursery Rd to SR 60 American Superior Blvd/West Lake Eloise Dr/Eloise Loop Rd

Overlook Road

Cypress Gardens Boulevard

Cypress Gardens Road

Safety (20)

PRIORITIZATION FACTORS Access Connectivity Public ADA Dest. Gaps Transit Support (15) (20) (15) (10) (15)

Project Limits

PROPOSED IMPROVEMENTS

Table 13 Southeast Area Prioritization Results

Table 13 below shows the results of the project prioritization process for the Southeast Area.

5.7.5 SOUTHEAST

12-13

4-5

1-2

CITY OF WINTER HAVEN

NAS Need (5)

SCORE Total Rank Points

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

Multi-Use Trail

Sidewalk Connection

Multi-Use Trail

Bicycle Lanes

Signed Bicycle Route

LE1

LE2

LE1

LE2

LE1

62 CITY OF WINTER HAVEN

Project Type

Map Key

x p

6th St NE/Lake Martha Dr Planned PSC Trail to Ave B NE p

t x

PRIORITIZATION FACTORS Access Connectivity Public ADA Dest. Gaps Transit Support (15) (20) (15) (10) (15)

Safety (20)

SR 542 - Elbert Elementary to US27

PSC/Lake Elbert Trail Â˛ Alt 1: Fairfax St to PSC Alt 2: Ave O to 11th St via PSC

Lake Elbert Loop

11th St NE

Avenue O NE - Chain of Lakes Trail to 7th St

Project Limits

PROPOSED IMPROVEMENTS

Table 14 Lake Elbert Area Prioritization Results

Table 14 below shows the results of the project prioritization process for the Lake Elbert area.

5.7.6 LAKE ELBERT

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

NAS Need (5)

43 43

4 4

SCORE Total Rank Points

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

IMPLEMENTATION ACTION PLAN

6.1 POLICIES AND PROGRAMS For the Multimodal $FFHVV 3ODQ WR KDYH D UHDO LPSDFW RQ :LQWHU +DYHQÂˇV WUDQVSRUWDWLRQ QHWZRUN LW ZLOO EH important to specifically reference the plan and incorporate its recommendations in other policy documents. It is likewise important to establish programs that go beyond the investment in new multimodal facilities to support and promote their use by residents and visitors. The implementation component of the plan identifies opportunities to integrate the plan with the policy documents that guide transportation decision making in the City. These include WKH WUDQVSRUWDWLRQ HOHPHQW RI WKH &LW\ÂˇV FRPSUHKHQVLYH SODQ WKH ORQJ UDQJH WUDQVSRUWDWLRQ SODQ for Polk County, DQG WKH &LW\ÂˇV ODQG GHYHORSPHQW FRGH

6.1.1 POLICIES City of Winter Haven Comprehensive Plan The City should add goals, objectives and/or policies to the transportation element of the comprehensive plan that DOORZ IRU D PRUH EDODQFHG DSSURDFK WR GHVLJQLQJ WKH &LW\ÂˇV WUDQVSRUWDWLRQ V\VWHP $GGLWLRQDO ODQJXDJH FDQ promote accessibility by all modes through development and redevelopment of the built environment and improvement of cycling, pedestrian and transit networks. The Multimodal Access Plan speaks most directly to Objectives 1.0, 3.0, 7.0, 9.0 and 11.0, but policy statements in support of other objectives may also be warranted. The transportation element can improve the mode balance by including multimodal polices that are quantifiable for monitoring and implementation of the transportation network. Adopting multimodal level of service standards based on the latest FDOT ArtPlan software provides a resource for measuring and monitoring all modes on the transportation network. Conducting a multimodal level of service analysis utilizing ArtPlan, urban form factors, accessibility and network connectivity allows for the monitoring of the network conditions and informs the prioritization of the multimodal facilities identified in the Multimodal Access Plan. The City should refine policies to better utilize future development for enhancing the network by designing land uses to be supportive of multimodal transportation. Create design standards in the land development code to ensure that development provides the appropriate intensity, diversity and connectivity of land uses to encourage multimodal trip-making. Standards can include minimum densities and mixes of uses, maximum setbacks, rear or side parking requirements, pedestrian oriented building placement, architectural design criteria, on-site multimodal infrastructure, streetscape elements, access management and network connectivity. Developers should be required to construct any adjacent facilities included in the Multimodal Access Plan. The City may also explore developing an incentive program to promote enhanced design. Most importantly, the City should create a policy indicating they will enhance the existing pedestrian and cycling network through the filling of gaps in the network and the provision of new pedestrian and cycling facilities. These facilities will provide a continuous pedestrian and cycling network between residential areas, the Community Redevelopment Area (CRA) and transit connections. The Multimodal Access Plan will provide the listing and prioritization of multimodal projects for implementation.

Polk County 2035 Mobility Vision Plan The Polk Transportation Planning Organization (TPO) is currently updating the long range transportation plan (LRTP) for Polk County. Dubbed the 2035 Mobility Vision Plan (MVP), the MVP will provide a vision to guide 63 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN transportation investments in the County. Increasing multimodal travel is one of the major goals of the 2035 MVP and is an objective that is likely to continue to receive attention in subsequent updates. As such, there is an opportunity to include the proposed multimodal network set forth in this plan in the long range vision being developed by the TPO. Major multimodal facilities, such as bicycle facilities and multi-use trails, should be incorporated into the 2035 MVP as part of the policy network. 7KH 732路V SULRULtization processes will ultimately determine which multimodal projects will receive enhancement funds or other funding in the cost feasible long range transportation network and in the annual Transportation Improvement Program (TIP) based on the cost feasible network.

6.1.2 PROGRAMS To support the capital facilities of the multimodal master plan and the policy initiatives recommended above, several programs addressing the safety, convenience, accessibility and comfort of the citywide multimodal system are recommended in this section. The basic elements of these programs are described below.

Safety The issue of safety was a major point of emphasis in the plan development and project prioritization processes. Public input revealed that many people feel unsafe when walking or bicycling because they feel that motorists are not paying attention to them or not obeying traffic laws that account for non-motorized users. While many of the proposed multimodal facilities are intended to improve the overall safety of multimodal transportation, a separate program focused on addressing specific safety issues and small scale improvement projects should be considered. A multimodal safety program would inventory dangerous areas (e.g., intersections) for non-motorized travelers and address safety concerns through multimodal facility design, intersection design, traffic law enforcement and other appropriate strategies. Such a program would require coordination with various partners like the Winter Haven Police Department, FDOT, Polk TPO, Winter Haven Community Services and potentially neighborhood and civic organizations to resolve safety concerns throughout the City in a consistent manner, account for neighborhood contexts and strengthen the enforcement of traffic laws. ADA Accessibility Audit Access to the multimodal network by disabled persons can be difficult in many places, and the public involvement process identified strategies whereby disabled access can be improved. Many of these recommendations correspond to the requirements of the Americans with Disabilities Act (ADA) and its conditions for making new facilities universally accessible. It is recommended that the City conduct an audit of the existing multimodal network to identify areas that do not currently comply with the ADA requirements and upgrade facilities to meet those standards on an ongoing basis. Public Education and Multimodal Promotion A public education and promotion campaign is recommended to address the need to improve public awareness and education about the rights and responsibilities of users of the transportation system. Motorists, especially, need to be aware of the rights of non-motorized users to share the road with cyclists and yield to pedestrians at crossings. Additionally, an explanation of the personal and civic benefits of multimodal travel would encourage people to get out of their cars and take advantage of the multimodal network. The promotion of multimodal travel and education about safely sharing the transportation network could operate as a stand-alone program or be incorporated as a component of the proposed safety program. The education and promotion campaign 64 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN concept emerged from the public involvement process and was seen by the public as a critical component to successfully implementing the Multimodal Access Plan.

Multimodal Connectivity The goal of the Multimodal Access Plan is to create a continuous and integrated multimodal network serving the entire City of Winter Haven. To do so, it will be necessary to fill sidewalk gaps, provide sidewalk connections to all transit stops (on both sides of the road) DQG FRQQHFW WKH &LW\ÂˇV multi-use trails and bicycle facilities. While some of these goals will be achieved by implementing the major projects recommended in the plan, a separate program to address small scale gaps and barriers to access should be considered. The program would involve cataloging and filling small gaps in the multimodal network on an ongoing basis and could include guidance for prioritizing small scale projects. Multimodal amenities During the public involvement process, survey respondents requested that multimodal facilities include more than the bare essentials. Amenities like bicycle racks, seating along trails and bus shelters and benches make multimodal travel more comfortable and attractive, especially to choice users. A multimodal amenities program would maintain a list of candidate locations for these and other amenities and provide for their implementation on an ongoing basis. Lighting, Signage and Signals A safe and comfortable multimodal network utilizes lighting, signage and signals on the multimodal system and at intersections with the roadway network to improve visibility and promote usage. These elements can improve the accessibility of the system and provide general information to the public and new users. A separate program to address lighting, signage and signals is recommended to identify and address deficiencies and inconsistencies that present safety hazards or hinder access (e.g., the varying locations of crossing buttons was noted as a deterrent to use by visually impaired persons). The program should also note opportunities to utilize lighting, signage, signals, pavement markings or other elements to draw attention to the multimodal netZRUN DQG SURPRWH LW DV SDUW RI WKH &LW\ÂˇV LGHQWLW\ Monitoring Some multimodal projects, especially bicycle lanes, can be implemented as components of road projects. Widening or resurfacing a road creates an ideal opportunity to provide a paved shoulder and bicycle route VLJQDJH 2Q 6WDWH URDGV )'27ÂˇV FXUUHQW SROLF\ LV WR SURYLGH D bicycle lane, wide outside lane or paved shoulder on new and resurfaced roadways unless there is a compelling reason not to do so. More information on roadway design policy is available in the FDOT Plans Preparation Manual. The City and the TPO should monitor the annual development of the FDOT Five Year Work Program and Transportation Improvement Program to identify projects where it is desirable to coordinate multimodal improvements with roadway projects being designed and implemented by FDOT and Polk County.

65 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

6.2 MULTIMODAL FACILITIES DESIGN STANDARDS Design standards for multimodal facilities depend on the land use context and type of corridor in which the multimodal improvements are constructed. This section describes five different thoroughfare types and the basic multimodal design elements associated with each. These thoroughfare types are related to the conventional functional classification system, which focuses on vehicular mobility, to develop a planning framework that emphasizes multimodal travel. Following the discussion of thoroughfare classification, typical multimodal facilities and their design attributes are presented.

6.2.1 THOROUGHFARE TYPES Boulevards Boulevards function to facilitate high speeds and regional mobility across all modes. They have wide, planted medians to separate traffic flow and a generous sidewalk and furnishing zone within the right-of-way. There are two kinds of boulevards: A Suburban Boulevard is a roadway with at least four lanes that typically carries vehicular traffic at speeds of 35 mph or greater. It may have controlled access to adjacent land parcels. It can serve as a regional transit corridor. It also could have a frontage road to separate through traffic from local traffic and separate bicycle and pedestrian facilities in specific locations. An Urban Boulevard also has at least four vehicular lanes, but it typically operates at lower speeds than a Suburban Boulevard. It may have controlled access to adjacent land parcels, but provides greater connectivity than a Suburban Boulevard. It is also generally found in walkable environments, and as such warrants wider bicycle and pedestrian facilities.

Avenues Avenues are one of the most common roadway types and function to facilitate short to medium length trips while providing a high level of access to adjacent parcels. They are often bicycle and pedestrian routes as well as important local transit routes. They are never more than four lanes and often have on-street parking. Main Streets Main Streets provide a high level of comfort and convenience for all users and are designed to emphasize pedestrian access to adjacent buildings. They typically have very low vehicular speeds (25 mph or less). They are two to four lanes and usually require on-street parking to effectively operate as park-and-walk destinations. Streets Streets serve to carry traffic from larger thoroughfares to local roads and typically provide a high level of access to adjacent parcels. They are two lanes total and serve to connect neighborhoods to each other and to regional roadways. Table 15 displays the relationship between these thoroughfare types and the existing functional classification scheme used by the City of Winter Haven. The physical configuration of a thoroughfare is defined by its function and its role in the street network. In general, boulevards support the volume and speed of arterial roads. Avenues could function as arterials or collectors depending on the number of through lanes and adjoining land uses. Streets and main streets serve a mostly local function but could be collectors under certain conditions.

66 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

Table 15 Compatibility between Functional Classification and Thoroughfare Types

THOROUGHFARE TYPES FUNCTIONAL CLASSIFICATION Boulevard

Avenue

Principal Arterial

ÂĽ

Minor Arterial

ÂĽ

Streets

ÂĽ

Collector

ÂĽ ÂĽ

Local

The multimodal design elements associated with each thoroughfare type are presented in Table 16 below. Dimensions for sidewalk corridors are provided for three zones, which are described in greater detail in the next section. Table 16 Design Characteristics of Thoroughfare Types

THOROUGHFARE TYPES Urban Avenue Main Street Boulevard

DESIGN CHARACTERISTICS

Suburban Boulevard

Right-of-way width1

Âˇ- Âˇ

Number of through-lanes

4-6

2-4

Lane width

Âˇ- Âˇ

Bicycle lane2

Âˇ

Âˇ- Âˇ

Furniture Zone

Âˇ- Âˇ

Pedestrian Zone

Âˇ- Âˇ

Frontage Zone3

Âˇ

Âˇ- Âˇ

Âˇ

Âľ

None

Sidewalk corridor width

Curb

Street

6.2.2 SIDEWALKS To provide for a safe and comfortable pedestrian environment, sidewalk design should generally go beyond the simple construction of a five or six foot concrete sidewalk adjacent to the road. The entire roadside portion of the right of way should be considered as the Â´VLGHZDON FRUULGRU Âľ This corridor is comprised of four zones, which

1 The right-of-way widths in the table are for general reference and do not indicate an exact sum of the widths of the recommended elements. 2 %LF\FOH ODQHV PXVW EH Âˇ ZLGH ZKHQ DGMDFHQW WR RQ-street parking. 3 The Frontage Zone should be expanGHG WR XS WR Âˇ DQG VKRXOG EH SDYHG ZKHUH EXLOGLQJV IURQWV DUH DGMDFHQW WR WKH ULJKW-of-way of Boulevards and Streets.

67 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN adequately address all the needs of pedestrians and allow the sidewalk corridor to function effectively with other modes of transportation and adjacent land uses. The four zones are: The curb zone - This area provides the edge between the traveled way and the sidewalk corridor. The curb should normally be six inches wide. This width should never be included in the measured sidewalk width. Total curb-and-gutter width varies and should be based on normal gutter design standards and drainage needs. Where sidewalks connect to crosswalks, curb ramps should be provided to provide accessibility to pedestrians with disabilities. The furniture zone Â˛ This is where elements such as street trees, bicycle racks, signal poles, utility poles, street lights, controller boxes, hydrants, signs, parking meters, driveway aprons, grates, hatch covers and other street furniture are properly located. By placing all of these items in the furniture zone, the pedestrian zone is kept free of obstacles. This zone serves as a buffer between motor vehicles and pedestrians making the sidewalk a more comfortable place to walk. Where there is sufficient horizontal clearance, the furniture zone should include street trees. The pedestrian zone Â˛ This is the area specifically intended for pedestrian travel. The pedestrian zone should be entirely free of permanent and temporary obstacles and should be five feet in width or greater (a minimum of four feet clear width must be provided to meet accessibility standards). In areas with significant pedestrian traffic, the pedestrian zone should be wider to accommodate higher volumes. The Highway Capacity Manual Pedestrian Level of Service model should be used in areas of high pedestrian use to determine an appropriate sidewalk width. The frontage zone Â˛ The frontage zone is located between the pedestrian zone and the property line. This zone provides room for entering and exiting buildings and creates space between the pedestrian zone and vertical elements such as buildings, fences and hedges, allowing full use of the pedestrian zone. The frontage zone also allows room for additional street furniture for sidewalk dining or other business activities permitted in the public right-of-way. The appropriate widths for each of these four zones in the sidewalk corridor will vary depending on the characteristics of the adjacent roadway and land uses. Table 16 shows the ranges that are appropriate for each thoroughfare type. In addition, Figures 14 and 15 below illustrate typical sidewalk corridors that may be appropriate for different contexts. The first, Figure 14, shows the standard sidewalk corridor that would most often be found adjacent to boulevards, avenues and streets. The second, Figure 15, displays an enhanced sidewalk corridor that would generally be found adjacent to main streets.

68 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Figure 14 Typical Sidewalk Corridor Adjacent to Boulevards, Avenues and Streets

Figure 15 Typical Sidewalk Corridor Adjacent to Main Streets

69 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN

6.2.3 BICYCLE FACILITIES Bicycle lanes are striped lanes in the roadway adjacent to the outside vehicle lane. They are the primary facility type for accommodating bicycle traffic. Where conditions such as high motor vehicle speeds (greater than 25 mph) or high motor vehicle traffic volume make it difficult for bicycles and motor vehicles to share travel lanes, a bicycle lane should be carefully considered. However, on roads with low speeds and light volume, bicycles and motor vehicles can usually safely share a travel lane. Continuity and connectivity are very important in the provision of bicycle lanes and other bicycle facilities. Bicycle lanes should not be discontinued at intersection approaches. If a bicycle lane is placed on the approach to an intersection, there should always be a receiving bicycle lane or reasonably comparable facility (e.g., wide curb lane) on the other side. Bicycle lanes should be a minimum width of four feet measured to the lip of the gutter, which typically provides a 5.5-foot width to the face of curb. Bicycle lanes should be five feet wide when adjacent to a parking lane, right turn lane, guardrail, barrier, curb without a gutter pan, or where there is no curb. Figure 16 illustrates a typical section of a bicycle lane with a curb. Figure 16 Typical Bicycle Lane Adjacent to Curb

6.2.4 MULTI-USE TRAILS Multi-use trails are designed to accommodate bicyclists and pedestrians, and are generally most useful in independent rights-of-way. These paths will at times cross roadways, and these crossings need to be designed carefully. At high-volume roadways, signalized crossings are most appropriate. 70 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN Multi-use trails may also be placed within a roadway right-of-way. However, it is undesirable to encourage bicycling within the sidewalk corridor between the roadway and the right-of-way line. A trail might be constructed along a roadway where, for example, the trail provides continuity in a regional path by connecting sections of a trail in independent corridors. Where a trail is placed along a roadway, it is critical that intersections with cross streets be designed to minimize conflicts between trail users and motor vehicles making turns at the intersection. Multi-use trails should be a minimum of 10 feet wide to allow two wheel chairs to pass each other in each direction. However, 15 feet is a more desirable width in areas that have higher volumes of bicycle and pedestrian traffic. Additionally, a minimum clearance of four feet should be placed between the edge of the shared use path and lateral obstructions such as trees or benches. Figure 17 illustrates a typical shared use path in a roadway right-ofway. Figure 17 Typical Multi-Use Trail

6.3 FUNDING STRATEGIES 6.3.1 ENHANCEMENT FUNDS The Safe, Accountable, Flexible, Efficient Transportation Equity Act â&#x20AC;&#x201C; A Legacy for Users (SAFETEA-LU) provides for the allocation of Transportation Enhancement funds to pay for transportation-related projects that go beyond the customary requirements for vehicular mobility, including components that enhance the safety, comfort, convenience and beauty of the corridor, especially for non-motorized users. Such projects include bicycle facilities, sidewalks and multi-use trails, safety and educational activities and landscaping and beautification. FDOT District 73 CITY OF WINTER HAVEN

SIDEWALK, PEDESTRIAN AND MULTIMODAL INFRASTRUCTURE ACCESS PLAN One receives an annual allocation of Transportation Enhancement funds, which are disseminated among the 12 counties in the District. FDOT attempts to fund the top priority candidate enhancement project in each District One county. The Polk TPO is responsible for establishing the priority of enhancement projects in Polk County. The Transportation Enhancement Grant Process is a competitive process that is reviewed by qualified individuals and subsequently goes through two advisory boards and is then recommended to the TPO Board for their consideration. Currently programmed and recommended projects utilizing Enhancement funds must each go through this competitive process.

6.3.2 FDOT WORK PROGRAM Bicycle lanes will be included on all State roads as they are built, reconstructed, or resurfaced. The City should monitor the FDOT Work Program to ensure that bicycle lanes are added to State roads in the City as they are resurfaced or reconstructed. Many of these roads are identified in the plan for future bicycle facilities. These bicycle facilities can therefore be implemented at a relatively low cost as part of the FDOT maintenance work.

6.3.3 LOCAL FUNDING SOURCES Local governments have a range of funding sources for multimodal transportation projects. Some of these sources include developer contributions through exactions, proportionate fair share contributions or impact fees. Impact fees are the most common and preferred way to pay for needed mobility improvements locally. There are also more conventional transportation funding sources, such as sales taxes and gas taxes at the local level. However, these taxes would have to compete with many other project needs. The City can develop a policy to create a dedicated funding source for multimodal transportation improvements. The transportation impact fee ordinance can be revised to enable the contribution of development impact fees towards the funding of multimodal transportation facilities and to support multimodal design standards. Community Redevelopment Area tax increment financing district revenues are also a proven source for implementing facility improvements within the district. 2QH FRQFHSW JDLQLQJ FXUUHQF\ LV WKH FUHDWLRQ RI D ´PRELOLW\ IHHµ DV D EDVLV IRU JHQHUDWLQJ UHYHQXH DW WKH ORFDO level. The mobility fee concept is being pursued by several municipalities within Florida to provide a dedicated ´PRGH-QHXWUDOµ UHYHQXH VRXUFH 7KLV FRQFHSW DVVLJQV IXWXUH GHYHORSPHQW D SUR UDWD VKDUH RI WKH FRVWs for needed mobility improvements. A mobility plan must be established for the mobility fee to be established. The Multimodal Access Plan can serve as a basis for creating the mobility plan for the City.

72 CITY OF WINTER HAVEN

Major Roadway Sidewalk Coverage Roadway

From Roadway

To Roadway

SR 544 (AVE T NW) US 17 SIXTH STREET SW US 17 (THIRD ST SW) US 17 CROSSOVER AVENUE C SW AVENUE K SW AVENUE O SW FIRST STREET SOUTH LAKE HOWARD DRIVE SR 549 (FIRST ST N) SR 542 (CENTRAL AVE) AVE B NW POPE AVE NW AVE A NW AVE R SW 3RD ST, LAKE SILVER DR, AVE I NW AVE A SW, AVE A SE AVE O NE 7TH ST NE AVE A SW CENTRAL AVE W AVE G SW-SE CENTRAL AVE AVE O SW AVE M NE POPE AVE US 17 (SIXTH ST NW) US 17 (SIXTH ST NW)

US 17 SR 655 AVENUE K SW SR 540 AVE G SW 1ST STREET SOUTH US 17 (6TH STREET SW) 7TH STREET SR 542 21ST STREET SW CENTRAL AVE SR 549 US 17 US 17 US 17 7TH ST SW MAGNOLIA AVE US 17 1ST ST N AVE O NE 6TH ST 6TH ST 6TH ST SW US 17 LAKE SHIPP DR US 17 LAKE HOWARD DR AVE C SW AVE C SW

1ST ST NW SR 540 (CYPRESS GARDENS BLVD) US 17 AVE G SW AVE C SW US 17 (6TH STREET NW) 1ST STREET SOUTH 1ST STREET SOUTH SR 540 AVENUE D NW AVE T NE 14TH ST 1ST ST N 5TH ST NW 1ST ST N US 17 6TH ST NW LAKE ELBERT DRIVE 11TH ST NE AVE T NE LAKE HOWARD DR LAKE HOWARD DR 6TH ST SE 1ST ST 7TH ST SW 1ST ST N US 17 SR 544 SR 544

US 92 TWENTY-FIRST ST NW SR 544 (HAVENDALE BLVD) SR 540 (WINTER-LAKE RD) US 17 THIRD ST/OLD EAGLE LAKE-WINTER HAVEN RD/SEVENTH ST SW/AVE M SW/SIXTH ST SW/AVE K SW SR 655 (LAKE SHIPP DR) COLEMAN RD/AVE C SW CR 542 (AVE G NW) TWENTY-THIRD ST NW/LAKE CANNON DR NW/TWENTY-SIXTH ST NW TWENTY FIRST STREET SW, LAKE HOWARD DRIVE LAKE HOWARD DRIVE, AVE D NW LAKE SHIPP, AVE N SW, AVE O SW FIFTEENTH STREET SW SR 655 (RECKER HWY) SR 655 (RECKER HWY) CAMELLIA DRIVE COOLEY ROAD 17TH ST NW

SR 544 SR 544 IDYLWILD DR SPIRIT LAKE RD GILBERT ST CRYSTAL BEACH RD US 17 SPIRIT LAKE RD LAKE HOWARD DR NW CR 542 SR 655 AVENUE G NW SR 655 LAKE SHIPP DRIVE SR 540 ORANGEWOOD AVE SW SR 540 SR 540 LAKE HOWARD DR

US 17 US 92 US 17 US 17 SR 655 US 17 SR 655 21ST ST SW SR 655 SR 544 CR 542 (AVE G NW) SR 549 (1ST STREET) 7TH STREET SW LAKE HOWARD DRIVE ORANGEWOOD AVE SW CR 542 CR 655 SR 655 (RECKER HIGHWAY) HAVENDALE BLVD

Roadway Length (Feet)

Sidewalk Length (Feet)

Sidewalk Coverage (%)*

District

2,635 4,134 2,441 3,984 1,656 2,084 1,315 2,653 6,607 9,572 8,097 6,956 1,985 384 1,715 1,325 4,289 5,433 5,358 2,583 1,442 1,292 4,808 2,015 1,287 2,077 752 9,259 9,259

5,270 8,283 2,156 6,861 2,807 3,621 2,329 0 12,357 3,787 16,154 9,992 0 0 0 0 0 0 0 0 0 0 0 1,951 0 0 0 5,150 13,390

100% 100% 44% 86% 85% 87% 89% 0% 94% 20% 100% 72% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 48% 0% 0% 0% 28% 72%

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

17,705 10,461 8,201 14,394 6,147 18,228 6,274 8,345 9,097 6,398 6,766 9,407 5,743 1,982 2,902 13,077 4,183 5,503 5,054

0 141 11,896 28,623 8,420 4,696 757 3,122 4,234 1,374 2,509 11,383 2,129 1,833 5,686 2,540 2,763 1,178 0

0% 1% 73% 99% 68% 13% 6% 19% 23% 11% 19% 61% 19% 46% 98% 10% 33% 11% 0%

2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Major Roadway Sidewalk Coverage Roadway

From Roadway

To Roadway

SR 544 (LUCERNE PARK RD) OLD LUCERNE PARK ROAD LAKE HAMILTON DR W CRUMP RD COUNTRY CLUB RD S AVE T NE/COUNTRY CLUB RD N US 17 (EIGHTH ST NW) LUCERNE LOOP ROAD NE

1ST ST NW SR 544 COUNTRY CLUB RD S COUNTRY CLUB RD S SR 542 SR 544 SR 544 SR 544

US 27 SR 544 SR 544 US 27 LAKE HAMILTON DR W LAKE HAMILTON DR W US 92 OLD LUCERNE PARK ROAD

SR 540 (CYPRESS GARDENS BLVD) AVENUE K SE BUCKEYE LOOP RD BUCKEYE RD AVENUE C SE SIXTH STREET SE LAKE ELBERT DRIVE, 11TH STREET NE FAIRFAX ST NE 6TH ST NE, LAKE MARTHA DR LAKE ELBERT DR NE-E AVE H NE AVE O SE AVE A NE AVE B NE AVE A NE

US 17 1ST STREET SOUTH SR 542 11TH ST NE/LAKE ELBERT DRIVE 1ST STREET SOUTH SR 542 SR 542 AVE K NE CENTRAL AVE 11TH ST NE LAKE ELBERT DR NE 1ST ST S 6TH ST NE 1ST ST N 1ST ST N

9TH ST SE 6TH STREET SE AVE T NE BUCKEYE LOOP RD 6TH STREET SE SR 540 AVENUE T NE AVE O NE AVE K NE DUNDEE RD 15 ST NE (CITY LIMITS) 6TH ST SE LAKE ELBERT DR LAKE ELBERT DR 6TH ST NE

THOMPSON NURSERY RD HELENA RD ELOISE LOOP ROAD WEST LAKE ELOISE DRIVE AMERICAN SUPERIOR BLVD/HOOVER RD/SHELL RD NINTH ST SE/AVE Z SE/LAKE ELOISE DR W/LAKE SUMMIT DR W SR 540 SR 540 SR 540 (CYPRESS GARDENS BLVD) CR 655 (RIFLE RANGE RD/SNIVELY AVE) EAGLE LAKE LOOP RD SR 542 (CENTRAL AVE) SR 542 CARL FLOYD ROAD CR 550 (OVERLOOK DR) CYPRESS GARDENS RD CYPRESS GARDENS RD LAKE NED/LAKE DAISY RD CR 540A (ELOISE LOOP RD) CR 540A (WEST LAKE RUBY DR) EAGLE LAKE LOOP RD CR 653 (RATTLESNAKE RD)

CR 653 (RATTLESNAKE RD) CR 540A CR 655 (RIFLE RANGE ROAD) ELOISE LOOP ROAD CR 655 SR 540 CR 540A CR 550 9TH ST SE CR 559 US 17 14TH ST CARL FLOYD RD CR 550 (OVERLOOK DRIVE) SR 540 LAKE NED ROAD SR 540 CYPRESS GARDENS RD POLLARD RD THOMPSON NURSERY RD CR 655 OLD BARTOW LAKE WALES ROAD

US 27 SR 540 EAGLE LAKE LOOP ROAD SHELL ROAD AVE Z SE SR 540 US 27 CR 540A CR 550 US 17 CR 655 CARL FLOYD RD US 27 SR 542 (DUNDEE ROAD) SR 542 SR 540 LAKE NED RD CR 550 CR 653 (RATTLESNAKE ROAD) SR 540 (CYPRESS GARDENS BLVD) POLLARD RD CR 540A (THOMPSON NURSERY ROAD)

Roadway Length (Feet)

Sidewalk Length (Feet)

Sidewalk Coverage (%)*

District

32,701 17,820 14,727 11,508 12,693 18,840 11,647 4,307

3,764 6,486 0 0 3,800 9,791 4,063 2,090

6% 18% 0% 0% 15% 26% 17% 24%

3 3 3 3 3 3 3 3

5,521 2,660 7,660 6,146 2,657 6,622 8,895 1,755 4,127 4,769 1,093 2,651 642 3,474 2,662

11,030 3,841 1,915 2,439 5,281 11,046 412 0 2,120 2,320 0 0 0 0 0

100% 72% 13% 20% 99% 83% 2% 0% 26% 24% 0% 0% 0% 0% 0%

4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

18,015 12,170 6,982 5,331 8,909 10,261 9,637 15,462 7,274 15,269 11,568 9,450 14,925 2,766 14,848 10,652 4,794 10,745 11,886 8,730 5,320 13,950

7,007 3,099 0 0 0 547 2,728 13,295 14,596 5,456 6,000 3,143 0 0 5,912 9,429 4,829 2,003 3,341 4,736 1,963 12,321

19% 13% 0% 0% 0% 3% 14% 43% 100% 18% 26% 17% 0% 0% 20% 44% 50% 9% 14% 27% 18% 44%

5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5

ESTIMATE OF PROBABLE CONCEPTUAL PHASE PROJECT COST

Winter Haven Multi-Modal infrastructure Acces Plan

ESTIMATED BY: DATE: Checked by

Chain O' Lakes - 8350 LF Trail

PAY ITEM NO. ITEM DESCRIPTION TRAIL CONSTRUCTION (8350 Linear Feet) 110-1-1 CLEARING AND GRUBBING 120-1 REGULAR EXCAVATION 120-6 EMBANKMENT 0160-4 TYPE B STABILIZATION 285-701 OPTIONAL BASE, BASE GROUP 1 334-1-12 SUPERPAVE ASPHALT CONC 570-1-1 PERFORMANCE TURF

UNIT

QUANTITY

UNIT COST

AC CY CY SY SY TN SY

4.20 1100 1670 13000 9900 510.0 12525

$10,628.00 $9.03 $13.14 $2.47 $6.38 $102.27 $0.28

MOBILIZATION (10%) MAINTENANCE OF TRAFFIC (10%)

LS LS

1 1

PROJECT SUBTOTAL 2 RIGHT OF WAY (750 sf AVG. FROM 25 PARCELS) EST. ASSESSED VALUE Control / topographic SURVEY Engineering/Design/Construction Admin./Permitting/Geotech PROJECT GRAND TOTAL

LS LS LS

1 1 1

PROJECT SUBTOTAL 1 101-1 102-1

CLW 3/8/2010 JJS

TOTAL COST $44,638 $9,933 $21,944 $32,110 $63,162 $52,158 $3,507

$227,451 $22,745 $22,745 $272,941 $455,000 $40,000 $96,000 $863,941

THE ENGINEER HAS NO CONTROL OVER THE COST OF LABOR MATERIALS OR EQUIPMENT, OR OVER THE CONTRACTOR'S METHODS OF DETERMINING PRICES OR OVER COMPETITIVE BIDDING OR MARKET CONDITIONS. OPINIONS OF PROBABLE COST, AS PROVIDED HERE, ARE MADE ON THE BASIS OF THE ENGINEER'S EXPERIENCE AND QUALIFICATIONS AND REPRESENTS THE ENGINEER'S JUDGMENT AS A DESIGN PROFESSIONAL FAMILIAR WITH THE CONSTRUCTION INDUSTRY. THE ENGINEER CANNOT AND DOES NOT GUARANTEE THAT PROPOSAL BIDS OR ACTUAL CONSTRUCTION COSTS WILL NOT VARY FROM OPINIONS OF PROBABLE COST PREPARED FOR THE OWNER. UNIT COSTS ARE BASED ON THE FLORIDA DEPARTMENT OF TRANSPORTATION HISTORICAL CURRENT UNIT PRICE LIST.

Page 1

P:\Projects\363Renais\363-001001\estimates\Itemized Cost Estimate.xls

ESTIMATE OF PROBABLE CONCEPTUAL PHASE PROJECT COST

Winter Haven Multi-Modal infrastructure Acces Plan

ESTIMATED BY: DATE: Checked by

Lake Elbert Trail and Sidewalk - 8100 LF Trail / 6650 LF Sidewalk

PAY ITEM NO. ITEM DESCRIPTION TRAIL CONSTRUCTION (8100 Linear Feet) 110-1-1 CLEARING AND GRUBBING 120-1 REGULAR EXCAVATION 120-6 EMBANKMENT 0160-4 TYPE B STABILIZATION 285-701 OPTIONAL BASE, BASE GROUP 1 334-1-12 SUPERPAVE ASPHALT CONC 570-1-1 PERFORMANCE TURF

UNIT

QUANTITY

UNIT COST

AC CY CY SY SY TN SY

4.00 1070 1620 12600 9600 495.0 12150

$10,628.00 $9.03 $13.14 $2.47 $6.38 $102.27 $0.28

AC CY CY SY

1.70 665 1330 3725

$10,628.00 $9.03 $13.14 $30.04

SIDEWALK SUBTOTAL PROJECT SUBTOTAL 1 101-1 102-1

TOTAL COST $42,512 $9,662 $21,287 $31,122 $61,248 $50,624 $3,402 $260,102

TRAIL SUBTOTAL SIDEWALK CONSTRUCTION (6650 Linear Feet) 110-1-1 CLEARING AND GRUBBING 120-1 REGULAR EXCAVATION 120-6 EMBANKMENT 522-1 CONCRETE SIDEWALK 4" THICK

CLW 3/8/2010 JJS

MOBILIZATION (10%) MAINTENANCE OF TRAFFIC (10%)

LS LS

1 1

PROJECT SUBTOTAL 2 RIGHT OF WAY (850 sf AVG. FROM 24 PARCELS) EST. ASSESSED VALUE Control / topographic SURVEY Engineering/Desing/Permitting/Construction Admin. PROJECT GRAND TOTAL

LS LS LS

1 1 1

$18,068 $6,005 $17,476 $111,899

$153,448 $413,549 $41,355 $41,355 $496,259 $665,000 $65,000 $105,000 $1,331,259

Page 2

P:\Projects\363Renais\363-001001\estimates\Itemized Cost Estimate.xls

ESTIMATE OF PROBABLE CONCEPTUAL PHASE PROJECT COST

Winter Haven Multi-Modal infrastructure Acces Plan

ESTIMATED BY: DATE: Checked by

Lake Howard Trail - 9600 LF Trail / 50 LF Crossing

CLW 3/8/2010 JJS

PAY ITEM ITEM DESCRIPTION TRAIL CONSTRUCTION (9600 Linear Feet) 110-1-1 CLEARING AND GRUBBING 120-1 REGULAR EXCAVATION 120-6 EMBANKMENT 0160-4 TYPE B STABILIZATION 285-701 OPTIONAL BASE, BASE GROUP 1 334-1-12 SUPERPAVE ASPHALT CONC 570-1-1 PERFORMANCE TURF 50' BRIDGE "STEELFAST" OR EQUAL

UNIT

QUANTITY

UNIT COST

AC CY CY SY SY TN SY EA

4.80 1260 1920 14900 11380 587.0 14400 1

$10,628.00 $9.03 $13.14 $2.47 $6.38 $102.27 $0.28 $50,000.00

MOBILIZATION (10%) MAINTENANCE OF TRAFFIC (10%)

LS LS

1 1

PROJECT SUBTOTAL 2 RIGHT OF WAY (750 sf AVG. FROM 21 PARCELS) EST. ASSESSED VALUE Control / Topograhic SURVEY Engineering/Design/Permitting/Construction Admin./Geotech/Structure PROJECT GRAND TOTAL

LS LS LS

1 1 1

PROJECT SUBTOTAL 1 101-1 102-1

TOTAL COST $51,014 $11,378 $25,229 $36,803 $72,604 $60,032 $4,032 $50,000

$311,093 $31,109 $31,109 $373,311 $248,000 $40,000 $90,000 $751,311

Page 3

P:\Projects\363Renais\363-001001\estimates\Itemized Cost Estimate.xls

ESTIMATE OF PROBABLE CONCEPTUAL PHASE PROJECT COST

Winter Haven Multi-Modal infrastructure Acces Plan

ESTIMATED BY: DATE: Checked by

SouthEast Bike Route (Shoulder Pavement) - 7900 LF

PAY ITEM NO. ITEM DESCRIPTION SHOULDER CONSTRUCTION (15,750 LINEAR FEET) 110-1-1 CLEARING AND GRUBBING 120-1 REGULAR EXCAVATION 120-6 EMBANKMENT 0160-4 TYPE B STABILIZATION 285-704 OPTIONAL BASE, BASE GROUP 4 334-1-12 SUPERPAVE ASPHALT CONC 570-1-1 PERFORMANCE TURF

UNIT

QUANTITY

UNIT COST

AC CY CY SY SY TN SY

8.60 2355 3140 13950 9420 480.0 3925

$10,628.00 $9.03 $13.14 $2.47 $6.37 $102.27 $0.28

MOBILIZATION (10%) MAINTENANCE OF TRAFFIC (10%)

LS LS

1 1

PROJECT SUBTOTAL 2 RIGHT OF WAY (NOT REQUIRED) Control / Topographic SURVEY Engineering/Permitting/Design/Construction Admin./Geothech PROJECT GRAND TOTAL

LS LS LS

1 1 1

CLW 3/8/2010 JJS

PROJECT SUBTOTAL 1 101-1 102-1

TOTAL COST $91,401 $21,266 $41,260 $34,457 $60,005 $49,090 $1,099

$298,577 $29,858 $29,858 $358,292 $0 $37,000 $60,000 $455,292

Page 4

P:\Projects\363Renais\363-001001\estimates\Itemized Cost Estimate.xls

AVENUE B NW

2’

LAKE HOWARD DRIVE

10’ STANDARD CLEARING AND GRUBBING 4"

2’

10’ STANDARD CLEARING AND GRUBBING

SOD

4" SOD

SOD

SOD EXIST. ROADWAY

1 : 3 ( MAX)

0 . 0 2 ( MAX)

0 . 0 6

6 0 . 0

EXIST. ROADWAY

MAX) 2 ( 0 . 0

3 : 1 X) MA (

ASPHALT TRAIL

12" TYPE B STABILIZATION

LBR 40

TYPICAL SECTION 1

TYPICAL SECTION 2

MULTI USE TRAIL

OPTIONAL BASE GROUP 1 WITH OPTIONAL BASE GROUP 1 WITH

TYPE SP STRUCTURAL COURSE (TRAFFIC A) 1"

P:\Projects\363Renais\363-001 001 \roadway\pl anrdH02.dgn

CHALLENGES: MINIMUM MAINTAIN EXISTING DRAINAGE PATTERNS MINIMIZE UTILITY CONFLICTS AND RELOCATIONS WATERWAY CROSSING PRESERVATION OF EXISTING TREES MINIMIZE REQUIRED RIGHT OF WAY

FEASIBILITY: HIGH NO COMPETING LAND USE FAVORABLE ALIGNMENT FOR PEDESTRIAN USE

1 0:53:48 AM

NO INVIRONMENTAL IMPACTS

REVISIONS

3/1 1 /201 0

DATE

DESCRIPTION

DATE

DESCRIPTION

110 NORTH 11TH STREET, 1ST FLOOR

PHONE:(813)314-0314

TAMPA,FL 33602-5860

FAX:(813)314-0345

CERTIFICATE OF AUTHORIZATION NO. 00007102 JEFFREY J. SIEWERT, P.E. 39196

CITY OF WINTER HAVEN

LAKE HOWARD

MULTIMODAL INFRASTRUCTURE ACCESS PLAN

TYPICAL SECTION

SHEET NO.

H-2

AVENUE O NW

LAKE ELBERT DRIVE

LIMITS OF 2’

10’

CLEARING & GRUBBING SOD

STANDARD CLEARING AND GRUBBING 4"

5’ SOD

2’

SOD

SOD EXIST. ROADWAY 6 0 . 0

MAX) 2 ( 0 . 0

3 : 1 MAX) (

EXIST. ROADWAY

0 . 0 2 1 : 4

ASPHALT TRAIL 12" TYPE B STABILIZATION

LBR 40

CONC. SIDEWALK SIDEWALK MULTI USE TRAIL 4" CONCRETE

OPTIONAL BASE GROUP 1 WITH

P:\Projects\363Renais\363-001 001 \roadway\pl anrdE02.dgn

TYPE SP STRUCTURAL COURSE (TRAFFIC A) 1"

CHALLENGES: MINIMUM COORDINATION WITH COLLEGE MAINTAIN EXISTING DRAINAGE PATTERNS MINIMIZE UTILITY CONFLICTS AND RELOCATIONS PRESERVATION OF EXISTING TREES MINIMIZE REQUIRED RIGHT OF WAY

FEASIBILITY: HIGH NO COMPETING LAND USE FAVORABLE ALIGNMENT FOR PEDESTRIAN USE BOTH TRAIL AND SIDEWALK

1 0:52:44 AM

NO INVIRONMENTAL IMPACTS

REVISIONS

3/1 1 /201 0

DATE

DESCRIPTION

DATE

DESCRIPTION

110 NORTH 11TH STREET, 1ST FLOOR

PHONE:(813)314-0314

TAMPA,FL 33602-5860

FAX:(813)314-0345

CERTIFICATE OF AUTHORIZATION NO. 00007102 JEFFREY J. SIEWERT, P.E. 39196

CITY OF WINTER HAVEN

LAKE ELBERT

MULTIMODAL INFRASTRUCTURE ACCESS PLAN

TYPICAL SECTION

SHEET NO.

E-2

EXISTING R/W

8’ SHLDR. SOD

8’ SHLDR. EXISTING PAVEMENT

5’ SHLDR. PAVT.

5’

SOD

SHLDR. PAVT.

0 . 0 6

6 0 . 0

1 : 4

4 : 1

ELOISE LOOP ROAD

12" TYPE B

STABILIZATION (LBR 40)

EXISTING GROUND

TYPICAL SECTION

SHOULDER PAVEMENT OPTIONAL BASE GROUP 1 (4") TYPE SP STRUCTURAL COURSE (1")

P:\Projects\363Renais\363-001 001 \roadway\pl anrdSE02.dgn

ELOISE LOOP ROAD

CHALLENGES: MINIMUM MAINTAIN EXISTING DRAINAGE PATTERNS

FEASIBILITY: HIGH RIGHT OF WAY IS ADEQUATE NO COMPETING LAND USE

1 0:54:36 AM

IDEAL FOR BICYCLE USE

REVISIONS

3/1 1 /201 0

DATE

DESCRIPTION

DATE

DESCRIPTION

110 NORTH 11TH STREET, 1ST FLOOR

PHONE:(813)314-0314

TAMPA,FL 33602-5860

FAX:(813)314-0345

CERTIFICATE OF AUTHORIZATION NO. 00007102 JEFFREY J. SIEWERT, P.E. 39196

CITY OF WINTER HAVEN

SOUTHEAST

MULTIMODAL INFRASTRUCTURE ACCESS PLAN

TYPICAL SECTION

SHEET NO.

SE-2

AVENUE R SW

6th STREET SW

2’

3rd STREET SW

AVENUE A SW

10’ STANDARD CLEARING AND GRUBBING 4"

STANDARD CLEARING AND GRUBBING

SOD

2’

10’

4" SOD

SOD

SOD EXIST. ROADWAY

1 : 3 ( MAX)

0 . 0 2 ( MAX)

0 . 0 6

6 0 . 0

EXIST. ROADWAY

MAX) 2 ( 0 . 0

3 : 1 X) MA (

ASPHALT TRAIL

12" TYPE B STABILIZATION LBR 40

TYPICAL SECTION 1

TYPICAL SECTION 2

MULTI USE TRAIL

OPTIONAL BASE GROUP 1 WITH OPTIONAL BASE GROUP 1 WITH

TYPE SP STRUCTURAL COURSE (TRAFFIC A) 1"

P:\Projects\363Renais\363-001 001 \roadway\pl anrdC02.dgn

TYPE SP STRUCTURAL COURSE (TRAFFIC A) 1"

CHALLENGES: HIGH COORDINATION WITH EXISTING BUSINESS OWNERS MAINTAIN EXISTING DRAINAGE PATTERNS MINIMIZE UTILITY CONFLICTS AND RELOCATIONS MINIMIZE REQUIRED RIGHT OF WAY

FEASIBILITY: MEDIUM TRAIL WILL BE DIRECTLY ADJACENT TO ROADWAY

1 0:51 :1 7 AM

LAND USE IS URBAN AND INDUSTRIAL

REVISIONS

3/1 1 /201 0

DATE

DESCRIPTION

DATE

DESCRIPTION

110 NORTH 11TH STREET, 1ST FLOOR

PHONE:(813)314-0314

TAMPA,FL 33602-5860

FAX:(813)314-0345

CERTIFICATE OF AUTHORIZATION NO. 00007102 JEFFREY J. SIEWERT, P.E. 39196

CITY OF WINTER HAVEN

CHAIN O’ LAKES COMPLEX

MULTIMODAL INFRASTRUCTURE ACCESS PLAN

TYPICAL SECTION

SHEET NO.

C-2

1st Street - Priority Pedestrian Corridor Existing Conditions

6’

13’

14’

12’

14’

13’

Through Lane

2’

6’

80’ Right-of-way Sidewalk

Through Lane

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Through Lane

Median

Sidewalk

Planting Strip

1st Street - Priority Pedestrian Corridor Improvement Concept

12’

13’

14’

Sidewalk/ Buffer Zone

Through Lane

12’

14’

13’

Through Lane

3’

7’

88’ Right-of-way

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Median

Sidewalk

Curb and Planting Strip (Buffer Zone)

Cypress Gardens Blvd - Bicycle Lanes Existing Conditions

Paved Shoulder

5’

12’ 12’

12’

30’

11’

12’

11’

Through Lane

Turn Lane

105’ Right-of-way Through Lane

Through Lane

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Median

Turn Lane

Cypress Gardens Blvd - Bicycle Lanes Improvement Concept

Bicycle Lane

5’

12’ 12’

12’

30’

11’

12’

11’

Through Lane

5’

10’

108’ Right-of-way Through Lane

Through Lane

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Median

Turn Lane

Bicycle Lane

Lake Eloise Drive - Sidewalk Connection and Signed Bicycle Route Existing Conditions

10’

20’ Right-of-way Through Lane

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Through Lane

Lake Eloise Drive - Sidewalk Connection and Signed Bicycle Route Improvement Concept

6’

12’

10’

38’ Right-of-way Sidewalk

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Buffer Zone

Through Lane

Lake Howard Drive - Multi-Use Trail Existing Conditions

10’

30’ Right-of-way Through Lane

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Through Lane

4’

Lake Howard Drive - Multi-Use Trail Improvement Concept

10’

16’

10’

50’ Right-of-way Multi-use Trail

DRAWINGS NOT TO SCALE. ACTUAL DIMENSIONS MAY VARY.

Buffer Zone

Through Lane

4’

Appendix D: Multimodal Level of Service Analysis

LINK 4002 4003 4006 4008 4011 4013 4020 4021 4024 4026 4046 4054 4078 4082 4089 4091 4093 4094 4095 4103 4106 4160 4168 4171 5000 5010 5011 5012 5013 5014 5308 6303 6304 6305 6306 6307 6400 6401 6402 6501 6502 6503 6700 7100 7101 7102 8055 8057 8059 8060 8061 8062 8063 8064 8065 8066 8067 8068 8069 8070 8078 8092 8096 8110 8111 8306 8308 8318

ONSTREET FRSTREET TWENTY-FIRST ST NW SR 544 TWENTY-THIRD ST NW|LAKE CANNON DR NW|TWENTY-SIXTH ST NW CR 542 THIRD ST|OLD EAGLE LAKE-WINTER HAVEN RD|SEVENTH ST SW|AVE M SW|SIXTH CRYSTAL ST SW|AVE BEACHKRD SW NINTH ST SE|AVE Z SE|LAKE ELOISE DR W|LAKE SUMMIT DR W SR 540 AMERICAN SUPERIOR BLVD|HOOVER RD|SHELL RD CR 655 AVE T NE|COUNTRY CLUB RD N SR 544 BUCKEYE LOOP RD SR 542 BUCKEYE RD 11TH ST NE|LAKE ELBERT DRIVE COLEMAN RD/AVE C SW SPIRIT LAKE RD COUNTRY CLUB RD S SR 542 CR 542 (AVE G NW) LAKE HOWARD DR NW CR 550 (OVERLOOK DR) SR 540 CRUMP RD COUNTRY CLUB RD S CYPRESS GARDENS RD SR 540 EAGLE LAKE LOOP RD US 17 EAGLE LAKE LOOP RD CR 655 CR 540A (ELOISE LOOP RD) POLLARD RD CR 540A (WEST LAKE RUBY DR) THOMPSON NURSERY RD HELENA RD CR 540A LAKE HAMILTON DR W COUNTRY CLUB RD S LAKE NED|LAKE DAISY RD CYPRESS GARDENS RD THOMPSON NURSERY RD CR 653 (RATTLESNAKE RD) CR 655 (RIFLE RANGE RD|SNIVELY AVE) CR 559 CYPRESS GARDENS RD LAKE NED ROAD US 17 SR 655 US 17 GILBERT ST US 17 (THIRD ST SW) SR 540 US 17 CROSSOVER AVE G SW US 17 (SIXTH ST NW) AVE C SW US 17 (EIGHTH ST NW) SR 544 US 92 SR 544 SR 540 (WINTER-LAKE RD) SPIRIT LAKE RD SR 540 (CYPRESS GARDENS BLVD) US 17 SR 540 (CYPRESS GARDENS BLVD) 9TH ST SE SR 540 CR 550 SR 540 CR 540A SR 542 (CENTRAL AVE) SR 549 SR 542 (CENTRAL AVE) 14TH ST SR 542 CARL FLOYD RD SR 544 (HAVENDALE BLVD) IDYLWILD DR SR 544 (AVE T NW) US 17 SR 544 (LUCERNE PARK RD) 1ST ST NW SR 549 (FIRST ST N) CENTRAL AVE SR 655 (LAKE SHIPP DR) US 17 SR 655 (RECKER HWY) SR 540 SR 655 (RECKER HWY) ORANGEWOOD AVE SW AVENUE C SW 1ST STREET SOUTH AVENUE C SE 1ST STREET SOUTH AVENUE K SW US 17 (6TH STREET SW) AVENUE K SE 1ST STREET SOUTH AVENUE O SW 7TH STREET LAKE SHIPP|AVE N SW|AVE O SW SR 655 LAKE ELBERT DRIVE|11TH STREET NE SR 542 LAKE HOWARD DRIVE 21ST STREET SW LAKE HOWARD DRIVE|AVE D NW AVENUE G NW TWENTY FIRST STREET SW|LAKE HOWARD DRIVE SR 655 FIFTEENTH STREET SW LAKE SHIPP DRIVE FIRST STREET SOUTH SR 542 SIXTH STREET SE SR 542 SIXTH STREET SW AVENUE K SW CARL FLOYD ROAD CR 550 (OVERLOOK DRIVE) CR 653 (RATTLESNAKE RD) OLD BARTOW LAKE WALES ROAD OLD LUCERNE PARK ROAD SR 544 ELOISE LOOP ROAD CR 655 (RIFLE RANGE ROAD) WEST LAKE ELOISE DRIVE ELOISE LOOP ROAD CAMELLIA DRIVE SR 540 COOLEY ROAD SR 540 LUCERNE LOOP ROAD NE SR 544

TOSTREET PLANDIST US 92 SR 544 US 17 SR 540 AVE Z SE LAKE HAMILTON DR W AVE T NE BUCKEYE LOOP RD 21ST ST SW LAKE HAMILTON DR W SR 655 SR 542 US 27 LAKE NED RD CR 655 POLLARD RD CR 653 (RATTLESNAKE ROAD) SR 540 (CYPRESS GARDENS BLVD) SR 540 SR 544 CR 550 US 27 US 17 SR 540 SR 540 (CYPRESS GARDENS BLVD) SR 655 AVE G SW AVE C SW SR 544 US 92 US 17 US 17 9TH ST SE CR 550 CR 540A US 27 14TH ST CARL FLOYD RD US 27 US 17 1ST ST NW US 27 AVE T NE SR 655 ORANGEWOOD AVE SW CR 542 US 17 (6TH STREET NW) 6TH STREET SE 1ST STREET SOUTH 6TH STREET SE 1ST STREET SOUTH 7TH STREET SW AVENUE T NE AVENUE D NW SR 549 (1ST STREET) CR 542 (AVE G NW) LAKE HOWARD DRIVE SR 540 SR 540 US 17 SR 542 (DUNDEE ROAD) CR 540A (THOMPSON NURSERY ROAD) SR 544 EAGLE LAKE LOOP ROAD SHELL ROAD CR 655 SR 655 (RECKER HIGHWAY) OLD LUCERNE PARK ROAD

2 2 2 5 5 3 4 4 2 3 2 5 3 5 5 5 5 5 5 3 5 5 5 5 1 2 1 1 1 3 2 2 4 5 5 5 1 5 5 2 1 3 1 2 2 2 1 4 1 4 1 2 4 1 2 2 2 1 4 1 5 5 3 5 5 2 2 3

LENGTH (FEET) 10460.8 6397.6 18227.9 10260.7 8908.6 18840.5 7660.4 6146.2 8344.8 12692.9 9097.5 14848.1 11507.6 4793.7 11567.6 5320.1 11886.1 8729.7 12169.9 14727.3 10744.9 18015.4 15268.6 10652.0 4133.9 6146.9 3983.7 1656.2 9259.4 11647.3 17704.8 14394.4 5520.6 7273.9 15461.9 9637.0 6956.1 9449.6 14924.9 8200.8 2634.6 32701.2 8097.0 6274.5 2901.6 13076.9 2084.4 2656.6 1315.0 2659.9 2652.9 5743.2 8894.8 9572.1 9406.9 6766.5 1981.7 6607.4 6622.2 2440.7 2765.6 13949.9 17820.2 6981.8 5330.5 4183.3 5502.8 4307.5

AADT 2008 4,100 2,400 3,300 7,300 2,800 6,800 7,500 1,800 6,100 3,200 12,100 9,700 1,800 14,100 3,500 8,400 10,300 6,200 8,500 2,000 5,800 8,400 18,200 7,200 40,800 30,500 30,000 28,300 29,000 25,100 15,600 18,900 38,800 43,900 32,100 24,300 11,900 15,500 18,100 36,700 25,300 14,900 25,600 13,600 6,000 6,000 3,500 4,400 7,500 6,700 5,700 6,900 3,100 6,100 12,200 6,300 3,000 27,200 11,600 7,400 8,800 2,200 3,100 4,800 2,400 1,000 600 2,800

FACILITY POSTED THRU SPEED LANES 35 2U 30 2U 35 2U 30 2U 35 2U 35 2U 45 2U 35 2U 35 2U 35 2U 35 2U 45 2U 40 2U 40 2U 35 2U 35 2U 40 2U 45 2U 45 2U 45 2U 45 2U 40 2U 45 2U 45 2U 50 6D 55 6D 40 4D 40 4D 45 4D 45 4D 55 4D 50 4D 40 4D 45 4D 55 4D 55 4D 30 2U 45 2U 45 2U 45 6D 35 4D 55 2U 40 4D 35 2U 45 4D 50 2D 30 2U 30 2U 35 2U 35 2U 30 2U 30 2U 30 2U 35 2U 35 2U 35 2U 30 2U 40 4D 30 2U 35 2U 45 2U 45 2U 40 2U 35 2U 45 2U 25 2U 40 2U 20 2U

MEDIAN N N N N N N N N N N N N N N N N N N N N N N N N Y Y Y Y Y Y Y Y Y Y Y Y N N N Y Y N Y N Y Y N N N N N N N N N N N N N N N N N N N N N N

LEFT TURN N N Y N N Y Y N Y Y Y N N Y N Y Y N N N N Y Y N Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y N Y Y Y N N N Y N N Y Y Y Y N N N N N N N

PEDESTRIAN SIDEWALK BUFFER LANE/ (N/E) (S/W) SPACE PROTECTION SHOULDER 0.01 0 W N N 0.02 0 A N N 0.01 0.02 T N N 0.01 0.01 A N N 0 0 N/A N/A N 0.33 0.33 T Y N 0.01 0.2 W N N 0.2 0.2 T N N 0.2 0.2 T N N 0.25 0.05 W N N 0.3 0.2 W N N 0.2 0.1 W N N 0 0 N/A N/A N 0.9 0.15 W N N 0.15 0.15 W N N 0 0.4 W N N 0.1 0.1 W N N 0.3 0.4 W N N 0.25 0 W N N 0 0 N/A N/A N 0.1 0.02 W N N 0.12 0.15 W N N 0.25 0.2 T N N 0.75 0.1 W N N 1 1 A Y N 0.75 0.75 A N N 1 0.8 T N N 0.9 0.9 A N N 1 1 A N N 0.1 0.1 A N N 0 0 N/A N/A Y 1 1 A N Y 1 1 A N N 1 1 A N Y 0.5 0.33 T N Y 0 0.33 W N Y 0.4 1 T N N 0.1 0.1 A N Y 0 0 N/A N/A Y 0.5 1 T N N 1 1 T N N 0.05 0.1 A N Y 1 1 A N N 0.05 0.01 T N N 1 1 T N Y 0.05 0.06 W N Y 0.95 0.95 A Y N 1 1 A Y N 1 1 T N N 1 0.5 A N N 0 0 N/A N/A N 0.25 0.33 A N N 0.05 0 T N N 0 0.4 W N N 1 0.2 T N N 0.15 0.15 T N N 0.25 0.67 W N N 0.9 0.9 T N N 1 0.85 T N N 0.75 0.2 A N N 0 0 N/A N/A N 0.6 0.3 W N N 0.2 0.2 W N N 0 0 N/A N/A N 0 0 N/A N/A N 0.75 0 T N N 0 0.25 T N N 0 0.5 W N N

CYCLING LANE WIDTH CONDITION N T N T T U N U N T N T N D N T T T N T N D T T N T T T N T T T T T N U N U N T T T T T T T T T W T W T T U W D W U W T W T W T T T T T W T T T T U N U N T T T T T T D W D N U T T T T W U W U T T T T T U N T N U T U T U T T N U W T W U T U T U N U N T N T N T N U N T N T

TRANSIT PARKING N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N Y Y N N N N N N N N N N N N N N N N N N N N

FREQUENCY 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 -

SPAN OBSTACLES 12 Y 12 N 12 Y 12 Y 12 N 12 N 12 N 12 N 12 N 12 N 12 N 12 Y 12 N 12 N 12 N 12 N 12 Y 12 N 12 Y 12 N 12 N 12 Y 12 N 12 Y 12 Y 12 N 12 N -

LOS RESULTS BIKE 4.11 3.35 3.64 4.83 3.64 4.35 4.31 3.06 4.07 3.85 4.37 3.97 3.13 4.75 4.00 4.22 4.40 5.00 5.15 3.34 4.20 4.31 4.74 4.30 4.37 4.28 5.08 4.02 4.90 4.29 4.18 3.20 4.63 3.11 2.60 4.64 4.80 3.91 4.95 4.53 4.39 2.81 3.98 5.29 1.61 4.26 3.88 4.12 4.14 4.10 4.47 4.24 4.80 4.62 4.93 4.09 4.18 4.22 4.53 4.71 4.93 4.02 3.89 4.18 3.58 2.83 2.45 3.41

GRADE D C D E D D D C D D D D C E D D D E E C D D E D D D E D E D D C E C C E E D E E D C D E B D D D D D D D E E E D D D E E E D D D D C B C

PED 4.39 4.01 3.94 4.60 4.23 4.26 5.11 4.06 4.20 4.11 4.69 4.49 4.29 4.92 4.18 4.43 5.05 4.52 5.10 4.53 4.68 4.69 5.95 4.34 4.01 4.14 4.03 4.21 4.28 5.23 5.22 3.89 4.75 5.17 5.26 5.68 4.00 5.39 6.45 4.47 3.63 5.67 3.90 5.64 2.66 4.86 2.24 2.29 2.97 3.53 4.18 4.23 4.56 4.16 4.33 4.27 3.53 3.90 3.65 4.00 5.02 3.94 4.23 4.47 4.54 3.40 4.03 3.66

GRADE D D D E D D E D D D E D D E D D E E E E E E F D D D D D D E E D E E E F D E F D D F D F C E B B C D D D E D D D D D D D E D D D E C D D

BUS 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.85 0.00 0.80 0.00 0.00 1.45 0.85 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.50 1.89 0.90 1.80 1.44 1.44 1.44 1.10 0.00 0.90 1.53 1.53 1.57 0.89 1.83 0.00 0.00 1.66 1.80 0.00 1.80 0.47 0.00 0.00 0.00 0.00 0.00 1.89 0.00 0.85 1.45 0.00 0.00 0.00 0.90 0.00 1.82 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

GRADE F F F F F F F F F F F F F E F F F F F F F F F E F E E E E E F F E E E F E F F E E F E F F F F F F E F F E F F F F F E F F F F F F F F F