East polk network needs study 9 22 08 by PolkTPO

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N E T W O R K

N E E D S

S T U D Y

Introduction ____________________________________________ Page 1 Constraints and Limitations _______________________________ Page 2 Guiding Principles _______________________________________ Page 4 Transportation Modeling ___________________________________ Page 5 Transit Potential __________________________________________ Page 11 Environmental Assessment __________________________________ Page 15 Roadway Design Issues _____________________________________ Page 17 Detailed Area Descriptions __________________________________ Page 21 Final Network Design ______________________________________ Page 54

East Polk County 2030 Network Needs Study

he h Lake Wales Ridge (The Ridge) has long contained transportation corridors serving cant regional trip purposes. Early in its settled history, rail and agriculture r in signifi i dominated the landscape. With the advent of the car and the recreational vehicle, US 27, US 17/92 and SR 17 became commercial and recreational corridors for vacationers from the north. Towns grew up around rail lines, facilitating the distribution of citrus, clay, and pine throughout the Southeast. Over the past two decades this pattern has shifted slightly as the metro areas of Orlando and Tampa has begun to move together along the I-4 corridor. The northern sections of The Ridge have provided workforce housing for the tourist areas around Disney while sections farther south have begun to attract large industrial distribution centers to support commercial areas in Orlando, Tampa, and throughout the state. The citrus industry is directly connected to the economic fortunes of those on The Ridge, although rail is now rarely used to support it. The housing boom of the last five years brought hundreds of new homes to this area and entitlements exist that allow thousands more to be built throughout The Ridge, surpassing all projections for population growth that have been performed over the last two decades. Over the last five years, as growth seemed to escalate almost daily, the need has emerged for an understanding of what that growth will mean to The Ridge as a region. The underlying structure of the land provides a framework for development of that land over time. The Ridge contains many areas of upland that make poor farmland despite their current agricultural use. Much of this area has been converted to pasture or citrus and therefore has degraded the ecological value. To the east and west of The Ridge lie valuable wetland systems that provide water treatment for a large portion of the State of Florida. The Ridge is also home to one of the densest collections of endangered plants and animals in the world.

Still, the life blood of any community is its connectivity and mobility into the communities around it. For a region to be truly sustainable it must not only be able to maintain its ecological value but must also be able to support its human inhabitants and their relationships through multiple generations. Therefore, a delicate balance must be struck between ecological protection, economic development, and transportation needs. To anticipate the future needs of this area, several Special Area Plans (SAP) have been executed in the northern portion of The Ridge over the last three to ﬁve years. These plans help to identify future land use, transportation needs and development patterns in those areas. A similar study encompassing Lake Hamilton and Dundee is currently underway. Additional SAP’s are planned for the cities and unincorporated areas south along The Ridge, including Frostproof and Lake Wales. In the north, several of the plans contemplate a buildout scenario that could be achieved within a generation or two. The current growth trend in the southern portion of the study area does not indicate that a full buildout could be anticipated within the next 30 to 50 years, however conditions could rapidly change. The purpose of the East Polk Network Needs Study is to identify the need for new transportation infrastructure throughout The Ridge, as well as opportunities to establish roadway network that would serve any foreseeable development pattern, should those conditions change. There is a strong desire to preserve the functionality of the two main roadway corridors, US 27 and SR 17, by providing parallel routes to alleviate congestion. Figure 1 depicts the study area addressed by this document, although some areas immediately adjacent to the boundaries shown were also considered. Potential roadway alignments have been reviewed thoroughly, however detailed planning, design and engineering studies will be needed for each alignment suggested to determine what speciﬁc mitigation and design issues must be addressed for each individual facility.

The life blood of any community is its connectivity and mobility into the communities around it. To be truly sustainable it must not only be able to sustain its ecological value but must also be able to mantain its human inhabitants and their relationships through multiple generations.

The legal, political, and physical structure of the region generates a series of constraints that must be considered while planning a regional roadway network. These factors make up a series of “non-negotiables” that take precedence over the desire for additional capacity. Other factors may pose limitations on development and do not necessary preclude construction of a roadway. Finally, a series of guiding principles were developed and applied to establish a framework for a future roadway network that should or could be implemented within the study area.

Constraints include: • SR 17 has been designated as The Ridge Scenic Highway. The TPO’s 2030 Long Range Transportation Plan included in this road as a constrained facility between US 27 and SR 544. As such, its cross-section is generally limited to a two-lane section, regardless of any capacity issues. Additional amenities may be provided along the roadway for equestrian, pedestrian or bicycle use. Limited intersection improvements can occur if they are constructed in accordance with the Scenic Highway guidelines. • US 27 was recently widened to six lanes throughout the majority of the study area. It is unlikely that funding or additional right-of-way could be obtained in the near future to widen this roadway further. There are also environmental considerations along many sections of US 27 that further constrain the widening of this road. • The area bounded by SR 17, Masterpiece Road, and Burns Avenue encompass Bok Tower Gardens and a large portion of its viewshed. There is strong political and social consensus throughout The Ridge that the existing development densities within that area should not be dramatically changed and that no additional roadways should be considered.

Limitations to be seriously considered include the following: • The Green Swamp is designated as an Area of Critical State Concern (ACSC). According to Polk County’s Comprehensive Plan, additional roadway network within this designated area can only be considered when weighed against issues regarding the health, safety, and welfare of the residents of the region. • Upland scrub habitat along The Ridge and the endemic species associated with it are found nowhere else in the world. Many of the species of plants and animals that occur on The Ridge in this habitat are classiﬁed by state and/or federal agencies as threatened or endangered. Any proposed roadway network that traverses scrub habitat is likely to impact a number of protected species. Roadways proposed in or around these unique uplands should follow existing disturbed areas or be avoided to the greatest extent possible.

• Attempting construction on environmentally sensitive land may mean additional cost, time, and/or mitigation. Although it is possible that some roadways may be permitted and ultimately constructed despite the environmental impacts, they are likely to be very expensive and have strong opposition. These considerations should be balanced with the transportation network beneﬁts to be gained in the community and/or region.

East Polk County 2030 Network Needs Study

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East Polk Study Area

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HWY 98 E

LAKE BUFFUM RD S

MILLS RD

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BARNEY KEEN RD

East Polk Roadway Network by Existing Surface Type

COUNTY LINE RD

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Hickory Lak e

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Lake Moody

Lake Leonore

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LIBBY ALICO RD MURRAY RD

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HWY 630 W

LIBBY RD

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JUSTICE LN

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SEMINOLE RD

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BA CK BO RIM RD RIM RD S

VIL L A

FAIR W GE D R WA L NU I TA BLVD

CYPRESS PKWY

MULLE T RD ST NE PI A HE L IB U T RD O N ML C O R EE K DR

CHINOOK RD

MAMMOTH GROVE RD

Lake Pier ce

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HOLLY ST

Lake Clinch

HOLLISTER RD

T Y LA KE RD Lake Streety

OTTO POLK RD

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FOX RUN DR

640

BE L LA RD PARRY RD Lake Easy ARTI LN

FAST TROT TRL

SUNSET DR GRANT RD

PASSION PLAY RD HUNT BRO THERS RD

FERGUSON LN LAKE LN

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ELM

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Lake Marion

K E M AR I O

MASTERPIEC E RD

Lake Wales

Mountain La ke

Lake Star r

DEKLE RD

CANAL RD

HWY 544 E

U RY

TINDEL CAMP RD

STALNAKER RD Lake Annie

Lake Gord on

L AK E MA BE L L

WAVERLY RD SR 540

HATCHINEHA RD

WATER TANK RD E

KOKOMO RD

N LA KE CUT O FF RD U N TAI

R SE

W HW Y 60

WHITE CLAY PIT RD

HUGHES RD

WEIBERG RD RIDG EWO OD AVE FREDERICK AVE

Lake Parker

O M

Lake Myr tle

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ROE RD

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ROOKS RD

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Little Lak e Hamilton

Lake Hamilton

Lake Eva

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Lake Confusion

Lake Hester Lake Tracey

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60 E

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Lake Rub y

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CRANE DR

HORSESHOE CREEK RD

NEAL RD MYSTERY HOUSE RD

SO UTH BLVD E

Lake Davenp ort

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SANDERS RD

NORTH BLVD E PALM ST E

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Hammock Lak e Tower Lake

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Twin Lakes

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Gator La ke

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Wetland (SWFWMD and SFWMD)

Water

CY P RE S S

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Lake Winterset

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Lake Eloise

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DUNDEE RD

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LONG LAKE RD

LU CE R N E

Lake Lucerne

BERN DR A RK R D ER N E P

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Lake St. Char les

E L OW ER Y RD Bo nnet Lake

K Y LA

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Lake Garfield

PINETREE DR

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LEGEND

DISHO NG

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Lake Lulu

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A LTURA S BA BS ON PAR K C UT OFF RD

WEITA RD

COX RD

D 3R

Lake Shipp

COWPEN RD

THEL MA ST E

Lake Haines

OLD

H A IN

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LAKE GEORGE RD 2W Y9 Lake Rochelle HW

BOMBER RD

MUD LAKE RD

HWY 640

LEDLY WEAR RD

EVENHO USE RD

PIER CE ST W

C AS S R D

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Lake McLeod HW TRANS PO RT RD

Lake Eagle

SAND LAKE RD

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LBJ LN

May 2008 Aerial Source: SWFWMD 2006

AVENUE T NW

H W Y 5 40 W

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SPIRIT LAKE RD

HATFIELD RD

Lake Cannon AVENUE J NW AVENUE G NW

HOBBS RD

DERBY AVE E

R M U DI A MARIANNA RD ST PIKE ST E 92 Y HW

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PARRISH RD KELLER RD

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21 ST S T GA RFIE LD R D

80 FO OT RD

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ORCHID DR

RUSSO RD BROOKE RD

VANBERGER RD PO OL BRANCH RD

MARTY LN

11TH ST NE

LAKE ST

I4 W

GERBER DAIRY RD

COOLEY RD

ELLIOTT RD HANKIN RD

HWY 557 HW Y 17 N

6TH ST NW 6 TH S T S W

1ST ST N 1ST ST S

LOGA N LN AVENUE A W RIFLE RANGE RD

L LD O

15TH ST NE 17TH ST NE

2ND ST N

ALTURAS RD N

BUCKEYE LOOP RD E

PIT RD

LAKE HENDRY RD

RA RD RD

SE RE NITY BUFFUM CHURCH RD AVON PARK CUTOFF RD

J JACKSON RD S

CHAMBLISS RD

DS DU VAL R

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MEADOW WAY

LAUREL LN

GAR

WOO DVILLE ST

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AS H

TON HW Y 17 9 2 N 20TH ST S 4TH ST 8TH ST S

LASTINGER RD

ASH FOR D DR HENDRY AVE S

MT PISGAH RD

D M G DR

MANLEY RD

EDGE WOOD DR N

SINGLETARY RD

CAMPBELL RD

LAKE DAISY RD OLSEN RD

BUCK MANN RD K E LA

DETOUR RD

10TH ST N

ACUFF RD

OLD FORTY RD

6TH ST N

30TH ST N 30TH ST S CAMPBELL RD A T RACE RD

SPINNER DR

WATERS RD RHODEN RD

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DOGWOOD RD

12TH ST N

MCCLELLAN RD

PERCH ST

PO WER LINE RD

OLD STOKE S RD

BEREAH RD W

HW Y 54 7 N

G ST

MIAMI ST S W AY

C DAVIS RD

H Y RD

DAW E S R DAWE S RD D

RD DOC LINDSE Y

RD PRO OF FRO ST WES T

BEREAH RD E

LAK E BUFF UM RD DS

RAULERSON RD

5TH ST N

JIM E DWA RD S RD

P AC I FI C

JAFFA LN

MARIETTA ST

IR W AY

11TH ST S

E ST LN LIN CO

HWY 27

9TH ST S

THO RNBURG RD

BLACK RD

LEWIS G RIFFIN RD

H L SMITH RD S 1ST ST S 3RD ST S ST

CR EWS RD

JOH N

PAR DR

RAYMOND AVE CENTRAL AVE

RD S

TON RD

MONTROSE RD

AIRPO RT RD DAVIS KEEN RD MINUTE MAID RD S DAVIS RD TYRE RD WES MANN RD

HOPSON RD

MUNCIE RD

LEISURE RD TANK RD

E AV

B F COOK RD COOK RD E

CAPPS RD

K LA

EA GL

WOO DLEY RD L FLOO D RD

PO LLARD RD

RT AIRP O

L ON

C S U LL IVA N R D S CE N IC HWY S PALM AVE N

3 65

STOKES RD

MA CON RD

H 4T

I SN E AV

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IC CE N Y HW N 1ST ST N

LAMB RD

KING RD NS RD

L SH E L

B L VD

LAKE P AT RI C K

X DR E LAKE FO

R T O WE

MP RD LOST GROVE RD

SAI NT HE LE N A R D

WARDLAW RD

RN THO

SANGSTER RD

F IRETO WE R R

HWY S I MA

O O P RD

DUDE RANCH RD

ADAM S BARN RD EY

L ANE

L IBB Y RD RD

OLD AVON PARK CUTOFF RD

N IC

RD RATTLESNAKE RD

JE NNINGS

ICO

E IN GODWIN RD

10TH ST S ROC KY POINT RD

AL ST

WARDS RD

D A R

B O U G H RD

RD B AB

20T H ST N

LA K

COWPEN RD

LN D

R RD C EDA Y PO INC IAN A PKW

HA IG

SILS RD

R MA

G TI

SAND PINE TRL

RA TA A M

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R E BYRD RD

AC KR

AV E

H WY 559 R B

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BR EAM ST Y

East Polk County 2030 Network Needs Study CR

ON R D

TE R RD WALK IN WA ED M

FA LC

DR 64

D SR RD

AVOCADO DR

EV A N

OT AVE PO SS UM TR R

LAKEVIEW DR

ER T IG UN NA

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CR 544

Detour Road

Continuous north-south corridors parallel to US 27 and SR 17 are a primary need, as these two existing facilities are policy or physically constrained and diﬃcult to be widened. The goal should be to provide two or three parallel corridors in each section of the study area

Haines City

Any additional connectivity between US 27 and SR 17 is also a high priority because these connections will reduce the volumes on both roadways by shortening and modifying trip lengths.

2-L Lake Hamilton

South 30th Street

Marley Drive

Evangeline Drive

Offset intersections are to be avoided and eliminated wherever possible. Correction to, and realignment of intersections should be considered where continuity of traffic patterns are significantly interrupted.

4-La

Dundee

Transit lines should be located as close to each area’s density center as possible. In general, these locations should be in close proximity to both demand and destination. Similarly, any premium transit including rail or limited stop transit should provide service in close proximity to the residential development and employment opportunities that form the traditional core of each community’s downtown.

The right road in the right place. Two lane roadways are generally preferred because they are less expensive to construct and easier for pedestrians and bicyclists to navigate. However, multilane roadways may be necessary for major commerce routes and areas in which environmental or political constraints limit the number of parallel facilities that can be constructed.

All roadways should be designed and constructed as complete streets that provide appropriate support for all viable modes of travel, including pedestrian, bicycle and transit service. Multilane roadways should provide separated multi-use trails so as to support the pedestrian and bicycle network throughout the area, and induce the number of trips supported by these modes.

Lake Wales

In agricultural areas, the roadway network structure that is needed to provide adequate service to the agricultural area should not be decreased or eliminated when the area is converted to other land uses. The human limitations involved in harvesting citrus and other agricultural crops are the same human limitations that govern the design of an appropriate roadway network that will serve all modes of transportation. Maintaining and enhancing these grove roads provides an inexpensive network of collector streets and fosters a livable community.

640

Babson Park

Frostproof

East Polk County 2030 Network Needs Study

hee primary tool available for comparing a roadway network’s capacity to its h vehicular demand in the future is the regional transportation model. These models combine estimates of human activity in the future, based on planned land uses, with geographically connected representations of the roadway network. This representation of the roadway network contains data regarding operating speed, capacity and number of lanes. The model projected demand is further regulated by adjustments based on type of area (i.e. rural. urban), and facility type (i.e freeway, local street). In the state of Florida, the standard model system is known as FSUTMS, the Florida Standard Urban Transportation Model System. The most recent model generated in Polk County was based on census data from 2000 and has projections out to 2030 including the Long-Range Cost Feasible (LRCF) roadway network anticipated by the Polk Transportation Planning Organization (TPO). The Polk County 2030 LRCF FSUTMS model was modified to test the roadway network efficiency and needs along The Ridge. As part of this process, both the projected socioeconomic data and the future roadway network was refined throughout the study area to better reflect current and future conditions. This process included subdividing several large Traffic Analysis Zones (TAZ’s), updating the socioeconomic data to reflect development patterns in the recent past and adding additional roadway network that would not normally be included in a regional scale model. The following pages summarize the two primary models that were used to assess conditions throughout The Ridge and the results of those modeling exercises. These models showed fairly consistent issues in Haines City and Dundee, where intense development patterns have been anticipated. In both areas, roadway network has been proposed that will improve conditions dramatically. However, pockets of congestion that cannot be remediated by any feasible roadway network additions will remain. Development south of Waverly Road is not anticipated to be as intense over the next 25 years and the roadway network that is accessible to that area is largely adequate to meet the needs that are currently anticipated. Specific deficiencies will remain between SR 17 and US 27. Additional connectivity between these two roadways will improve their LOS and several of those connections have been explored.

East Polk County 2030 Network Needs Study

Based on the results of the two refined roadway models, it appeared there was no significant benefit to continuing alternate roadway network evaluations throughout the study area. Solutions to the existing and future capacity constraints in the area will revolve around the expansion of existing facilities, the implementation of new transportation modes, and possibly of greatest importance, revisions to future land use and/or short term development patterns.

In many areas a

However, determining corridors throughout the study area that will provide for additional roadway network support and connectivity can be beneficial especially if development patterns increase at a pace greater than that anticipated in the models. The socioeconomic data used in the analysis does not reflect the full build out potential for the area. Should demand increase to develop significant areas that are currently in agricultural production, additional roadway network will need to be provided to support that development.

dramatically. However,

roadway network has been proposed that will improve conditions

there will remain pockets of congestion that cannot be remediated by any feasible roadway network additions.

View of Bok Tower

Socioeconomic Data Refinement Land use and population data were gathered from several primary sources: • North of Davenport. The TAZ’s and their corresponding zdata were split by TPO staff to account for the additional development and roadway network associated with the NorthRidge Community Redevelopment Agency (CRA). • Haines City Proposed Project Model. Recent and current development trends were deemed to be more accelerated than was originally anticipated in the 2030 LRCF model, but less than the full area buildout anticipated by the model generated for Haines City’s CityView plan. Therefore, population and employment in Haines City were revised to reflect the projects that are currently under review and approaching approval. Daily trip projections were calibrated to Institute of Transportation Engineers (ITE) external daily trips for those proposed land uses. If it appeared that the 2030 LRCF model had anticipated all or part of a proposed project then the base data was reduced accordingly. This model was chosen as a compromise between the

2030 LRCF and the Haines City Special Area Plan (SAP) model and land use. It had been originally generated to provide Design Traﬃc data for a Project Development and Environment (PD & E) study of the SR 544 corridor between US 27 and SR 17.

Development Projects Planned or Under Construction Parcels

Liberty Bluff Phase 3 Liberty Bluff Phase 4 Liberty Square Magnolia Landing Orchid Gate Patterson Groves Patterson Heights Penninsular Heights Penninsular Ridge Preston Park Randa Ridge Ridgeview Sandy Pointe Silverwater Snell Creek Subdivision Southern Dunes Expansion Stonewood Crossing 1 Stonewood Crossing 2 Sunset Chase The Crossings Valencia Whittier Heights Commercial/Office American Athletic American Legion Castro 4 Plex Civix Dunkin Donuts Florida Medical Center Hampton Inn H.C. Commerce Center H.C. Convenience

Projects

• East Polk Selected Area Study (SAS) Proposed Project Model. This model was prepared as a base 2030 model for the East Polk SAS. It includes current dwelling unit counts and corresponding population estimates combined with the 2030 LRCF employment estimates and all proposed/approved development within the East Polk SAS area. Current development proposals account for over 6,000 dwelling units in comparison to less than 5,000 new units anticipated by the 2030 LRCF.

Residential Alamo Terrace Appaloosa Ridge Bonnies Landing Bradbury Pointe Calabay Parc Phase 1 Calabay Parc Phase 2 Calabay Parc Phase 3 Calabay Parc Phase 4 Cara Estates Carlisle Grande Carol's Cove Chandler Ridge Classic Gardens Crosswinds Estates at Lake Hammock Haines Ridge Hidden Lake Phase 1 Hidden Lake Phase 2 Hidden Lake Phase 3 Hidden Lake Phase 4 Hinson Avenue Subdivision Holly Ridge Estates Johnson Ave Subdivision June's Grove Lake Hester Estates Lake Marion Development LLC Lake Tracy Estates Liberty Bluff Phase 1 Liberty Bluff Phase 2

Classic Gardens

Ridgecrest Plaza Promenade Medical Park

Carlisle Grande

H.C. Medical Office Complex Walgreens St. Charles Plaza Civix Silverwater

Holly Ridge Estates

• South of Waverly Road. The 2030 LRCF model zones were subdivided in selected locations to support a more reﬁned roadway network. The socioeconomic data in the TAZ’s in that area were reviewed and revised by TPO staﬀ with additional growth added to areas that have seen recent development activity.

FL Medical Center

Haines City Enterprise Center H.C. Medical Office Complex Haines City Toyota Joey's Plaza Northridge Professional Center Promenade Medical Park Ridgecrest Plaza SJC Dental Office Southern Dunes Shoppes St. Charles Plaza Tandum Office Retail Tibbets Commerce Park Walgreens Webb's Square Church Projects Hilltop Church Misc. Projects Athletic Fields Bethune Gym Eight Acre Park Freshman Academy Lake Eva Park Industrial Aldi Cellynne Elite Cement Products First Industrial Park Haines City Commerce Park Jahna OldCastle Sullivan Industrial

Dunkin Donuts OldCastle Webb's Square

Bonnet Lake

SJC Dental Office Northridge Professional Center Patterson Heights

Patterson Groves

Orchid Gate

Snell Creek Subdivision

Alamo Terrace Calabay Parc 1 Hammock Haines City Toyota Tower Lake Lake

June's Grove

Stonewood 2 Stonewood 1

C.P. 3 C.P. 4 C.P. 2

Lake LowreyEstates at Lake Hammock

Appaloosa Ridge

Liberty Square Southern Dunes Expansion 8 Acre Park Randa Ridge

Ridgeview Preston Park

Crosswinds

Bethune Gym

Southern Dunes Shoppes Hampton Inn

Cara Estates

Johnson Ave Subdivision

Lake Tracy Estates H.C. Commerce Center Hidden Lake 2

Hilltop Church Joey's Plaza

Lake Hester Estates The Crossings Chandler Ridge

Hidden Lake 1 Hidden Lake 3 Lake Tracy

Hidden Lake 4

H.C. Convenience

Tandum Office Retail Hinson Avenue Subdivision American Legion

Bradbury Pointe

Lake Eva Liberty Bluff 4

Carol's Cove

Sandy Pointe Lake Eva

Bonnies Landing Athletic Fields Freshman Academy Whittier Heights

Liberty Bluff 1 Lake Henry

Sunset Chase

Cellynne

Liberty Bluff 3 Magnolia Landing

Penninsular Ridge Penninsular Heights

Haines Ridge Sullivan Industrial HC Enterprise Center American Athletic HC Commerce Park Tibbets Elite Cement Products First Industrial Park

Liberty Bluff 2

Lake Marion

Jahna

Lake Marion Development LLC

Valencia Little Lake Hamilton

Cody Villa Road

Lake Hamilton

East Polk SAS Proposed Projects East Polk County 2030 Network Needs Study

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The results of this model run showed deficiencies on certain connections between US 27 and SR 17 and in the urbanizing areas in Haines City and Dundee. CR 17 west of US 27 also shows significant capacity constraints. Very few deficiencies were demonstrated in Lake Wales and Frostproof.

108

6937

13 94

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3330

Base Model Once the TAZ’s were subdivided and combined into a single model, the initial Base Model for 2030 was generated. Geographic Information Systems (GIS) data and aerial photography were used to establish which roadways are currently paved and represent adequate through routes. These roadways were added to the 2030 LRCF network along with any roadway network that would be required to provide access to any speciﬁc project identiﬁed in Haines City or the East Polk SAS.

748

7483

Haines City Study Area

East Polk County 2030 Network Needs Study

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service C, D or E conditions on

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a generalized table without any additional analysis. 81 2

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10875

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1492

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41638

3 21 2016

6152

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of the roadway.

138440 51 3

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20293

0 32

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13 32 2

96 7

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315

level of service and the capacity

6 64 27

48 430 25 430

that clearly exceed their adopted 4084

4065

44 35

7596

indicates congested conditions

266 0

252 1

43621

8186

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934

1 80

8058

5203

analysis to verify operating

26 2 1

3337

2846

LOS, but would require additional conditions.

41 83

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3727

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0 4

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consistent with an acceptable

752

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12583

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1 13

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0 804

1 79

2106

13496

58 10

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1463

0 55 16

may still exhibit operating speeds

3727

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8187

8 428

57 20

5324

v/C ratios between 1.00 and 1.25

4288

indicates basically free ďŹ&#x201A;ow

v/C ratios between 0.75 and

9 26 10

513

1548

2116

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A v/C ratio of less than 0.75

1887

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as follows:

conditions.

5649

The v/C ratios can be interpreted

94 18

1484 6

4236

10269

3135

2284

3135

To give a general assessment of the operational conditions for each roadway, the travel demand volume (v) projected by the model was compared to the model generated capacity (C) for each roadway. The corresponding v/C ratio was color coded to provide a relative indication of congestion.

25 02

6 800

2284

Volume/Capacity Ratios (v/C): 0 0

10148

278 9

5965

38036 2425

363 5

Lake Wales/Frostproof Study Area

East Polk County 2030 Network Needs Study

36 46 30

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96 24

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308

957 4 4

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1791

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925

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423

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2339 2206

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26895

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10364

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11523

2277

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8384 9565

12471 14121

63 38

28174

2699

9 26

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12359

0 264

53 1126

13929

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23759

68 35 12566

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1987

1639

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12973

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Several operational changes are obvious. In Haines City, widening US 17/92 and 30th Street and adding additional east-west network reduces the volumes on 10th Street and Bates Road; thereby reducing demand to a level near the model capacity for those facility types. Connecting Sanders Road to CR 17 reduces the length of impaired roadway by 2.6 miles and reduces the impaired section of US 27 dramatically as well. Even with improved connections to SR 17 and US 27 capacity constraints continue to control movement throughout the north part of The Ridge. Areas in Lake Wales and Frostproof continue to show no signiﬁcant roadway deﬁciencies.

289

13 00

02 28

5899

The second model prepared included all roadway connections that have been anticipated as needed in any previous plan. Expanded network plans that were used included the Polk County Long Range Transportation Plan (LRTP), the NorthRidge CRA, the Haines City CityView Plan and the Town of Dundee’s planned roadway network.

2802

Previously Proposed Network

02 104

8608

Haines City/Dundee Study Area

East Polk County 2030 Network Needs Study

14403

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541 7

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East Polk County 2030 Network Needs Study 7503 28

2199

1225 8037 9264

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10321

Lake Wales/Frostproof Study Area

ver the past decade or more, The Polk Transportation Planning Organization has been fairly successful at coordinating transit services to the urbanized areas it serves. This service was initially provided through several small transit agencies tied to local cities (Lakeland and Winter Haven) and other services provided through Polk County directly. Each of these systems emerged from a desire to meet the needs of the transit dependent in those individual communities. Recently, it has become clear that these services can be better provided under a cooperative agreement directly supervised by a single authority.

ride lots along US 27 and SR 60. Each of the intermodal centers shown in the study area do connect to current local circulator routes and therefore could provide some service for shopping or employment trips away from US 27.

The Polk Transit Authority (PTA) was created through legislation in 2007. The primary mission of the PTA is to provide countywide transit services through the consolidation of Polk County’s three existing transit providers into a single authority. The PTA will be able to address public transportation needs on a countywide basis and implement the appropriate mode of service such as express bus service, bus rapid transit, and even rail along the ridge area included in this study. The following future service improvements along this corridor have been identiﬁed in the TPO’s Long Range Transportation Plan as well as the Polk Consolidated Transit Development Plan.

The ﬁnal map shows the existing and proposed intermodal facilities and connections that have been envisioned for the study area. As would be expected, transit transfer centers have been planned at the proposed intermodal centers on US 17/92 and at the Eagle Ridge Mall. A park and ride lot is also planned for a location near the intersection of US 27 and SR 60. The SIS rail corridors, particularly in the north portion of the study area may become increasingly important due to their potential to connect to the commuter rail system planned for Orlando.

The Proposed Transit Services Map shows several potential new circulator routes. One route would connect the intermodal centers on at the Posner DRI with the shopping center on US 17/92 in Haines City while a second would connect Winter Haven with Dundee along the SR 542 corridor.

Three local circulator lines in this system currently serve the Ridge. Route 15 serves Lake Alfred and Haines City largely via US 17/92 although it also circulates through the areas immediately around the Haines City downtown. Route 30 largely serves southeast Winter Haven, but travels along SR 540 to SR 17 (Scenic Highway) and back to the Eagle Ridge Mall on US 27. From this terminus, Route 35 continues south through Lake Wales and on to Frostproof. Routes 15 and 30 are operated by the Winter Haven Area Transit Authority (WHAT) and have 1 hour headways. Route 35 is operated by The Bus under the direction of Polk County Board of County Commissioners and headways are generally 2 hours with a break for lunch. The Polk County Transportation Improvement Plan (TRIP) has several maps that detail future demand and planned transit services. Each of these maps have been condensed to the Ridge study area and are shown on the next page. The first map in the series, Existing Transit Routes with Transit Potential, details the potential demand for transit by census tract based on several factors including vehicle ownership and age as recorded in the 2000 census. In general, the areas that are most likely to have strong demand for transit service are clustered near historic downtown areas. One census tract that appears to be an exception is the section east of the rail line near Highland Park. However, this census tract is large so it is likely that there are specific areas near the railroad and near SR 60 that will have high transit demand while the rural areas that make up the eastern side of that census tract are likely to have less demand. Many of the areas with the highest potential demand are already served by transit, but with relatively low frequency (1-2 hour headways) and few route options (generally only 1 fixed route). It should be noted that the transit potential in several areas may have dramatically changed since the 2000 census based on new development, particularly in Lake Hamilton and Dundee. The second map shows plans for premium transit services which would include express bus service along US 27 and SR 60, west of Lake Wales. Premium transit is not in place currently but has been seriously considered for implementation in the near future. These lines would directly connect several shopping centers and/or park and

East Polk County 2030 Network Needs Study

Proposed Intermodal Center

Proposed Transit Services - Adopted December 5, 2005

East Polk County 2030 Network Needs Study

Existing Transit Routes with Transit Potential Adopted December 5, 2005

Premium Transit Services - Adopted December 5, 2005

Intermodal Facilities - Adopted June 21, 2007

he he current transit service and planning efforts provided by the TPO provides a strong basis for reducing personal vehicle de demand and dependency. Although initial planning efforts have been focused toward serving transit dependent populations along the Ridge, plans for express bus service will increase the potential for transit ridership among other populations. This will require careful consideration and attention to the system design due to the trade-offs that would have to be weighed by a non-transit dependent rider.

express bus service to access commuter rail should not dramatically extend their average travel time to drive the same distance. If reasonable fares and travel times can be achieved, ridership could be very high, particularly during peak periods. Using the average cost per hour to operate a bus in Polk County, a $3 bus fare and one hour headways, an average ridership of 25-30 per hour could be adequate to pay for itself and would cost less to the consumer than their fuel cost for the same trip.

There are ongoing changes in the land uses planned and constructed along The Ridge and these may impact the transit services planned in this area. In addition, the planned commuter rail system in Orlando may provide signiﬁcant opportunities for providing transit service to those that are already commuting from Haines City, Winter Haven, and Dundee.

In the 15-30 year time horizon, as US 17/92 becomes more congested, it could be more valuable to invest in extending the Orlando based commuter rail system south into Haines City than to expend construction dollars on widening US 17/92. It is not out of the realm of possibility to suggest the potential for rail transit throughout the study area. The commuter rail system planned for Orlando will extend to Poinciana on US 17/92, only 17 miles between the planned commuter rail station and the planned transit transfer center in Haines City. The CSX rail system that serves the Orlando system is the same system that travels through Haines City, Auburndale, Lakeland and on to Tampa.

It is likely that within the next 5-10 years there will be adequate demand to implement the two proposed bus circulator routes within the study area. Both of these routes show strong potential for serving the transportation dependent, particularly the elderly. As the ﬁrst route is planned around the north side of Haines City, care should be taken to support the expanding medical campus at Heart of Florida Hospital, the transit dependent populations north and west of downtown Haines City and the industrial employment centers further south adjacent to the CR 544 corridor. Plans for the second route between Winter Haven and Dundee should take into consideration the need to serve the rapidly developing neighborhoods to the east of downtown Dundee. The addition of this circulator route may indicate the need for an additional connection point to the planned Express Bus Service along US 27. Recent census data indicates that many people along The Ridge and throughout Polk County work in either Tampa or Orlando and commute to those areas two to three days a week. During certain times of the year, travel times from Orlando to Haines City regularly vary from 45 minutes to 2 hours. Traditional transit planning assumes high-density development is necessary to support premium transit options. However if this commuting pattern continues, a premium transit service that provides reliable access to downtown Orlando or Tampa could be suﬃciently attractive to warrant people driving to a local premium transit stop (rail or express bus) despite lower densities along The Ridge. It is intuitive that this kind of system would support residential development throughout The Ridge. However, over time the area would also become more attractive for employment and commercial development secondary to the residential development.

A second spur line could be constructed along the Haines City rail right of way and continuing through the abandoned rail rights of way south as far as Waverly and possibly farther. Reaquisition of the historic rail corridor would ultimately be required, but with few exceptions, the land for these corridors has not been developed and could be reassembled as the need arises. At this point, much of this potential rail corridor could easily be bought and developed by private land owners without any thought to the potential transportation system loss. Protection of the rail corridor should be a consideration of each jurisdiction along The Ridge. A rail line through this corridor could be a valuable economic development tool besides the obvious transportation beneﬁt. If the county and local jurisdictions desire to take advantage of this transportation option at any time in the future, it will be very important to indicate their desire in their comprehensive plans and provide goals, objectives and policies that would support preservation of these historic rail lands for future transportation use. The following map shows the location of the historic rail corridors within the area and locations along those corridors in The Ridge where continuity has been disrupted by proposed or constructed development. The map also gives an approximate route for a new express bus system that would connect the planned express bus system to the Orlando Commuter rail system.

This kind of commuter transit system could be incrementally implemented in two ways over the next 20-30 years. In the next 5 to 15 years, an additional express route connecting the proposed Haines City Transit Transfer Center with the planned commuter rail station in Poinciana has potential for signiﬁcantly expanding the commuter component of the Express Bus line as long as US 17/92 remains relatively uncongested. This could reduce personal vehicle usage throughout the area, but particularly on US 27 and I-4 where roadway widening may not be an option. The key to a successful system would be the ability to guarantee a travel time that is only slightly longer than the average time it would take to drive the same distance. Coordinating bus service with the rail system schedule will be a primary consideration for the route timing and headways. Most consumers make transit trip decisions based on the fuel costs they spend on their trip rather than the overall cost to operate their personal vehicle because they will own and maintain the vehicle regardless of whether they use it on a speciﬁc trip. In order to be an attractive choice for commuters, the combined fare between the commuter rail system and express bus service would need to be similar to the cost of fuel to drive the distance. In addition, riders would expect that utilizing

East Polk County 2030 Network Needs Study

Rail crossing in Lake Wales

Historic rail station in Haines City

East Polk County 2030 Network Needs Study Additional Proposed Intermodal Centers

TPO Proposed Intermodal Centers

Impedence to Rail Service

Potential Rail Service

Potential Circulator Extension

Proposed Commuter Rail Express Bus

Proposed Transit Lines

Existing Transit

Historic/Existing Rail Lines

City Limits

Future Transit Service Opportunities

Creek in scrub habitat

Bald Eagle

Xeric scrub

Black Bear

Ancient sea level

he h Lake Wales Ridge (LWR) is a rare and threatened xeric scrub ecosystem. It is off global l b l significance because of the rarity of the ecosystem type and the large number of endemic species, some of which cannot be found anywhere else in the world. To detail these environmental impacts, the existing GIS data was analyzed. Followup observations were made for potentially sensitive areas during a cursory field review conducted on March 13, 2008. Potential impacts to natural resources were evaluated regionally, and then field reviews were conducted where conflicts warranted further investigation. It should be noted that access to these areas is limited because many of these occur on private property. An overview of the potential for listed species to occur is accomplished in the Threatened and Endangered Species section due to the location of the overall study area within the regional landscape [i.e. The Ridge].

Threatened and Endangered Species Ancient sea level rises during the Pleistocene and more recent epochs isolated the sand dunes and sandhills that comprise The Ridge from continental North America as narrow islands. During this period of isolation, various plants and animal species became adapted to the arid conditions of the scrub and longleaf pine (Pinus palustris)/xeric oak (Quercus sp.) habitats found on The Ridge. These adaptations led to the evolution of numerous endemic species, many of which are listed by state or federal agencies as Threatened or Endangered, in fact, The Ridge has one of the highest concentrations of Threatened and Endangered species in the United States.

East Polk County 2030 Network Needs Study

Historically, The Ridge was comprised of a mosaic of high pine, scrub, wet prairies, freshwater marshes, sinkhole lakes, and forested wetlands. Frequent fires swept through the pyrogenic high pine areas, which maintained the high plant species diversity and open park-like appearance of these areas. Many of the plants and animals in this habitat adapted to these frequent fires and exhibited characteristics such as burrowing into the sand (wildlife) or quick regeneration after a fire (plants). Much of these historic areas, including the majority of eastern Polk County, have been converted to residential or agricultural uses such as citrus groves or pine plantations. These conversions have fragmented the remaining patches of natural vegetation and caused long-term changes in the fire regimes of these pyrogenic communities. The lack of fire has compromised habitats utilized by populations of Threatened and/or Endangered species along The Ridge. An evaluation of existing data pertaining to listed species found within the Florida Geographic Data Library (FGDL) was conducted. As depicted in the following graphics, this analysis documents potential black bear (Ursus americanus floridanus) and Florida panther (Puma concolor coryi) habitat, listed species occurrences as documented in the Florida Natural Areas Inventory (FNAI) database, and bald eagle (Haliaeetus leucocephalus) nest locations through the 2006-2007 nesting season. Current regulations require a primary buffer zone of 330 feet and a secondary buffer zone of 660 feet from these nest locations. The proposed roadway segments identified in the preliminary East Polk Network Plan do not appear to interfere with these regulatory requirements based on the current nest locations.

rises during the Pleistocene and more recent epochs isolated the sand dunes and sandhills that comprise the Lake Wales Ridge from continental North America as narrow islands. These adaptations led to the evolution of numerous endemic species, many of which are listed by state or federal agencies as Threatened or Endangered.

The potential for the sand skink (Neoseps reynoldsi) and blue-tailed mole skink (Eumeces egregius lividus), to occur within any intact scrub system within the study area is high. Both of these species are listed as Threatened by state and federal environmental agencies. No formal surveys can be conducted on private land so for the purposes of this evaluation, new roadway segments that traverse intact habitat patches are considered to be occupied by the aforementioned species. Various listed plant species are also likely to occur within intact scrub habitat. The United States Fish and Wildlife Service (USFWS), through the Endangered Species Act and other regulatory instruments, and the Florida Fish and Wildlife Conservation Commission (FFWCC), through Chapter 68 of the Florida Administrative Code, regulate activities that may affect protected species. Site specific investigations are likely to be required prior to the implementation of any planned improvements. The likelihood of obtaining the necessary permits must be analyzed on a case-by-case basis. Permitting constraints and opportunities are identified in the following sections. Ultimately, the following permits may be required prior to construction:

Natural Resources To assess generally the natural resources within the vast study area, existing information contained within the FGDL was analyzed. These data include current and proposed conservation lands (FNAI and Florida Forever, 2007), wetlands as mapped by the SWFWMD in 2005 and SFWMD in 1999, floodplains, hydric soils, and Threatened and Endangered species (FNAI and the FFWCC). Soils were designated as hydric if mapped inclusions totaled more than 25% (Hydric Soils of Florida Handbook, 1995). The mapped hydric soils and floodplains generally correspond with wetlands along the corridor. The compiled data were overlaid with potential network expansion areas. Alternative corridors were sought by ecologists and transportation planners when an overlap of environmental constraints and potential network existed. Maps were produced that assimilate the GIS data layers described above for each area of concern. These ecological considerations were used to help gauge the difficulty of constructing additional roadway throughout the region as will be documented subsequently.

was comprised of a mosaic of high pine, scrub, wet prairies, freshwater marshes, sinkhole lakes, and forested ﬁres swept through the pyrogenic high pine areas,

• Individual Permit/Nationwide Permit - United States Army Corps of Engineers

which maintained the high plant

• Gopher Tortoise (Gopherus polyphemus) Relocation Permit - FFWCC

species diversity and open park-

• Section 7 or Section 10 Incidental Take Permit/Biological Opinion - USFWS

East Polk County 2030 Network Needs Study

Lake Wales Ridge

wetlands. Frequent

• Environmental Resource Permit - Florida Department of Environmental Protection (FDEP)/Southwest Florida Water Management District (SWFWMD)/ South Florida Water Management District (SFWMD)

• Building Permit - Polk County Government

Historically, the

like appearance of The sand skink (left), and the blue-tailed mole skink (right), can be found in The Ridge area.

these areas.

he h majority of roadway network design process has focused on identifying potential locations for proposed roadways. However, a great transportation network is more than a series of lines on a map. The implementation of the planned roadway network should address how the proposed roadway network integrates into the context of the developing area. Several jurisdictions in the study area are beginning to require multi-modal roadways and this is a good start. The county will be well served to continue the practice of providing a system of “complete streets,”; streets that are equipped to handle vehicles, transit, bicycles and pedestrians. As fuel prices increase, the demand for alternative modes will also increase. Providing the ability to utilize these alternate modes will decrease the vehicular demand and reduce or delay the need for additional lane miles. The US Congress has been considering requiring complete streets for all new roadways and anticipating this requirement may substantially reduce the cost that could come with redesigning or retrofitting new facilities. Over the past two decades, much has been learned about the optimum geometric configuration for transportation facilities. Roadways that are too wide reduce driver awareness, increase speeds and decrease safety. A recent study analyzing roadway geometric and crash statistics in Illinois1 showed a measurable decrease in fatalities with decreasing lane width and number of lanes. In effect, the anticipated safety advantages anticipated from wider, less congested roadways were completely nullified by the decrease in driver attentiveness. Lane widths as low as 10’ have been used on major collectors in urban areas with significant safety improvement.

On the other hand, geometric requirements for non-vehicular modes have been shown to be larger than previously anticipated. Most older sidewalk standards specify a 4’ width, but it takes at least 5’ for two people to walk side by side and at least 6’ for people to pass each other comfortably. In areas with a very sophisticated biking population, a 5’ bike lane has been shown to be dramatically safer than a 4’ lane. In areas where the biking population is less experienced, a separate 10’-12’ multi-use path is preferred.

The county will

Investing in these amenities is far cheaper than investing in new roadway lanes, and provides positive safety beneﬁts. A narrower roadway cross section is also far easier to cross than a wide road and creates less of a barrier between communities. Many communities are beginning to realize that every foot of right of way or lane width acquired means land that is transferred from tax rolls to public maintenance. As construction materials become increasingly expensive, this unnecessarily drives up the cost of the roadway and increases the size of drainage facilities needed to handle runoﬀ.

system of “complete

be well served to continue the practice of providing a

streets,”— streets that are equipped to handle vehicles, transit, bicycles and

The following page shows some suggestions for cross sections that take advantage of these principles. Several of these cross sections have been encouraged in Haines City and Dundee. These cross sections are in no way manditory but reﬂect elements that will encourage multi-modal transportation, like wider, shaded sidewalks and bike lanes.

pedestrians. As fuel prices increase, the demand for alternative modes will also increase.

Noland, Robert B. and Oh, Lyoong. “The Eﬀect of Infrastructure and Demographic Change on Traﬃc-related Fatalities and Crashes: A Case Study of Illinois County-level Data.” Center for Transport Studies, London, England. 2003.

East Polk County 2030 Network Needs Study

4:1 Max

4:1 Max 2’ Depth Swale Min.

2’ Depth Swale Min.

3:1 Max

Landscape Easement

6’-0” Stabilized Shoulder

11’-0” Lane

4’-0” Bike Lane/ Painted

4’-0” Min.

2’

6’-0” Walk

2’ Stabilized Shoulder R.O.W Line

Street Trees

Edge of Pavement

R.O.W Line

49’-0”

Landscape Easement

4’-0” Min.

6’-0” Walk

3’-0”

3:1 Max

5’-0”

6’-0” Walk

3’

8’-0” Tree Lawn

4’-0” Bike Lane/ Painted

11’-0” Lane

18’-0”

11’-0” Lane

2’-0” Curb (Typ.) 120’ R.O.W

11’-0” Lane

4’-0” Bike Lane/ Painted

6’-0” Walk

5’-0”

28’-0”

Two-Lane Rural Transitional Four-Lane Urban Section

Two-Lane Rural Section CL

Commercial Land Use

9’-0” Walk

5’-0” Tree Lawn

7’-0” On-Street Parking

5’-0” Bike Lane/ Painted

11’-0” Lane

Optional 6’-0” Stabilized Shoulder

Optional Type “F” Curb

11’-0” Lane

36’-0”

5’-0” 7’-0” Bike On-Street Lane Parking

8’-0” Tree Lawn

6’-0” Walk

7’-0” Landscape Buffer

Parking

110’ R.O.W

1-3 Story Mixed Use Development

R.O.W Line/ Building Line

Street Trees

9’-0” Walk

5’-0” Tree Grate

7’-0” On-Street Parking

5’-0” Bike Lane/ Painted

21’-0” Roadway

12’-0” 2’-0” Curb (Typ.)

11’-0” Lane

10’-0” Lane

5’-0” 5’-0” 7’-0” Bike On-Street Tree Lane Parking Lawn/ Tree Grate

9’-0” Walk

7’-0” Landscape Buffer

Parking

110’ R.O.W

Two-Lane Urban Transitional Four-Lane Urban Section

East Polk County 2030 Network Needs Study

Detailed Descriptions of the Proposed Network Connections

Throughout the 32 mile long network needs study area, dozens of roadway segments have been proposed as potential connections that would be added to the existing roadway network. Each segment has different environmental impacts and network significance. In this section of the report, the network needs study area will be divided into 11 smaller areas, so that a detailed description of the potential environmental impacts and network significance can be given on a case-by-case basis. Before any roadway segments are constructed by a local government agency, a detailed PD&E study will be required. Similarly, if part of that roadway network were constructed by a developer, that segment would be reviewed by the local jurisdiction and the environmental permitting agencies. The following discussion is intended as a general guide for future planning efforts, and in no way replaces this level of detailed analysis. In this section, each study area has a written description of the proposed roadway additions, followed by two detailed maps. The first map shows the environmental features along with the existing and proposed roadway network. The second map shows the roadway network superimposed on and aerial photograph.

A set of icons will be used next to proposed roadway segments that will help to identify the environmental impacts and transportation signiﬁcance of each roadway as follows:

Before any roadway

Environmental Impact:

constructed by a local

Low impact; few if any permitting issues, wetland impacts or species impacts. Moderate impact; some mitigation required but not likely to threaten the constructability of the project High impact; signiﬁcant mitigation required with high impacts to wetlands, species or conservation lands. Constructibility in doubt.

Transportation significance: Low Significance; local, neighborhood level connections, or additional roadway connections in areas that have adequate network, Moderate Significance; local streets or collectors that provide an redundant network connectivity within a city, but do not provide significant relief for congested areas or forward regional connectivity goals.

segments are

government agency, a detailed PD&E study would be required. Similarly, if part of that roadway network were constructed by a developer, the segment would be reviewed by the local jurisdiction and the environmental

High signiﬁcance; roadways that provide connectivity on a regional scale or provide signiﬁcant relief to congested facilities.

East Polk County 2030 Network Needs Study

permitting agencies.

7 5

1 Study Area Section Key Map East Polk County 2030 Network Needs Study

Heart of Florida Regional Hospital

Sanders Road

This area is located in the northern portion of the study area near Davenport. The most environmentally constrained addition would connect Sanders Road with Wilbar Lane. The impacts to natural resources associated with the establishment of this connection are high. The connection would require wetland impacts to an area that occurs within the Green Swamp. The Green Swamp is over 850 square miles in size and is comprised of a series of wetlands, flat lands, and sandhills. It is hydrologically significant within central Florida because it feeds four major Florida rivers, the Peace, Withlacoochee, Oklawaha, and Hillsborough Rivers, and helps supply the Floridan Aquifer with freshwater. This swamp is situated atop a poorly-drained plateau, and it acts as a water retention area that stores surface water and slows the flow of floodwaters. Polk County has identified the Green Swamp as an Area of Critical State Concern (ACSC). The ACSC program was established in Chapter 380.05 Florida Statute (FS) to protect resources and public facilities of major statewide significance. The construction of roadways within the ASCS by the public or with public funds is prohibited by the Polk County Comprehensive Plan (Appendix 2.132-D8.d.1.) unless a roadway is deemed necessary for the health and safety of the general public. One of the most significant proposed segments in this area connects CR 17 with US 27 via Wilbar Lane and Sanders Road. A management plan for this property was completed in 2004. The Lake Bonnet Marsh Management Plan was developed to ensure that the property will be managed in accordance with the Florida Communities Trust (FCT) Grant Award Agreement and in furtherance of the purpose of the grant application. The site is a mixture of fallow pasture land and freshwater marsh. The Management Plan’s goals are to restore the upland portions of the site, which have been considerably altered by agricultural activities, and to preserve and protect the marsh and adjacent lake, which is in good condition. A similar roadway connection was roughly envisioned as part of the County’s 2030 long-range transportation plan but was unfunded due to these kinds of environmental concerns. The value of this connection from a connectivity standpoint is high. It could provide a bypass that would reduce traffic along a constrained section of US 27, which is part of the Florida Strategic Intermodal System. East Polk County 2030 Network Needs Study

Recent Development

This area also contains several other potential roadway connections with fewer environmental constraints. FDC Grove Road construction is nearly complete and will provide a parallel facility to US 27. Although sections of it will have to traverse areas of hydric soils and borders the Green Swamp, the majority of the alignment coincides with existing local roadways and therefore will require less mitigation. It would be helpful to smooth out as many 90° angles as possible so that they do not become an impediment to the corridor’s use. On the east side of US 27, Haines City is planning a backage road throughout the commercial area to provide local support to US 27. Further east, Holly Hill Road can be extended to Florida Development Road and could potentially connect with a planned parallel road located farther north, on the east side of US 27. This connection would require right-ofway acquisition through LaCresta. If this right-of-way can be acquired, it will provide for a continuous corridor from Bates Road to the primary driveway for the Posner Center. A realignment of the intersection CR 547 and US 17/92 has been proposed. This realignment would significantly improve operational issues at the existing intersection and allow for better use of the CR 547 corridor. The powerline that gives Power Line Road its name is continuous through Temple Lane, north of Davenport. Some environmental mitigation may be required behind the Pine Street ballfields. However, in general, there are few if any physical impediments to extending this corridor north to connect to US 17/92. The use of the powerline right-of-way will require negotiation with the power company. With this extension, Power Line Road becomes a continuous corridor from US 17/92 to Weiberg Road in Dundee, where continuation of the alignment is blocked by Lake Trask. Because of its path through the proposed industrial park on the south side of Haines city, this roadway is likely to become a major shipping route for the industrial traffic from that area. It is theoretically possible to continue over portions of Lake Trask with a streetscaped viaduct. Lake Trask has been mined extensively for peat, thereby disturbing its original contours. Therefore, wetland mitigation may ultimately be less than would normally be expected for such a viaduct. With the addition of this viaduct, the corridor would become continuous from US 17/92 to SR 17. 21

17 92

547

Study Area 1 - Davenport/Haines City East Polk County 2030 Network Needs Study

17 92

547

Study Area 1 - Davenport/Haines City East Polk County 2030 Network Needs Study

Recent Development

View from US 27

This area was reviewed in detail as part of the Haines City SAP (shown at right). Extension of Patterson Road was included in the countyâ&#x20AC;&#x2122;s long-range transportation plan as part of their collector network. However any connection for Patterson Road, across US 17/92 must contend with a rail crossing that is elevated at least 10 feet above grade. Additionally, new rail crossings require the closure of at least two existing at grade rail crossings and approval from the rail system owner. South of Patterson Road, an extension of Bates Road has been suggested that appears to wind through upland areas and/or areas underlain by hydric soils. Extending Bates to 30th Street will result in few if any environmental impacts. Completing 30th Street is similarly light in its environmental impact. However, beyond 30th Street, much of the area between the proposed Smith Road corridor and the proposed Patterson Road corridor is wetland and may be diďŹ&#x192;cult to construct. Remaining areas appear to be comprised of uplands and are likely to have very little environmental impact. Most of the roadway network in this particular section provides parallel capacity to the major corridors that currently exist in this area, like Power Line Road and 30th Street. An eastern corridor was also envisioned as part of the Haines City CityView plan that would ultimately extend south to connect to Bice Grove Road, through an existing mine, north of County Road 544. This connection could potentially provide the longest north-south continuous corridor extending from Davenport to CR 630 in Frostproof.

East Polk County 2030 Network Needs Study

PATTERSON RD

17 92

580

Study Area 2 - Davenport/Haines City East Polk County 2030 Network Needs Study

PATTERSON RD

17 92

580

Study Area 2 - Davenport/Haines City East Polk County 2030 Network Needs Study

3 Rail Bridge on US 17/92

Haines City, Florida

SR 17 (Scenic Highway) is at or near its current capacity and as was discussed earlier, cannot be widened beyond its current two-lane section. There is residential development pressure along this corridor. The Haines City CityView plan envisioned several north-south parallel roadways east of SR 17 that will help to relieve some of the anticipated congestion in the area. Both 30th Street and Power Line Road are anticipated to be four-lane divided roadways. Bice Grove Road/Jahna Sand Mine Road is planned as a two lane roadway, but right-of-way dedication or four lanes is being requested by the city in anticipation of any future widening needs. Both 30th Street and Power Line Road have preliminary alignments and low or moderate environmental impacts. Jahna Sand Mine Road, will travel through an existing sand mine. Wetland and/or listed species mitigation will be handled as part of the mine reclamation process.

Bannion Island Road

East Polk County 2030 Network Needs Study

Haines City recently acquired an existing rail line connecting the CSX line downtown to the industrial park area around Detour Road and Banyan Island Road. Between US 17/92, and Grace Avenue, the rightof-way for the rail line is far more than necessary. Part of that right-ofway could be used to provide a roadway connection on the west side of the rail line without compromising rail operations. This connection provides signiďŹ cant relief to SR 17.

Historic Rail Station, Haines City

6th Street, Haines City

BRADBURY RD

POWER LINE RD

544

Study Area 3 - Haines City East Polk County 2030 Network Needs Study

544

Study Area 3 - Haines City East Polk County 2030 Network Needs Study

Industrial Development on Kokomo and US 27

Emerging Residential Development in Dundee

Lake Hamilton

4 This area is comprised of upland areas converted for agricultural used and several small isolated wetland systems. In large part, roadways can be routed around these wetland systems and the current grove network provides for an adequate grid of streets to serve the industrial and residential uses planned in this area. The grid of street envisioned by the Haines City CityView plan is spaced roughly at half-mile intervals. Transportation modeling has previously demonstrated that a fairly dense development pattern can be supported in this area, largely with two-lane roads. Detour Road, Power Line Road and Bice Grove Road have been recommended as future four-lane sections, if necessary, and the Haines City CityView plan requires dedication of 120 feet of right of way for each of these corridors. This area strongly illustrates the concept that the roadway network required to serve agricultural land is similar to the roadway network that will adequately support other types of development in a livable manner.

Industrial airplane support use

East Polk County 2030 Network Needs Study

The most significant network connection in this area is located near the southern shores of Lake Marion. The contemplated addition will connect Kokomo Road to Lake Hatchineha Road (CR 542) and/or Tyner Road to Lake Hatchineha Road primarily through active agricultural lands. In the current configuration, impacts to natural resources associated with the establishment of this connection are low. This connection was realigned to avoid impacts to the substantial forested wetland system east of the alignment, to a mining operation, and to the 100-year floodplain. From a roadway network standpoint, this connection helps establish an uninterrupted path between US 27 and the Polk County portions of Poinciana. It is likely to reduce volumes on SR 17 due to better connectivity with US 27.

Condominiums near Grenelefe

House near Grenelefe

N 544 544

542

Study Area 4 - Haines City/Lake Hamilton East Polk County 2030 Network Needs Study

N 544 544

542

Study Area 4 - Haines City/Lake Hamilton East Polk County 2030 Network Needs Study

Pond Slider

Farm on Lake Hatchineha Road

This study area is located northwest of Lake Pierce. One contemplated local roadway addition connects Parton Ranch Road, Farmer Slocum Lane, White Road, and Canal Road. The majority of this alignment traverses improved pasture. In fact, the portion of the alignment that provides a connection to White Road is located exclusively within improved pasture. Therefore, impacts to natural resources that occur as a part of this portion of the alignment are low. However, its mobility value is also low. White Road is a low speed, low volume local street serving rural homes. White Road connects to Canal Road which provides little opportunity for shopping or employment and no signiﬁcant regional connectivity. An alternative connection terminates at Farmer Slocum Lane. This alternative would also require wetland impacts but they would be smaller than the proposed connection that terminates at Canal Road. These wetland systems are located within the SWFWMD Lake Pierce drainage basin. Impacts to wetland systems within this drainage basin can be oﬀset through the purchase of mitigation bank credits at the Reedy Creek Mitigation Bank (RCMB). Currently, credits are available for purchase at $145,000/credit, and these credits have been converted from ratio to the Uniform Mitigation Assessment Method (UMAM). UMAM is required by state, federal, and some local regulatory jurisdictions to more closely quantify impacts and mitigation related to wetland function rather than acreage. Although no detailed analyses of the potential impacts to this system were conducted as a part of this evaluation, the fact that they will be required results in a rating of moderate impact to natural resources for this portion of the alignment.

Rural residential

Single-family home in rural area

for parcels along these roadways south of Lake Hatchineha Road. The primary beneﬁt of these roadway connections are realized by these parcels south of Lake Hatchineha Road between the two wetland systems. Without additional connectivity, it would be diﬃcult to justify adequate roadway capacity on Lake Hatchineha Road for anything other than a small project. Therefore, this roadway can be viewed as a conditional connection. If a landowner would desire to develop land in that area, the additional connectivity would be needed to satisfy transportation concurrency needs. The remaining additional segments shown within this study area are proposed to traverse primarily agricultural land uses. Therefore, impacts to natural resources expected to occur as a result of these segments are low.

The portion of the alignment that extends south to Canal Road will require a fairly significant impact to a forested wetland system. The connectivity benefits for this north/south alignment can be clearly seen from a regional view of the area. This north/south connector could span from CR 544 to CR 17A and points south. The network benefits for the western connection to Farmer Slocum Lane are not as significant but provide increased connectivity

East Polk County 2030 Network Needs Study

542

High signiďŹ cance if project is developed in the uplands surrounding it.

Study Area 5 - Dundee East Polk County 2030 Network Needs Study

542

Study Area 5 - Dundee East Polk County 2030 Network Needs Study

Sunset through Orange Trees

There have been several projects proposed along the indicated corridors between US 27 and Canal Road. Because of the limitations on SR 17 and the future capacity needs for the Tower Road corridor, it will be very important for the Town of Dundee to assemble at least one continuous corridor that connects Canal Road with US 27 eliminating oﬀsets in the corridor as much as possible. This corridor can be aligned to avoid any major environmental impacts.

Moss Oak View

the greatest extent possible through the placement of the alignment. This area occurs within the SWFWMD mapped drainage basin known as the Peace Creek Drainage Canal and is also within the service area of the RCMB. Since this area has the potential to be a jurisdictional wetland, impacts to natural resources that are expected to occur as a result of this segment are moderate.

The contemplated addition connecting Campbell Road to Center Street is situated between agricultural lands and the forested floodplain of Lake Annie. This segment was realigned in an effort to reduce the potential for impact to wetlands and to the existing citrus grove. A small portion of this connector segment will require the establishment of fill material within the 100-year floodplain, and compensating storage will be required. This can typically be accomplished as a part of a comprehensive stormwater management system. Therefore, impacts to natural resources that are expected to occur as a result of this segment are low.

Center Street is currently a private road that serves a productive nursery. This roadway could provide connection between Waverly and the south side of Dundee and therefore could provide some relief for SR 17 (Scenic Highway). More importantly, connections between US 27 and SR 17 will help reduce local trip lengths on both roadways. From a roadway standpoint, the connection has signiﬁcant value, especially if successfully connected to Canal Road. However, a connection to the north, connecting to Lincoln Avenue would provide a similar beneﬁt, with minimal environmental impacts and issues. Both connections may ultimately be necessary to support development in the area.

The segment that connects Center Street with Peace Creek Park Road primarily traverses agricultural land. However, a crossing between two wetland areas through hydric soils may result in impacts to wetlands. Further investigation is necessary to determine whether or not this area is subject to the regulatory authority of the SWFWMD. Impacts were minimized to

Along the west side of the study area, one can see the beginnings a corridor connecting HL Smith Road, Tower Road and Saint Helena Road. This corridor could continue west around Masterpiece Road, connecting into west Lake Wales. Environmental impacts along this corridor can easily be avoided by aligning the roads around existing wetland systems.

Lake Marie Trail

East Polk County 2030 Network Needs Study

View from US 27

Lake Wales Trail 36

540

Study Area 6 - Dundee/Waverly East Polk County 2030 Network Needs Study

540

Study Area 6 - Dundee/Waverly East Polk County 2030 Network Needs Study

Lake Wales Development

Bok Tower

This speciﬁc study area has one of the most signiﬁcant roadway network constraints in the entire study area. The area bounded by SR 17, Masterpiece Rd, Masterpiece Gardens Road and Burns Avenue encompasses the majority of the view shed for Bok Tower Gardens. The general consensus along The Ridge is that this area should remain similar to its existing state, with little or no additional development allowed. From a roadway network standpoint, this reduces the corridor to three primary north-south roadways, two of which are constrained and cannot be widened. Because additional roadways cannot be planned within this area, it is important to provide roadway network connectivity around the area. Several segments have been added to this area to facilitate a smooth transition through the only available connection between Lake Pierce and the Bok Tower area. North of that corner, several roadways can be brought together through that one connection. Roadways can diverge beyond to allow for a smooth transition between the two primary eastern corridors north of the Bok Tower area and the three primary corridors anticipated south of it.

View of Mountain Lake from Bok Tower

Bok Tower from Knoll Hill

Ultimately, it may be necessary to provide multilane connections around the corner of Masterpiece Rd. and Masterpiece Gardens Road. This map more clearly indicates how Almberg Road and Lake Mabel Loop Road can be connected around Masterpiece Gardens Road into Stokes Road, which would then continue south. Another signiﬁcant connection between Masterpiece Gardens Road and Capps Road would provide continuity between Mammoth Grove Road and State Road 60, and then continuing south along Golf View Cut oﬀ Road into Babson Park. Environmental impacts throughout this area can be avoided by adjusting alignments so that impacts to wetland systems are minimized. Additional connections between US 27 and SR 17 will be discussed in more detail in study area eight.

Bok Tower Visitor Center Heron on top of Bok Tower

East Polk County 2030 Network Needs Study

540

17A

Study Area 7 - Dundee/Waverly/Lake Wales East Polk County 2030 Network Needs Study

East Polk County 2030 Network Needs Study

540

17A

Study Area 7 - Dundee/Waverly/Lake Wales East Polk County 2030 Network Needs Study

Historic Train Depot, Lake Wales

Mountain Lake Estates

Connections in this study area are intended to augment the few connections between US 27 and SR 17. These additions are signiﬁcant in reducing local volumes on both segments as well as reducing volumes on Mountain Lake Cutoﬀ Road.

South of Lake Annie, east of US 27, and north of Mountain Lake Cutoff Road, the Local Roadway connection segments traverse a large expanse of hydric soils. Field investigations of this area revealed that the majority of the areas mapped as hydric soils were not wetlands. In the northern portion of this study area, a homebuilder established a complex road network and stormwater infrastructure in an area of predominately hydric soils but did not clear the residential lots. The connector segments were realigned to take advantage of the built infrastructure. The Local Roadway connector segment that connects Macey Lane and CF Kinney Road is likely to require impacts to a forested wetland system. This segment was realigned to reduce the footprint of impact, and these impacts are not significant. This wetland system is also located in the Peace Creek drainage basin and is within the service area of the RCMB. Impacts to natural resources that occur as a result of this particular part of the connector segment are moderate. For all other portions of the connector segments, impacts to natural resources are low. The Arterial/Collector Addition segments are part of a developer contribution associated with the shopping center on US 27. This improvement provides another potential connection between US 27 and SR 17. The connector segments in the area would create good interconnectivity for the planned subdivision but are less significant from a roadway network standpoint.

Chalet Suzanne

Eagle Ridge Mall

Another proposed connector segment connects Towerwood Boulevard and SR 17. This alignment coincides with an existing field road situated south of active citrus groves and pasture. The proposed roadway avoids impacts to nearby wetlands, and impacts to natural resources as a result of this segment are anticipated to be low. The southernmost proposed connector segment in this study area connects Washington Avenue and CR 17-A (Burns Avenue). This small stretch of proposed roadway is located in a vacant lawn area adjacent to an existing factory. There will be no significant impacts to natural resources as a result of this proposed roadway, and the impact level is therefore classified as low. Social and political impacts could be more significant as this connection might require an additional rail crossing and could significantly impact an economically disadvantaged area. It is likely that property values of parcels adjacent to the roadway could increase in value as commercial properties, spurring potential redevelopment. However, their residential value would be negatively impacted unless drastic measures are taken to mitigate the impacts of the additional traffic. The proposed connector segment that connects Mountain Lake Cutoff Road and West Northside Drive via Spratt Road was aligned to avoid impacts to wetlands, and it is located entirely within active citrus groves. Impacts to natural resources as a result of this segment are classified as low as a result of this realignment. This segment would provide some parallel functionality west of US 27, but until additional development occurs it is not necessary.

Both of these Arterial/Collector additions will require impacts to jurisdictional wetlands within the Peace Creek drainage basin. Both alignments were placed on top of existing drainage canals in an effort to minimize wetland impacts. These impacts can be offset through the purchase of credits at the RCMB. The proposed connector segment that connects US 27 and Hickory Hammock Road will require an impact to a forested wetland system. This wetland system falls within the SWFWMD Peace Creek drainage basin and is within the service area of the RCMB. These impacts can be offset through the purchase of credits at the RCMB, and the impact level is moderate for this segment. East Polk County 2030 Network Needs Study

LOTH Community Clubhouse Lake Wales Arcade 42

N 17 27 Study Area 8 - Lake Wales East Polk County 2030 Network Needs Study

Hill View of Crooked Lake

Crooked Lake Estate

Several additional segments have been added to this area to facilitate continuous movement parallel to SR 60 in the east/west direction and parallel to SR 17 in the north/south direction. From a network standpoint, one important section connects the intersection of Hunt Brothers Road and SR 17 with a new east-west corridor, along the existing grove road just north of a developed area. The final alignment of that roadway could follow several different paths, but the primary considerations for creating the alignment as shown are coordination with the existing railroad crossings and providing an adequate buffer around the Passion Play. Extending the existing grove road to Dude Ranch Road will provide a continuous East-West corridor parallel and south of SR 60.

The second important section provides a north-south connection between Stokes Road and North Lake Patrick Road which can then be extended further south along the west side of Lake Leona to Mullinsville Road and possibly to CR 630. The northern section of this alignment traverses several wetland systems, which will require environmental permitting prior to construction. However, the remainder of the corridor traverses upland areas with a few locations in the 100 year ﬂoodplain that are likely to require compensatory storage which can generally be accomplished as a part of the overall stormwater management system. This connection completes one parallel roadway to SR 17 connecting the east side of Lake Wales with the east side of Frostproof. This completes the corridor that begins in Haines City, with Jahna Mine Road, and continues through Bice Grove Road, connecting to HL Smith Road. HL Smith Road then connects to Tower Road. The corridor continues around Masterpiece Gardens Road, which can then connect to Stokes Road, eventually connecting to Lake Patrick Road. There is currently no mitigation bank servicing this portion of Polk County which elevates the impact level to high for this segment. This rating is primarily due to the unknowns associated with the mitigation aspects of this proposed connector. A local road connector adjacent to the Tiger Creek Preserve is located in the southeastern section of this map. This preserve is currently owned and managed by The Nature Conservancy (TNC). Approximately 4,900 acres in size, Tiger Creek Preserve is named after the pristine blackwater stream that forms the spine of this sanctuary. Almost the entire stream has been protected, as well as its surrounding hardwood swamps, hammocks, oak scrub, pine

East Polk County 2030 Network Needs Study

Babson Park Sign

Highland Park Curver

flatwoods, sandhill and longleaf pine/wiregrass habitat. These habitats provide refuge for many threatened and endangered flora and fauna associated with The Ridge. A previous placement of the proposed connector segment next to the Preserve may have resulted in a substantial number of wildlife mortalities and encouraged runoff into Tiger Creek. The current alignment of this roadway crosses citrus groves and is situated atop an existing access road, Libby Alico Road, used by the adjacent grove operation. This alignment minimizes impacts to wetland habitat, and impacts to natural resources are anticipated to be low. If the proposed alignment is relocated, wetland impacts may be required. This area is located within the Lake Weohyakapka drainage basin which is not currently serviced by a mitigation bank. This connection would only become significant if an additional outer corridor to the east were created. It would provide good support and connectivity for a residential project but its network significance is minor.

SR 17 Lake Wales

Lake Wales Trail

Study Area 9 - Lake Wales/Babson Park East Polk County 2030 Network Needs Study

Historic Rail Station, New Frostproof Chamber of Commerce

Citrus Rows

Impacts that are anticipated to occur to natural resources as a result of the majority of the connector segments identified in this area are low. Most of these connections are part of existing grove road systems and impacts to wetlands are not anticipated. Detailed listed species investigations will likely be required prior to construction. One exception is Wardlaw Road on the east side of North Frostproof. The section the Wardlaw Road traverses the Tiger Creek Preserve. Although the section of the roadway is currently stabilized with a chip sealed asphalt treatment, upgrading this roadway to standard paving, may require significant negotiation with the Tiger Creek Preserve land managers. The southern section of Wardlaw Road has a stabilized clay base and serves semi tractor-trailer traffic regularly.

Tiger Creek Preserve

The area of North Frostproof between Crooked Lake and the Tiger Creek Preserve has good urbanization potential due to the extensive network of roadways, both paved and unpaved. These connections are largely old grove roads built to support the agricultural operations and would only require upgrading to make them appropriate for public use. Much of this area has been annexed into Frostproof and could support development if adequate facilities are provided. Connections to the east and west are impeded by the lakes and environmental systems that border the area. The few connections that currently exist between US 27 and SR 17 will have to be enhanced to support signiﬁcant development. However, as was seen in South Haines City, a network of streets spaced between 1/2 mile and 1 mile apart can provide adequate internal transportation network to support an appropriate mix of fairly dense land uses.

Crooked Lake Prairie

East Polk County 2030 Network Needs Study

Historic oaks, historic groves

Crooked Lake from WIndy Hill

630A

Study Area 10 - Frostproof East Polk County 2030 Network Needs Study

630A

Study Area 10 - Frostproof East Polk County 2030 Network Needs Study

Hickory Lake

Downtown Frostproof

This study area is located southwest of Lake Clinch and Reedy Lake. The proposed connector segment west of US 27 will require impacts to a forested wetland system. This wetland system is located in Bowlegs Creek, Livingston Creek, and Clinch-Reedy Canal drainage basins and is not currently serviced by an operational wetland mitigation bank. Impacts to natural resources as a result of this segment are anticipated to be high.

Lake Reedy

A second proposed connector segment extends east from SR 17 to Avon Park Road. The path of this proposed roadway is deﬁned by an existing grove road. It was realigned to avoid impacts to a wetland, intact scrub habitat, and potential bear and panther habitat north of Lake Livingston. Impacts to natural resources as a result of this segment are anticipated to be low. Again, this roadway would provide a second connection between the industrial uses along Wilson Road and south SR 17. Its signiﬁcance is moderate.

Both of the connector segments proposed east of US 27 appear to traverse intact scrub habitat which will warrant further investigation to determine potential impacts to listed species, and as a result, impacts to natural resources are anticipated to be high in this area. Frostproof support staff has indicated a strong desire for multiple connections from their growing industrial park along T.S. Wilson Road to US 98. Large volumes of existing and anticipated truck traffic make this connection relatively significant from a roadway standpoint. Several potential alignments have been indicated to provide multiple opportunities to best avoid sensitive areas.

West of Lake Livingston, one proposed Arterial/ Collector Addition extends from US 27 to Hopson Road. There are several environmental constraints for this proposed roadway. It appears to cross intact scrub habitat, and parts are adjacent to or intersect potential panther and black bear habitat. A roadway in this area may increase road mortality for these listed species. This segment also crosses an established conservation land, The Lake Wales Ridge Wildlife and Environmental Area (LWRWEA), and conservation land proposed for acquisition by Florida Forever, known as the Sun Ray Scrub. Impacts to natural resources as a result of this segment are anticipated to be high. From a transportation standpoint, this connection has a moderate impact as it could provide an additional truck route to cross US 27 and connect to US 98. However, other connections are available and could be used for that purpose.

East Polk County 2030 Network Needs Study

Reedy Creek LWRSF

Lake Wales Ridge State Forest

N 630A

HOPSON RD

Study Area 11 - Frostproof East Polk County 2030 Network Needs Study

N 630A

HOPSON RD

Study Area 11 - Frostproof East Polk County 2030 Network Needs Study

Rural road

Sunset on the Ridge

Citrus groves

oadways o serve different purposes. It’s important to identify which roadways are more mobility oriented (arterials), which roadways balance mobility with access (collectors), and which roadways primarily support access. The exhibit on the next page depicts the complete study area network will all proposed additions. This map summarizes the potential roadway system for this area and offers an initial attempt at prioritizing these roadways based on their functional classification. Arterials generally serve multiple jurisdictions or support industrial services while collector roadways serve within one jurisdiction or have limited long distance capability. Each jurisdiction will need to identify an appropriate context for the various areas within their municipalities. The roadway cross sections that will be selected for those future roadways will emerge from the livability standards that are appropriate for the context chosen. The guiding principles used to generate this report assumed a high priority on multimodal travel and livable environments that value bicycle and pedestrian activity. If individual communities do not share those values, different choices can be made, and the roadway network could look dramatically different. However, because the communities in this area are so interconnected with each other, those choices will have an impact not just on one community but on many. Implementation of this plan will be contingent on the cooperation of the jurisdictions in the area with each other. It is in the best interests of the entire Ridge

Haines City

East Polk County 2030 Network Needs Study

Lake Wales

Pine and oaks

community to reach consensus on the appropriate context for these transportation systems so that development patterns and roadway network can be consistently coordinated among the various jurisdictions. Although it is likely that individual alignments for the primary roadways throughout these areas will be adjusted, the systems identiﬁed in this report are designed to help support development as it progresses throughout this region. Eliminating a single road or relocating it within the area is not likely to substantially alter the livability of those regions. However, changes should be made with care, and in light of the system as a whole. For instance, eliminating a primary arterial parallel to US 27 and SR 17 will have dramatic impacts unless that arterial is replaced in a similar location and well connected the rest of the network. Previous modelling work in south Haines City has established that fairly intense development can be supported with a network of two lane roads approximately half a mile apart. As the roadway spacing increases, two lane roads will have to be replaced with multilane roads. With the decreasing availability of governmental funds, this may pose implementation problems. It may be reasonable to expect even a small developer to support its own development through an interconnected network of two lane streets. However, it will be more diﬃcult to convince most local developers to provide regional scale, multilane roadways as a normal course of their development process.

Frostproof

Proposed Roadway Network

East Polk County 2030 Network Needs Study 55

Arterials and Major Collectors Local Collectors Study Area Boundary

544

540

17A

544

542

630A

120 North Orange Avenue Orlando, Florida 32801 Phone: 407-843-6552 Fax: 407-839-1789 www.glatting.com