Aging in Place Connecting Polk County’s Senior Population to Transit
Prepared by URS Corporation
January 2014
Contents Section
Page
Section 1 ............................................................................................................................1 Introduction .................................................................................................................1 Purpose ......................................................................................................................1 Section 2 ............................................................................................................................1 National, State, and Local Trends ......................................................................................1 Identification of an Aging Population ..................................................................................2 Section Summary ...........................................................................................................1 Section 3 ............................................................................................................................9 Mobility and Aging in Place ..............................................................................................9 Section Summary ......................................................................................................... 11 Section 4 .......................................................................................................................... 11 Availability of Transit Service ......................................................................................... 11 Existing Fixed-Route Service ........................................................................................... 11 Existing Paratransit Service ............................................................................................ 13 Section Summary ......................................................................................................... 13 Section 5 .......................................................................................................................... 14 Access to Transit ......................................................................................................... 14 Results of Transit Analysis .............................................................................................. 14 Section Summary ......................................................................................................... 19 Section 6 .......................................................................................................................... 19 Assessment of Need ..................................................................................................... 19 Section 7 .......................................................................................................................... 19 The MyRide Plan – Planned Service Improvements ................................................................. 19 Section 8 .......................................................................................................................... 21 Basis for Recommendations ............................................................................................ 21 The MyRide Plan – Key Recommendations for New Service ...................................................... 21 Existing Service Recommendations ................................................................................... 25 Remaining Service Gaps ................................................................................................ 26 Section 9 .......................................................................................................................... 26 Recommended Supporting Improvements ........................................................................... 26 Sidewalks and Pedestrian Facilities .................................................................................. 27 Transit Vehicles and ADA Compliant Bus Stops ..................................................................... 27 Complete Streets ........................................................................................................ 27
Appendices 1 2
Registered 55+ Communities Transit Service Types
Transit and Aging in Place
Page i
Figures Figure 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Page
Polk County Projected Population .........................................................................................1 Polk County Population Distribution by Age Cohort 2010 .............................................................2 Polk County Population Distribution by Age Cohort 2030 .............................................................2 Polk County Population Age 65 and Older ...............................................................................3 City of Auburndale Population Age 65 and Older .......................................................................4 City of Bartow Age 65 and Older ..........................................................................................5 City of Haines City Population Age 65 and Older .......................................................................6 City of Lake Wales Population Age 65 and Older .......................................................................7 City of Lakeland Population Age 65 and Older ..........................................................................8 City of Winter Haven Population Age 65 and Older ....................................................................9 City of Winter Haven Pattern of Development ........................................................................ 11 Suburban Patter of Development ........................................................................................ 11 Average National Daily Trips by Drivers Over Age 65 ................................................................ 12 Polk County Existing Fixed-Route Transit and ADA Service Area .................................................. 14 Polk County Transit Connectivity Index (TCI) Range ................................................................. 16 Polk County Transit Connectivity Index (TCI) and Population 65+ Comparison ................................. 18 Level of Transit Access in the 50 Block Groups with the Highest 65+ Population .............................. 19 Polk County Census Block Groups with Largest Population Age 65+ (Top 50) ................................... 20 Polk County 2013-2022 Proposed Transit Improvements ............................................................ 23 Transit Improvements Target Areas ..................................................................................... 24 Service Identification ...................................................................................................... 25 Example of Zero-Step Entry .............................................................................................. 29 Example of UD Entry Elements ........................................................................................... 29
Tables Table 1 2 3 4 5
Page
Population Age 65+ County and Cities over 10,000 in Population ...................................................2 Service Assessment and TCI Range ...................................................................................... 17 Average Number of Weekly Transit Trips by Service Category ..................................................... 17 TDP Needs Plan Alternatives - Improvements to Existing Service ................................................. 21 TDP Needs Plan Alternatives - Service Expansions ................................................................... 22
Transit and Aging in Place
Page ii
Section 1
Photo: Bus at Winter Haven Transit Center Loads Passengers
Introduction The Polk Transportation Planning Organization (TPO) is engaged in the Livable Polk Initiative, an effort to identify action that local public and private sector groups can take to make Polk County a healthier, safer, and more enjoyable place to live. One element of the Livable Polk Initiative focuses on the development of a transit system that will support the mobility of seniors in Polk County as they age. Approximately 18 percent of the Polk County population is made up of residents age 65 and older (65+). However, over the next two decades, the 65+ population is expected to grow by more than 89,000 residents and account for nearly 25 percent of the County’s overall population as shown in Figure 1. The importance of developing a transportation system that supports the changing needs of an aging population has never been greater.
Figure 1: Polk County Projected Population
Source: URS Field Review, August 2013.
Section 2 National, State, and Local Trends Nationally - America’s population is aging. Advances in medicine, shifts in birthrates, and the coming of age of the baby boom generation have fostered a demographic shift in the U.S. The number of Americans age 65+ increased from 35 million (12.4 percent overall) in Year 2000 to 40.3 million (13 percent overall) in Year 20101. With approximately 10,000 baby boomers turning 65 each day, the nation’s senior population is expected to increase to 71.5 million (19.7 percent overall) by Year 20302. With approximately 10,000 baby boomers turning 65 each day, the nation’s senior population is expected to increase to 71.5 million (19.7 percent overall) by Year 2030
Sources: U.S. Census Bureau, Population Division, Interim State Population Projections, 2005. *U.S. Census Bureau, 2010.
Purpose This memorandum addresses the provision of transit service to an aging population and describes solutions that range from specific route improvements to more general best practices. All recommendations are intended to further support the development of a transportation system that helps maintain the independence of Polk County’s population as it ages.
Transit and Aging in Place
State - With 2.3 million older residents (age 65+), Florida is second only to California in total senior population, and leads the nation in proportion of the population over the age of 65 (with 17.6 percent). Projections estimate that by Year 2030, the senior population in Florida will increase to 7.8 million and account for 27.1 percent of the state’s population.
Projections estimate that by Year 2030, the senior population in Florida will increase to 7.8 million and account for 27.1 percent of the state’s population.
Page 1
Locally – Polk County is expected to follow the state’s trend in population growth. As shown previously, Figure 1 depicts the projected growth of the population in Polk County presenting figures for Years 2010, 2020, and 2030. As noted in Figure 1, the total population in Polk County is projected to increase by 199,460 by Year 2030 (a population larger than the combined total of residents living in Polk County’s six largest cities in 2010). The proportion of the population age 65+ in the County is expected to increase from 18 percent to 24.7 percent.
Figures 2 and 3 illustrate the population distribution by age grouping in Polk County in Year 2010 and the shift in the composition of the population by Year 2030, respectively. A comparison between the figures shows the large increase in the senior population, particularly those over age 65.
Figure 2: Polk County Population Distribution by Age Cohort 2010
Source: Population Projections 2008 – 2030 Bureau of Economic and Business Research, 2009.
Figure 3: Polk County Population Distribution by Age Cohort 2030
Source: Population Projections 2008 – 2030 Bureau of Economic and Business Research, 2009.
Transit and Aging in Place
Page 2
Identification of an Aging Population To make transit systems that better service to the senior population in Polk County, it is important first to identify the location of that population. In 2010, Polk County was home to 602,095 residents, of which approximately 108,000 (18%) were age 65 and over. Table 1 identifies the population for Polk’s six largest cities (those with a population over 10,000). The table also provides specific reference to the number of residents 65+ in each jurisdiction.
Table 1: Population Age 65+ County and Cities Over 10,000 in Population Jurisdiction
2010 Population
Population 65+
Auburndale
13,507
1,881
Bartow
17,298
2,563
Haines City
20,535
3,077
Lake Wales
14,225
3,274
Lakeland
97,422
20,199
Winter Haven
33,874
7,542
Source: U.S. Census, 2010.
To facilitate a spatial analysis of the population, a series of maps were developed using 2010 U.S. Census data. To provide the highest level of detail in location, the maps present the number of residents age 65+ at the census block level. However, subsequent analysis uses population aggregated to the census block group level to link population data with other socio-economic factors. The population maps are presented as Figures 4 through 10, and reflect the jurisdictions listed in Table 1. Florida law requires that age-restricted communities register with the Florida Commission on Human Relations (FHCR), the state agency charged with enforcing the state’s fair housing laws. Location information taken from the FHCR database in June 2013 served as the basis for the 55+ Community map. A database of registered 55+ communities was reviewed to help in the identification of areas containing a high population of seniors; 159 communities were located within Polk County. Figures 5 through 10 list those 55+ communities present within the area of the map. A full list of the registered 55+ communities is provided in Appendix 1. Polk County’s senior households are generally located in a suburban setting. This result is not unexpected as research at the national level has shown that more than half (11.5 million)1 of the 23.1 million 65+ households in the U.S. are located in the suburbs.
Transit and Aging in Place
In 2010, approximately 86 percent of the general population lived within Polk County’s urban areas (including census designated urbanized areas and urban clusters) with 77 percent of the County’s population located within the Lakeland and Winter Haven urban areas.
In 2010, approximately 86 percent of the general population lived within Polk County’s urban areas (including census designated urbanized areas and urban clusters) with 77 percent of the County’s population located within the Lakeland and Winter Haven urban areas. Analysis of the supporting census data shows that the 65+ population is not separate from the general population, but is generally distributed across the County in the same manner. Analysis of the 65+ population showed the same geographic dispersion. The trend is most apparent when reviewing the maps of Lakeland (Figure 9) and Winter Haven (Figure 10). Both maps show a distinct ring of highly populated census blocks located at the periphery of the municipalities. To better understand the distribution of the senior population within the County, 50 (of 331 Countywide total) census block groups with the highest number of senior residents were identified. Of these 50, 45 occur in the census defined urbanized areas, yet just 16 occur within Polk County’s 17 cities. This statistic suggests that Polk County’s senior households are generally located in a suburban setting. This result is not unexpected as research at the national level has shown that more than half (11.5 million)3 of the 23.1 million 65+ households in the U.S. are located in the suburbs.
Section Summary Over the next two decades, Polk County’s 65+ population is expected to grow by more than 89,000 residents and account for nearly 25 percent of the County’s overall population. Approximately 86 percent of the general population lives within Polk County’s urbanized areas with 77 percent of the general population located within the Lakeland and Winter Haven urbanized areas. Of the 50 census block groups with the highest 65+ population, 45 occur in the census defined urbanized areas, yet just 16 occur within Polk County’s 17 cities. A statistic that suggests Polk County’s senior households are generally located in a suburban setting.
Page 1
Transit and Aging in Place
Page 2
Transit and Aging in Place
Page 3
Transit and Aging in Place
Page 4
Transit and Aging in Place
Page 5
Transit and Aging in Place
Page 6
Transit and Aging in Place
Page 7
Transit and Aging in Place
Page 8
Section 3 Mobility and Aging in Place Based on a 2010 AARP survey, nearly 90 percent of American’s over age 65 want to stay in their residence for as long as possible, and 80 percent believe their current residence is where they will always live 4. National statistics confirm that many seniors remain in their homes. A 2007 national housing survey reported that approximately 93 percent of survey respondents over the age of 65 live in a traditional community. Only about four percent of the 65+ population reside in long-term care facilities such as nursing homes, and approximately 2 percent live in community housing with at least one service available5. Considering the national trend, the majority of seniors currently living throughout Polk County intend to remain in their same communities as they age.
Figures 11 and 12 provide aerial photos of two types of neighborhoods in Polk County to help illustrate the extended trips made necessary by suburban development. The first depicts a traditional urban neighborhood in downtown Winter Haven. The second, a newer suburban development located just north of US 92 east of Lakeland. The red lines laid over the photos highlight the roadway networks, and show the variety of routes present in the urban areas (Figure 11) and lack of connectivity (Figure 12) within the suburban development.
Figure 11: City of Winter Haven Pattern of Development
Based on a 2010 AARP survey, nearly 90 percent of American’s over age 65 want to stay in their residence for as long as possible, and 80 percent believe their current residence is where they will always live. Throughout Polk County, geography, lands use patterns, neighborhood design, and other factors may contribute to limited mobility and present a challenge to seniors wanting to remain in their homes. In rural areas, large distances may separate homes from shopping or community services, and automobiles are often the only viable means of transportation. In urban and suburban settings, homes may be closer to neighboring uses, but are still often isolated.
Figure 12: Suburban Pattern of Developmet
As intended, many suburban developments buffer residential neighborhoods from adjacent uses by limiting through traffic and by separating homes from potentially disruptive uses (i.e., commercial or industrial). Though the general form of suburban development works well in achieving its quality of life goals, the resultant sprawling development pattern serves to extend the trip length necessary to move between the residential areas and other destinations, and reduce alternative modal opportunities. Based on the findings of a 2004 report, more than one in five (21 percent) Americans age 65+ do not drive.
Transit and Aging in Place
Older non-drivers in the U.S. make 15 percent fewer trips to the doctor, 59 percent fewer shopping trips and visits to restaurants, and 65 percent fewer trips for social, family, and religious activities.
Page 9
Additionally, the photos make clear the mix of uses present in the urban neighborhood (Figure 11), and the standard single use present (Figure 11) in the suburban area. The isolating street pattern and separation of residential use from other areas illustrated in Figure 12 serve to extend necessary trip lengths making an automobile necessary for virtually every trip. An unfortunate effect of the suburban development pattern is that once the use of an automobile is no longer a viable means of travel, residents are often unable to make trips. Though limitations on mobility for non-drivers are not restricted to suburban development, the effects in suburban locaitons can be more prononunced. Figure 13 provides a comparison of the average national number of daily trips taken by older drivers versus those taken by older non-drivers (2009 NHTS).
Figure 13: Average National Daily Trips By Drivers Over Age 65
Source: Mattson, 2012.
Means of Personal Mobility - The relevance of the effects of development rests with the decision of many of Polk’s seniors to remain in their homes as they age, and the location of these homes in rural or suburban areas. As people age, many choose to stop driving based on a variety of reasons (including decline in health or abilities, concern over safety, no access to a car, and personal preference). Based on the findings of a 2004 report, more than one in five (21 percent) Americans age 65+ do not drive.6 Once seniors stop driving, their connection with the community is reduced. Information from the National Household Transportation Survey (NHTS) showed that more than 50 percent of non-drivers age 65+ (3.6 million Americans) stay home on any given day partially because they lack transportation options. Based on data taken
Transit and Aging in Place
from the same survey, older non-drivers have a decreased ability to participate in the community and the economy. Compared with older drivers, older non-drivers in the U.S. make 15 percent fewer trips to the doctor, 59 percent fewer shopping trips and visits to restaurants, and 65 percent fewer trips for social, family, and religious activities.7 A 2011 survey of City of St Petersburg, Florida residents showed that 40 percent of respondents have no idea how they will get around once they can no longer drive. Many of the seniors that plan to age in place have fewer options to remain mobile as they grow older, particularly if transportation options are limited. Many have not identified how they will remain connected to their communities if they choose to stop driving. A 2011 survey of City of St Petersburg, Florida residents showed that 40 percent of respondents have no idea how they will get around once they can no longer drive8. Often friends and relatives step in to provide necessary rides for non-driving seniors. However, a 2002 AARP survey of adults found that many older people are uncomfortable asking for rides. About half surveyed said that they have "feelings of dependency" and "concerns about imposing on others" when they ask for rides.9 Non-drivers in more urbanized areas generally have more options with regard to mobility and have shown some willingness to walk to access local shopping and services. NHTS results show approximately 11 percent of trips made by seniors are done so by walking or riding a bicycle. However, the decrease in trip frequency discussed previously includes the senior urban population. Regardless of location, fewer options exist for non-driving seniors when necessary trips take them outside of their immediate neighborhood. The role of transit in connecting the non-driving senior population with the larger community is of great importance in sustaining mobility and a high quality of life. Bus service may be the only way that many seniors who chose to age in place, or are unable to move to a new location, can stay connected with their communities. In 2011, combined transit service in Polk County supported approximately 2.25 million trips.
Page 10
Photo: Sign in Haines City Directing Travelers to Local Activity Centers Including the Bethune Neighborhood Senior Center
Section 4 Availability of Transit Service Currently, three agencies operate transit in Polk County: Lakeland Area Mass Transit District (LAMTD), Winter Haven Area Transit (WHAT), and Polk County Transit Service (PCTS). A fourth, Central Florida Regional Transportation Authority (LYNX), provides service through an agreement with PCTS. In total, 24 fixed-routes and two specialized paratransit systems serve to connect the residents of Polk County with shopping, services, and community activities. Figure 14 provides a depiction of the fixed-routes and specialized service areas operating in the County as of June 2013. The following information taken from Polk’s 2013-2022 MyRide Plan provides a description of the existing service.10
Source: URS Field Review, August 2013.
Section Summary The distances to access services associated with suburban and rural development patterns often require the use of an automobile to support daily trips. Nearly 90 percent of American’s over age 65 want to stay in their residence for as long as possible, and 80 percent believe their current residence is where they will always live. More than one in five (21 percent) Americans age 65+ do not drive. Older non-drivers have a decreased ability to participate in the community and the economy. Compared with older drivers, older non-drivers in the U.S. make 15 percent fewer trips to the doctor, 59 percent fewer shopping trips and visits to restaurants, and 65 percent fewer trips for social, family, and religious activities.
Existing Fixed-Route Service Citrus Connection, operated by LAMTD, includes 14 fixedroutes with service to portions of Lakeland and connections to the cities of Auburndale, Bartow, and Mulberry. Citrus Connection weekday service spans from 6:05 a.m. to 7:05 p.m. Saturday service spans from 7:15 a.m. to 5:25 p.m. Service frequencies are typically between 30 and 60 minutes. In 2011, LAMTD carried just over 1,450,000 passengers. WHAT currently operates six fixed bus routes in Winter Haven and surrounding areas including Lake Wales, Lake Alfred, and Haines City. WHAT service is available on weekdays from 6:00 a.m. to 7:00 p.m. and on Saturdays from 7:00 a.m. to 6:00 p.m. Service frequencies are 60 minutes or more. In 2011, WHAT carried just over 525,000 passengers.
Photo: Passenger Loads a Bicycle before Boarding a Bus Bound for LEGOLAND
The role of transit in connecting the non-driving senior population with the larger community is of great importance in sustaining mobility and a high quality of life.
Source: URS Field Review, August 2013.
Transit and Aging in Place
Page 11
Transit and Aging in Place
Page 12
PCTS operates two fixed-routes that serve Fort Meade and Frostproof. Both routes offer deviated fixed-route service (Flex Service) that allows the bus to travel up to ¾ mile from its service route to accommodate scheduled pick-ups and drop-offs. Service is provided on weekdays from 6:10 a.m. to 7:00 p.m. and Saturdays from 6:10 a.m. to 5:00 p.m. Service frequencies range from 45 minutes to 120 minutes. In 2011, PCTS supported 63,754 passenger trips. LYNX, contracted for service in Polk County by PCTS, operates two fixed-routes (416 and 427) and two areas of demand responsive service all in the Poinciana area. LYNX operates 7 days a week from 5:30 a.m. to 8:00 p.m. The demand responsive service termed NeighborLink operates in two designated service areas (601 and 603) in Poinciana. Residents in the designated service areas must call at least two hours in advance to schedule a pickup time. The NeighborLink service provides transportation anywhere within a designated service area or to a LYNX local bus stop. In 2011, the LYNX NeighborLink 603 carried 13,123 riders in Polk County.
no other transportation is available. TD service is provided Monday through Saturday from 5:00 a.m. to 6:00 p.m. Sunday service is available on a pre-arranged case-by-case basis only. Reservations are required to be made a minimum of 72 hours in advance and may be made up to 7 days in advance. Curb-to-curb TD service is provided for ambulatory, wheelchair, and stretcher clients.
Photo: Citrus Connection “Handy Bus” Provides Curb-to-Curb Service to Shopping on US 98 in Lakeland
Existing Paratransit Service The fixed-route transit system in Polk County is augmented by two specialized types of paratransit service: Americans with Disabilities Act (ADA) and Transportation Disadvantaged (TD) service. Based on figures reported by the Florida Commission for the Transportation Disadvantaged, in total, 216,310 trips were supported by paratransit in Polk County in 2011. The first, ADA service, is an important complement to the fixed-route system. ADA transit service is provided within a ¾-mile buffer of each fixed-route transit line. ADA service supports those members of the community who through disability are unable to access traditional fixed-route transit. Users of ADA service must pre-qualify for service by submitting an application that proves disability. Age and/or the economic status of the applicant is not used as certification for this service. Both LAMTD and PCTS operate ADA service. ADA service availability is consistent with that of the fixed-route service spans.
Source: URS Field Review, August 2013.
Section Summary Currently, three agencies (Citrus Connection, WHAT, and PCTS) operate transit in Polk County, and a fourth, LYNX, provides service through an agreement with PCTS. In total, 24 fixed-routes and two specialized paratransit systems serve to connect Polk County residents with shopping, services, and community activities. Most transit routes in Polk County operate at greater than 30 minute headways Monday – Friday from 6:00 a.m. to 7:00 p.m. Limited services are offered on Saturdays for some routes. In 2011, transit service in Polk approximately 2.25 million riders.
County
carried
The second paratransit service provided within Polk County is termed TD service. PCTS coordinates the TD service, which is provided through a network of transportation operators. TD service is offered to Polk County residents who live outside of the ¾ mile ADA service area and are unable to access transit due to a documented disability, or based on a circumstance where
Transit and Aging in Place
Page 13
Section 5
The TCI did not take into consideration the service provided through Polk County’s paratransit system. As described in the previous section, regions of the County not connected to fixed-route transit are served by Polk’s paratransit system.
Access to Transit The previous sections identified both the location of the senior population and the transit services available in Polk County. To match the population 65+ to available transit service, an analysis was completed to assess the level of access that Polk County’s 65+ population has to the existing fixed-route transit network.
Results of Transit Analysis
The methodology selected allowed for an assessment of the location, intensity, and frequency of transit service within a given geography (census block group). The evaluation method selected results in the calculation of an index score, termed Transit Connectivity Index (TCI) xi. The higher the TCI, the better the transit coverage within a given area. The formula for the index is as follows:
To facilitate a comparative analysis, the census block groups present within Polk County (331 in total) were divided into ranges based on the TCI score. The first range included those block groups with no fixed-route transit service (TCI of zero); 83 census block groups were identified as part of this group.
Notes: Route buffer area = ¼-mile buffer around transit line (sq mi) Total Weekly Trips = Sum of weekly transit trips that pass within Block Group (or neighborhood) Base geography = Census Block Group (or neighborhood)
The data inputs used in the development of the index included the identification of a base geography layer (census block group), location of fixed-transit routes, and summary of the number of weekly transit trips by route. A TCI was developed for Polk County based on 2010 U.S. Census Block Group Geography and existing route location/frequency information collected from local transit agencies in June 2013. A ¼-mile buffer applied to the transit route centerline (representative of the distance generally accepted as maximum walk to access bus service) served as the basis for the block group intersection area. Conservation lands and water bodies were removed from the block group area calculation. The decision to remove these categories from the TCI calculation was based on extensive areas of Polk County occupied by both conservation lands and water, and the total lack of ridership present in these areas. Figure 15 depicts the TCI divided into four subsets. The ranges highlight comparable differences in transit service across Polk County. The following section describes the results of the analysis. Figure 16 displays the TCI data population data for the 65+ age group.
Transit and Aging in Place
combined
The TCI scores calculated for Polk County range from a high of 1,547 to a low of zero. The mean score was found to be 136 with 90 percent of the TCI scores falling below a total of 376.
Next, the remaining 248 block groups were divided into six equal sets based on an ordinal ranking of the TCI. The ranking of the TCI groupings allowed for a relative comparison of transit service within Polk County. The top scoring group termed “High 1 - Fixed-Route Access” included 42 census block groups and represented the highest level of transit access within the county. The subsequent TCI groupings included a similar number of census block groups and represented a spectrum of service ranging from high to minimal. Table 2 provides a full listing of transit access rankings. The assessment of service was broken down into seven categories to provide detail in both mapping and analysis. However, the categories may be combined to four summary categories to simplify the discussion of transit access.
Table 2: Service Assessment and TCI Range Summary Category High
Moderate
Minimal No
Service Assessment High 1 - Fixed-Route Access High 2 - Fixed-Route Access Moderate 1 - Fixed-Route Access Moderate 2 - Fixed-Route Access Minimal 1 - Fixed-Route Access
TCI Score Range 364 – 1,547 164 – 362 75-161 35-73 14-35
Minimal 2 - Fixed-Route Access
0-13
No Fixed-Route Access
0
*Note: TCI Score Ranges break at the decimal level.
with
Page 14
Transit and Aging in Place
Page 15
Transit and Aging in Place
Page 16
The TCI scoring provided a means of assessing the location and frequency of transit service within Polk County. Generally, higher Service Assessment Categories occurred in areas characterized by a greater number of bus trips and larger area within ¼ mile of a transit line. However, the general service present may additionally characterized by describing the average number of weekly trips present within the block groups, see Table 3.
Table 3: Average Number of Weekly Transit Trips by Service Category Summary Category High
Moderate
Minimal No
Service Assessment High 1 - Fixed-Route Access
Average Number of Weekly Transit Trips 715
High 2 - Fixed-Route Access Moderate 1 - Fixed-Route Access Moderate 2 - Fixed-Route Access Minimal 1 Fixed-Route Access Minimal 2 - Fixed-Route Access No Fixed-Route Access
320 224 167 127 121 0
Figure 15 presented the TCI by service assessment category for Polk County, and showed that the highest TCI scores typically coincided with the most populated areas of the County. Those areas with the lowest TCI scores typically occurred in areas with fewer residents that included large tracts of conservation and state managed lands. Having developed the TCI based on census geography, the TCI values were associated with the range of demographic data collected by the U.S. Census Bureau. When data for age, taken from the 20072011 American Community Survey (ACS), was joined with the TCI, the following was made apparent: ◊
◊
live in an area with a minimal level of transit service. 25.7 percent (27,368) of residents 65+ live in an area with no fixed-route transit. Generally, those households with no access to a vehicle or those with lower incomes are more likely to utilize transit.
Additional analysis of the combined datasets showed that of the 50 block groups in Polk County with the highest number of residents age 65+; 20 have high or moderate levels of fixed-route transit access, 17 are minimally served, and 13 of the 50 block groups had no fixed-route transit service. See Figure 17. In addition to age, the U.S. Census Bureau collects other socio-economic data that may be used to identify subsets of the senior population that may be more likely to rely on transit as they age. These factors include limited automobile access and income level. Generally, those households with no access to a vehicle or those with lower incomes are more likely to utilize transit 12. When the total population with no access to a vehicle was examined within the 50 block groups with the highest 65+ population, 16 block groups were identified as having a higher percentage of residents with no access to a vehicle than the rate generally present within Polk County (5.9 percent)13. Also, when the poverty rate was examined within the same 50 Census block groups, nine were found to have a rate of poverty that exceeded the County average (16.4 percent). Figure 18 depicts the 50 block groups identified as having the highest total population of residents over the age of 65, as well as those identified as having limited vehicle access and high poverty rate.
Figure 17: Level of Transit Access in the 50 Block Groups with the Highest 65+ Population
74.3 percent (78,965) of residents age 65+ live in an area (census block group) that has some access to fixed-route transit service. 16.2 percent (17,108) of residents age 65+ live in an area that has a high level of fixed-route transit access. 28.7 percent (30,543) of residents 65+ live in an area with a moderate level of transit access. 29.4 percent (31,314) of residents 65+
Transit and Aging in Place
Page 17
Transit and Aging in Place
Page 18
A comparison between the demographic data and TCI allowed for the comparison between transit access and potentially transit dependent populations. The identification of three demographic elements helped to focus attention to those areas where transit improvements may be most prudent.
75-84, and to 64 percent in households with members 85+15. The higher disability rates among 65+ residents translate to common limitations in accessing and riding transit. Common limitations related to the senior population’s use of transit noted as part of TCRP Report 82 included:
Section Summary To match the population 65+ to available transit service, an analysis was completed to assess the level of access that Polk County’s 65 + population has to the existing fixed-route transit network. 74.3 percent (78,965) of residents age 65+ live in an area (census block group) that has some access to fixed-route transit service. 25.7 percent (27,368) of residents 65+ live in an area with no fixed-route transit. Of the 50 block groups in Polk County with the highest number of residents age 65+; 20 have high or moderate levels of fixed-route transit access, 17 are minimally served, and 13 of the 50 block groups have no fixed-route transit service.
Section 6 Assessment of Need In addressing the needs of 65+ transit users, it is important to understand that the transportation needs of the senior population are relatively consistent with those of the overall population. Researchers from the Transit Cooperative Research Program (TCRP) note that, “the kinds of public transit improvements that would attract a greater number of older riders are likely to attract more riders of all groups.” 14 “the kinds of public transit improvements that would attract a greater number of older riders are likely to attract more riders of all groups.” Much of the difference between the transit needs of 65+ riders and that of the general population centers on physical limitations. National statistics show that approximately 38 percent of older households (65+) have at least one member with a disability. Additionally, the same figures show that disability and age are linked; approximately 26 percent of households aged 65-74 have at least one member that is disabled, a figure that increases to 44 percent in households with residents age
Transit and Aging in Place
National statistics show that approximately 38 percent of older households (65+) have at least one member with a disability.
◊
Walking long distances to a bus stop,
◊
Waiting for extended periods for a bus to arrive,
◊
Climbing stairs to board a vehicle,
◊
Standing while a vehicle is in motion, and
◊
Needing additional time to board and exit a bus.
Transit improvements that increase frequency and increase service coverage would address many of these limitations. Additionally, research conducted by the TCRP at the national level provided insight into the preferences of 65+ transit users. The TCRP identified the characteristics of transit service that seniors felt were most important. The result of the TCRP effort concluded that, “The transportation services that seniors most highly value are reliable, frequent, comfortable, low-cost, curb-to-curb spontaneous services that access a large variety of destinations over extended periods of time.” 16 A lot is contained in that summary statement, but each element represents a characteristic that should be considered in the identification of services intended to support the 65+ population.
Section 7 The MyRide Plan – Planned Service Improvements In 2012, Polk County’s three transit agencies (PCTS, WHAT, and LAMTD) combined efforts to develop the 2013-2022 Transit Development Plan (TDP) titled “MyRide.” The MyRide Plan is a document used by the transit agencies to guide the growth and operation of the transit system. The transit improvements listed in the
Page 19
MyRide Plan serve as the basis enhancements recommended as memorandum.
for the transit part of this
Tables 4 and 5 provide a listing of the transit improvements identified in the MyRide document. Table 4 provides a summary of needed improvements to existing service, and Table 5 provides a list of needed system expansion.
presented in the plan reflects the wide-range of services used to support a diverse population in a variety of environments. Appendix 2 includes a full description of each type of service.
Table 5: TDP Needs Plan Alternatives – Service Expansions
Table 4: TDP Needs Plan Alternatives – Improvements to Existing Service Route Name
Description Frequency, span, and Sunday 10 service improvement Frequency, span, and Sunday 15 (WHAT) service improvement Frequency, span, and Sunday 3 service improvement Frequency and span 22XL improvement Frequency and span 22XW improvement Frequency and span 12 improvement Frequency, span, and Sunday 45 service improvement Frequency, span, and Sunday 1 service improvement Frequency and span 11 improvement Frequency and span 14 improvement 15 (Citrus Frequency and span Connection) improvement Eagle RidgeFrequency and span Lake Wales improvement 47 50 40/44 30 Bartow-Fort Meade Lake WalesFrostproof Carter Rd WalmartBradley
Route Name
Description
Haines City Circulator
New service
Lakeland-Bartow Express
New service
Lake Davenport-Haines City New service
Mode Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route
Bartow Circulator Downtown Lakeland Premium Haines City-Poinciana Lakeland-Winter Haven Express Lake Davenport
Traditional fixed-route Frequency and span Traditional improvement fixed-route Frequency and span Traditional improvement fixed-route Frequency, span, and Sunday Traditional service improvement fixed-route Span improvement
Flex Traditional New service fixed-route Premium bus New service service New service Flex New service
Express
New service
Call & ride Traditional fixed-route Traditional fixed-route Traditional fixed-route
Mulberry Circulator
New service
Haines City-Eagle Ridge Mall
New service
Lake Wales Circulator
New service
Lakeland-Sunrail Terminal Express Auburndale/Florida Polytechnic Frostproof
Flex
New service
New service
Fort Meade Crooked Lake Park/Hillcrest Heights Poinciana
New service
Call & ride
New service
Call & ride
New service
Call & ride
I-4 Intercounty Express Winter Haven Logistics Center
New service
Express
New service
Call & ride
North Lakeland Circulator
New service
Lakeland/Florida Polytechnic Connector Mulberry/Lake Wales
New service New service
Flex
Frequency and span improvement
Flex
The service types include:
Span improvement
Flex
◊
Premium Bus Service (Bus Rapid Transit)
◊
Express Service
◊
Traditional Fixed-Route Service (Urban)
◊
Traditional Fixed-Route Service (Rural)
◊
Flex Service
Several types or “modes” of transit service are proposed as part of the need listing. The variety of modes
Transit and Aging in Place
Express Traditional fixed-route Call & ride
New service
Span improvement
Source: MyRide, 2012.
Mode Traditional fixed-route Express
Traditional fixed-route Traditional fixed-route Flex
Source: MyRide, 2012.
Page 20
◊
Call-and-Ride Service
◊
Community Transit Options
◊
Commuter Services/Vanpools
◊
Taxi-Access Program
Figure 19 provides a depiction of the full list of proposed transit improvements identified in MyRide. The project listed in the following two tables serve as the source for the recommendations made in the subsequent section. The previous discussion has focused on the development of fixed-route service. This memorandum recognizes it is likely much of the demand for transit service created by the 65+ population will be supported by the County’s paratransit system. As new fixed-route services are added or expanded, the required ADA service will expand as well. Both the ADA paratransit service and Countywide TD program provide specialized services supporting the disabled, low-income, and elderly. However, It is the goal of the County to provide costeffective and efficient transportation. Thus, the County works to ensure that TD trips are served by fixed-route transit where ever possible. Therefore, the focus of the recommendations made in this memorandum center on the maximization of ridership associated with fixed-route services.
Section 8 Basis for Recommendations The purpose of this memorandum is to identify transit improvements that would enhance senior access to transit and support the transportation needs of Polk County’s seniors as they age. Having engaged in an analysis to identify the level of transit access available to Polk’s senior population; investment may now be directed to improve service in those areas with the highest need that are currently deficient in service. Figure 20 provides a comparison of the senior population and TCI data. This map allows for the identification of target investment areas where large numbers of seniors live with minimal or no access to transit. Target areas were identified based on the presence for two or more top 50 (65+) block groups with minimal or no transit access in close proximity to one another. Figure 21 compares these target areas with planned transit investment, and allows for the identification of improvements that would serve areas of Polk County that
Transit and Aging in Place
currently have a minimal level of fixed-route transit service and are home to a large number of senior residents. The following recommendations were made first with regard to the extension of service into areas that have either no or minimal existing access, and second to the enhancement of existing service. All recommendations are made with consideration given to the unique needs of 65+ transit riders.
The MyRide Plan – Key Recommendations for New Service Five of the new transit routes described in the MyRide Plan would affect areas of the County that through the analysis outlined above have been shown to be underserved by transit and support large senior populations. The numbered improvements listed below serve as a priority list of transit enhancements that would affect the mobility needs of Polk’s senior population. These improvements are identified in Figure 21. 1. Haines City to Eagle Ridge Mall: This new service would introduce traditional fixed-route service along a 12-mile segment of SR 17. The new route would serve the cities of Lake Hamilton, Lake Wales, Dundee, and Haines City. The route would pass through two of the top 50 block groups (65+), and within 1 mile of an additional five. The route would operate in an area currently void of fixed-route transit service, and pass within ¼ mile of three registered 55+ communities. Service Benefit to 65+ Riders: The service would introduce transit into an area of the County currently not served by fixed-route service. The route would provide frequent headways connecting residential areas with services and shopping. 2. Auburndale/Florida Polytechnic Circulator: This service would introduce traditional fixed-route service in the area of Florida Polytechnic University. The circulator would pass through two of the top 50 block groups (65+) and connect large residential developments north of I-4 with the University and the City of Auburndale. Service Benefit to 65+ Riders: The service would introduce transit into an area of the County currently not served by fixed-route service. The route would provide frequent headways connecting residential areas with services and shopping.
Page 21
Transit and Aging in Place
Page 22
Transit and Aging in Place
Page 23
Transit and Aging in Place
Page 24
3. Poinciana Call & Ride: This service would build upon the LYNX NeighborLink service now operating in Poinciana. The Call & Ride service area would cover the most populated portions of two of the top 50 block groups (65+). Additionally, both 65+ block groups contain demographic characteristics that suggest increased transit dependency.
large 65+ populations. Transit service enhancements with the greatest anticipated effect on areas with the highest 65+ population include the following:
Service Benefit to 65+ Riders: The demand responsive service would provide curb-to-curb transportation eliminating the need to travel to a transit stop. A minimum 2-hour advanced reservation would allow for flexibility and compatibility with individual schedules.
1. LAMTD Route 47: This route operates traditional fixed-route service in the area of northern Lakeland. The route passes through six of the top 50 block groups (65+) that have a combined total senior population of 4,489. Two of the block groups also have additional demographic characteristics that suggest an increased transit dependency. The proposed enhancement would extend the service span of the route that operates in an area of the County with a relatively high population density.
4. Frostproof Call & Ride Service: This improvement would introduce a new Call & Ride service area in the vicinity of the City of Frostproof. Three of the top 50 block groups (65+) fall within the proposed service area. The Call & Ride service area would greatly expand the curb-to-curb service currently provided by Route 35.
Service Benefit to 65+ Riders: The span improvement to the service proposed in the TDP would extend the route’s service span to 6:30 a.m. to 10:00 p.m. The extended hours of operation would allow riders an additional three hours of evening service. Extending the period would allow the 65+ riders to be more engaged in community activity.
Service Benefit to 65+ Riders: With benefits similar to those discussed for the Poinciana service, the new demand responsive service would provide curb-tocurb transportation eliminating the need to travel to a transit stop. A minimum 2-hour advanced reservation would allow for flexibility and compatibility with individual schedules. 5. Lake Wales Circulator: This circulator would introduce traditional fixed-route service to portions of the City of Lake Wales not currently served by fixed-route service. The extension of transit service eastward toward the core of the city would incorporate one of the top 50 block groups (65+) which also shows to have a higher rate of poverty. Service Benefit to 65+ Riders: The new service would introduce transit into an area that has a dense population and high level of supporting infrastructure. The route would provide frequent service connecting residential areas with services and shopping.
Existing Service Recommendations In addition to the expansion of services outlined above, the MyRide Plan also identifies a series of enhancements that would improve service along existing routes. Though the TCI scores present along most fixed-routes are moderate or higher, a comparative analysis was used to assess the proximity of the existing routes to areas with
Transit and Aging in Place
2. WHAT Route 15: This route operates as traditional fixed-route service connecting Winter Haven and Haines City. The route passes through six of the top 50 block groups (65+) that combine to total 5,040 residents age 65+. The proposed service improvements would include frequency, span, and weekend improvements. Route 15 would operate 7 days per week with weekday headways of 30 minutes and a service span from 6:00 a.m. to 10:00 p.m. Service Benefit to 65+ Riders: The improved frequency of buses would limit wait times at stops. The service span improvement would extend the portion of the day seniors could be active and travel within the community. The weekend service improvements would allow mobility for travelers on Sunday. 3. WHAT Route 30: This route operates as traditional fixed-route service connecting Winter Haven and Haines City. The route passes through five of the top 50 block groups (65+) that combine to total 4,689 residents age 65+. The proposed service improvements would include frequency, service span, and weekend service improvements. Route 15 would operate 7 days per week with weekday headway of 30 minutes and weekday service span from 6:00 a.m. to 10:00 p.m. Service Benefit to 65+ Riders: The improved frequency of buses would limit wait times at stops.
Page 25
The service span improvement would extend the portion of the day seniors could be active and travel within the community. The weekend service improvements would allow increased weekend mobility for travelers. 4. WHAT Route 35: This route operates Flex service in the area of Lake Wales and Frostproof. The route passes through five of the top 50, 65+ block groups that have a combined senior population of 4,721. Additionally, three of the five top 50 block groups (65+) affected by the route currently have minimal transit access. The proposed service enhancement would increase the frequency and span of the Flex route. Service Benefit to 65+ Riders: The flex service route provides curb-to-curb transportation eliminating the need to walk to a transit stop. A regularly scheduled service that requires a 2-hour advanced reservation would provide predictable service that allows flexibility with individual schedules.
Service Gap West of Lake Hamilton: The third area of limited service occurs partly within the City of Winter Haven and generally west of Lake Hamilton. Six of the top 50 block groups (65+) with a total population of 4,279 exist in this area and have minimal or no fixed-route transit access. Several transit improvements are proposed in adjacent areas, but none would extend into the six underserved block groups.
Section 9 Recommended Supporting Improvements The transit investments outlined above will play a key role in maintaining the mobility of Polk County’s senior populations as they age. However, transit service itself is just one part of the transportation network that will be needed to support the mobility of the population as it ages.
Though many of the transit service improvements proposed in the MyRide Plan will improve service to many of Polk County’s senior residents, gaps in the fixed-route service will remain. Figure 21 identifies three areas (marked as yellow circles) of Polk County that support large senior populations, but have minimal fixed-route transit service and no planned improvement in service identified in the MyRide Plan. In the absence of fixedroute service, the mobility needs of the senior populations present in both areas identified below will likely be supported by paratransit service.
Infrastructure that supports accessibility is a priority in serving the 65+ population. The quality of the connections between trip origins and destinations, and the form of the urban environment influence accessibility. According to the center for Smart Growth, almost 40 percent of Americans over the age of 50 say their neighborhoods lack adequate sidewalks, 55 percent report inadequate bike lanes or paths, and 48 percent have no comfortable place to wait for the bus. Additionally, these incomplete streets had deadly results amongst older residents. In 2008, older pedestrians were overrepresented in fatalities; while comprising 13 percent of the national population, they accounted for 18 percent of related fatalities.17
Service Gap North of Lakeland: The first area exists just north of the City of Lakeland. Three of the top 50 block groups (65+) are located along US 98. This area includes several 55+ communities including the Cypress Lakes development. The senior population present in the three relatively compact block groups totals 3,180.
According to the center for Smart Growth, almost 40 percent of Americans over the age of 50 say their neighborhoods lack adequate sidewalks, 55 percent report inadequate bike lanes or paths, and 48 percent have no comfortable place to wait for the bus.
Service Gap North of US 92: The second area of limited service occurs just north of US 92 midway between the cities of Lakeland and Auburndale. Two of the top 50 block groups (65+) with a total population of 2,012 exist in this area and have minimal or no fixed-route transit access. Transit service in the area diverts from US 92 to CR 542 placing many of the nearest stops just beyond a ¼-mile of both block groups.
It is necessary to advance the infrastructure involved in the complete transit trip. This trip is from door-to-door whether using paratransit or fixed-route service. Therefore, it is imperative to consider the trip from the origin of an individual to the transit bus stop, and the trip from the final bus stop to the individual’s ultimate destination. Key infrastructure elements that support connectivity are sidewalks and other pedestrian facilities,
Remaining Service Gaps
Transit and Aging in Place
Page 26
transit vehicles and ADA compliance, complete streets, and universal design.
Photo: Polk County Resident Waiting for a Bus on Combee Road in the Shade of a Utility Pole
Transit Vehicles and ADA Compliant Bus Stops One of the limitations identified for the 65+ population is climbing stairs into the bus. Low-floor vehicles should be considered to allow for boarding without the need to climb stairs. This would assist seniors and allow them to board in a more timely fashion. This would also contribute to better on-time performance on routes that serve large numbers of older residents. In addition, it is recommended that a complete inventory of bus stops be conducted to determine which bus stops are not in compliance with ADA. Locations within the block groups with high densities of 65+ population should be considered in the prioritization of the projects that would bring these bus stops into ADA compliance.
Complete Streets
Source: URS Field Review, August 2013.
Sidewalks and Pedestrian Facilities Every fixed-route transit trip involves a pedestrian trip at the beginning and end of the trip. It is imperative that sidewalks are complete and wellmaintained in order to allow the senior population to access fixed-route transit safely. Sidewalks that end abruptly, lack ramps at side streets, or are in disrepair could cause falls, or make it difficult or even impossible to access bus stop locations (especially for those who rely upon mobility devices). Pedestrian facilities at intersections that are easy to access and well-maintained are also imperative in the trip between the origin and the bus stop and the bus stop and ultimate destination for the senior population. It is recommended that a detailed sidewalk and intersection inventory be completed to determine where deficiencies exist in the sidewalk network and pedestrian facilities at intersections. This study should focus at a minimum on the areas identified as the top 50 block groups with 65+ population and those with existing or planned transit service.
Transit and Aging in Place
The TDP discusses transit-oriented development (TOD) in order to direct transit investment to areas with the potential for higher density, mixed-use, and transit supportive land uses. As development codes are written for new transit supportive development, it is important to consider the 65+ population. Complete street components are intended to balance safety and convenience to support the use of fixed-route transit. Components that can be included in a complete street initiative include, but are not limited to: ◊
Complete sidewalks;
◊
Bicycle lanes or wide, paved shoulders;
◊
Designated bus lanes and bus pull outs;
◊
ADA compliant bus stops;
◊
Pedestrian refuge islands;
◊
Accessible pedestrian facilities at intersections; and
◊
Curb extensions.
In addition, Universal Design (UD) principles focus on accommodation of the population as a whole including the elderly and disabled.
Page 27
UD promotes accessibility, safety, flexibility, functionality, simplicity, and comfort without compromising the aesthetics of space. One of the key concepts of UD is visitability, meaning that all land uses meet minimum levels of accessibility to enable persons with disabilities to visit and navigate freely and without barriers. The basic requirements for visitability include zero-step entries, wide doorways, and at least a halfbath on the first floor of each residential unit. Figure 22 illustrates the zero step entry. Additionally, to be accessible, doorways must provide 32 inches of clear width. A required 32-inch entry is mandated by ADA. However, an entry based on UD principles would build upon the basic accessibility requirement and consider user ability and ease of use in its design. A UD entryway may incorporate elements such as wider entry, automatic sliding doors, lighter weight door materials, or 18 Figure 23 specialized door handle configurations . illustrates some of the specialized entry elements.
Disability access to public buildings and projects has been incorporated within zoning codes to include such requirements as the number of parking spaces reserved for people with disabilities and the availability of ramps or elevators. Accessibility in public buildings is mandated within ADA compliance. Currently, in most of the nation, visit ability principles are optional. They and other UD principles could be applied to future TOD and new uses, including but not limited to residential, commercial, and retail. 19
Figure 22: Example of Zero-Step Entry
UD ◊ ◊ ◊ ◊ ◊ ◊ ◊
Entry Elements Wide door Lever handles No steps Covered entry Package shelf Motion lights Chair for resting
Transit and Aging in Place
Page 28
Figure 23: Example of UD Entry Elements20
Transit and Aging in Place
Page 29
16 1
2
3
4
5
6
7
8
9
10
xi
12
13
14
15
US Census Bureau. 2011. The Older Population, Washington DC. http://www.census.gov/prod/cen2010/briefs/c2010br09.pdf US Census Bureau. 2010. The Next Four Decades: The older Population in the United States 2010 to 2050, Washington DC. http://www.census.gov/prod/2010pubs/p25-1138.pdf Center for Housing Policy. 2012. Housing an Aging Population: Are We Prepared? Tabulations of the 2009 American Housing Survey (AHS). Washington DC. http://www.nhc.org/media/files/AgingReport2012.pdf National Conference of State Legislatures and AARP Public Policy Institute. 2011. Aging in Place: A State Survey of Livability Policies and Practices. Washington DC. http://assets.aarp.org/rgcenter/ppi/liv-com/aging-in-place2011-full.pdf American Planning Association. 2008. Housing an Aging Population. Tabulations of the Centers for Medicare and Medicaid Services, Medicare Beneficiary Survey. Chicago. http://www.planning.org/pas/infopackets/pdf/EIP-21.pdf Surface Transportation Policy Project. 2004. Aging Americans: Stranded Without Options. Author. http://www.transact.org/report.asp?id=232 Surface Transportation Policy Partnership. 2001. Analysis of the National Household Transportation Survey. http://www.transact.org/library/reports_html/seniors/exec _sum.asp Salmon, Jennifer, Aging Research Group. 2011. Planning for an Aging Saint Petersburg: Results of a Survey of the Age 45 and Older Population. City of Saint Petersburg. St Petersburg. http://www.communitiesforalifetime.org/docs/Planning_for _an_Aging_Society_Final_Report.pdf Ritter, A.S., Straight, A., and E. Evans. 2002. Understanding Senior Transportation: Report and Analysis of a Survey of Consumers Age 50+. AARP. http://assets.aarp.org/rgcenter/il/2002_04_transport.pdf Polk Transit. 2012. My Ride: Polk Consolidated Transit Development Plan FY 2013-2022. Bartow FL. http://polktpo.com/downloads/1374-2013-2022-TransitDevelopment-Plan Transportation Research Record. Journal of the Transportation Research Board. No. 2077. Estimating Transportation Costs by Characteristics of Neighborhood and Household. Transportation Research Board of the National Academies, Washington. http://htaindex.cnt.org/downloads/EstimatingTransportation-Costs.pdf Transit Cooperative Research Program (TCRP). 1998. TCRP Report 20: Transit Markets of the Future, The Challenge of Change. Washington DC. http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_28a.pdf US Census Bureau. 2012. 2077-2011 American Community Survey 5 year Estimate, DP02. http://factfinder2.census.gov/faces/nav/jsf/pages/index.x html Transit Cooperative Research Program (TCRP). 2002. TCRP Report 82: Improving Public Transit Options for Older Persons, Volume 2: Final Report. Washington. http://www.transitwiki.org/TransitWiki/images/2/2e/TCRP _Report82.pdf Center for Housing Policy. 2012. Housing an Aging Population: Are We Prepared? Tabulations of the 2009 American Housing Survey (AHS). Washington DC. http://www.nhc.org/media/files/AgingReport2012.pdf
Transit and Aging in Place
17
18
19
20
Ibid. National Complete Streets Coalition. 2013. Older Adults. http://www.smartgrowthamerica.org/completestreets/complete-streets-fundamentals/factsheets/olderadults City of New York Department of Design and Construction. 2003. Universal Design New York 2, New York. http://www.nyc.gov/html/ddc/downloads/pdf/udny/udny2 .pdf American Planning Association. 2009. Multigenerational Planning,: Using smart growth and universal design to link the needs of children and the aging population. Chicago. http://www.planning.org/research/family/briefingpapers/ multigenerational.htm The Center for Universal Design, NC State University College of Design. 2006. Residential Rehabilitation, Remodeling and Universal Design. Raleigh. http://www.ncsu.edu/ncsu/design/cud/pubs_p/docs/reside ntial_remodelinl.pdf.
Page 30