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Prepared by URS Corporation July 2014
Contents Section
Page
Section 1 ............................................................................................................1 Introduction ..................................................................................................1 Purpose .......................................................................................................1 Section 2 ............................................................................................................1 Median Income in Polk County.............................................................................1 Section 3 ............................................................................................................3 Median Cost of Housing in Polk County ...................................................................3 Section 4 ............................................................................................................4 Cost of Transportation ......................................................................................4 Distribution of Transportation Cost Burden .............................................................6 Section 5 ............................................................................................................7 Alternative Modes of Travel ...............................................................................7 Section 6 ............................................................................................................8 Combined Housing and Transportation Costs ............................................................8 Illustrative Examples........................................................................................9 Location of the Cost-Burdened Population in Polk County .......................................... 11 Section 7 .......................................................................................................... 11 Location of Assisted Housing............................................................................. 11 Section 8 .......................................................................................................... 11 Availability of Transit Service ........................................................................... 11 Existing Fixed-Route Service............................................................................. 11 Existing Paratransit Service .............................................................................. 12 Section 9 .......................................................................................................... 14 Access to Transit .......................................................................................... 14 Results of Transit Analysis ............................................................................... 14 Section 10 ......................................................................................................... 17 The MyRide Plan – Planned Service Improvements ................................................... 17 Section 11 ......................................................................................................... 19 Recommended Transit Improvements .................................................................. 19 Extension of New Service ................................................................................ 20 Enhancement of Existing Service........................................................................ 21 Remaining Service Gaps .................................................................................. 22
Appendices 1 2
Assisted Housing List MyRide Plan Transit Services
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Figures Figure 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
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Trends in Median Income at the State and County Level .............................................................1 2011 Median Household Income by Census Tract in Polk County ....................................................2 Trends in Average Housing Cost for Florida and Polk County 2005-2011 ...........................................3 Average Monthly Cost of Housing by Census Tract in Polk County ...................................................3 Percent of Households with Severe Housing Cost Burden .............................................................5 Trend in Cost of Driving .....................................................................................................5 Average Weekday VMT by Household in Polk County ..................................................................6 Average Monthly Cost of Driving by Census Tract in Polk County ....................................................7 Distribution of the Transportation Cost Burden .........................................................................7 Typical Housing Expenditures ..............................................................................................9 Average Monthly Combined Cost of Housing and Driving by Census Tract in Polk County ..................... 10 Location of Assisted Housing Developments in Polk County ........................................................ 12 Polk County Existing Fixed-Route Transit and Americans with Disabilities Act (ADA) Service Area ......... 13 Polk TCI Range .............................................................................................................. 15 Comparison of Assisted Housing, TCI, and Transit Buffer ........................................................... 16 Percentage of Affordable Housing Developments by Level of Transit Access ................................... 17 Transit Development Plan Proposed New Service .................................................................... 19 Comparison of Assisted Housing, TCI, and Planned Transit Improvements ...................................... 20
Tables Table 1 2 3 4 5 6 7 8 9 10 11 12 13
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Polk County – Means of Commuting to Work .............................................................................1 2011 Annual Household Income at the State and County Level ......................................................2 Selected Monthly Housing Costs ...........................................................................................4 Selected Monthly Owner Costs as a Percentage of Household Income (Homes with Mortgage) ................4 Gross Rent as a Percentage of Household Income ......................................................................4 2013 Owner Cost per Mile by Vehicle Type ..............................................................................5 Average Housing and Transportation Expense in the Southwest Neighborhood ...................................9 Average Annual Housing and Transportation Expense in the Willow Oak Neighborhood ...................... 10 Service Assessment and TCI Range ...................................................................................... 14 Average Number of Weekly Transit Trips by Service Category ..................................................... 15 Number of Affordable Housing Developments within ¼ mile of Fixed-Route Transit by Route .............. 17 TDP Needs Plan Alternative – Improvements to Existing Service .................................................. 18 TDP Needs Plan Alternatives – Service Expansions ................................................................... 18
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Section 1 Introduction The Polk Transportation Planning Organization (TPO) is engaged in the Livable Polk Initiative, an effort to identify actions 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 transportation system that supports the economic needs of a diverse community. Though automobiles are the predominant means of transportation within Polk County (See Table 1), the costs associated with owning and operating a car can strain the budgets of many households. The most recent cost of driving estimates produced by AAA show that, on average, owners pay 60.8 cents per mile to drive (for a medium sedan)1. This cost paired with the estimated 51 miles driven by the average Polk County household each weekday2, places the average daily household cost of driving at approximately $31.00. In Polk County, the average daily household cost of driving is approximately $31.00. For most households, transportation is the second largest annual expense after the cost of housing. The Bureau of Labor Statistics reports that the average American household spent $8,998, or 17.5 percent of its annual income, on transportation in 20123. Many households simply cannot afford the cost of driving and must utilize a different mode of transportation to support their daily trips. In Polk County, transit offers residents the opportunity to stay mobile, but control household costs. Though often seen as a system that supports the needs of low-income residents, transit may also be used as a tool by moderate and higher income residents to control or reduce escalating household transportation costs, allowing income to be directed to other expenses.
Table 1: Polk County – Means of Commuting to Work Subject Polk County Workers 16 years and over Car, truck, or van (drove alone) Car, truck, or van (carpooled) Public transportation (excluding taxicab) Walked Other means Worked at home
Number % 238,215 -193,200 81.1 27,134 11.4 1,265
0.5
2,551 6,407 7,658
1.1 2.7 3.2
Source: U.S. Census Bureau, 2011 American Community Survey (ACS) 5-Year Estimate.
Purpose The purpose of this paper is to identify the role transit can serve to lower household transportation costs and make a wider-range of housing affordable within Polk County. The recommendations made as a part of this paper are intended to provide transportation options to households that are balancing income with expenses.
Section 2 Median Income in Polk County Several factors affect the ability of a household to meet the costs associated with transportation. Among the most basic of those elements is household income. As shown in Figure 1, the median income in Polk County fell from a high of $44,633 in 2008 to $43,946 in 2010. Though now slowly recovering, wages have remained relatively flat in the county since 2008.
Figure 1: Trends in Median Income at the State and County Level
The Bureau of Labor Statistics reports that the average American household spent $8,998, or 17.5 percent of its annual income, on transportation in 2012.
Source: U.S. Census Bureau, 2005-2011 ACS Estimates.
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As previously illustrated in Figure 1, the median income in Polk County in 2011 was just under $45,000; however, this figure may be misleading when assessing the economic health of the county. Additional data taken from the ACS shows that during the same calendar year, more than a quarter (26.4 percent) of Polk County households earned less than $25,000. Table 2 provides a detailed summary of income distribution within the county in 2011. These figures show that the income supporting the budgets of many Polk County households is limited. Figure 2 identifies the median household income by Census Tract in Polk County. Though not presented in Table 2, but relevant to the discussion of income distribution, the poverty rate in Polk County in 2011 was 16.4%.
Table 2: 2011 Annual Household Income at the State and County Level Household Income Total households Less than $10,000 $10,000 to $14,999
Florida Estimate % 7,140,096 -522,672 7.3 405,372 5.7
Polk County Estimate % 221,975 -15,375 6.9 13,390 6.0
$15,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 to $74,999 $75,000 to $99,999 $100,000 to $149,999
840,479 839,473 1,094,185 1,336,510 817,308 760,919
11.8 11.8 15.3 18.7 11.4 10.7
30,038 27,690 36,753 43,677 27,126 19,437
13.5 12.5 16.6 19.7 12.2 8.8
$150,000 to $199,999 $200,000 or more Median household income (dollars)
259,488 263,690
3.6 3.7
4,268 4,221
1.9 1.9
47,827
--
44,398
--
Source: U.S. Census Bureau, 2011 ACS 5-Year Estimate.
Figure 2: 2011 Median Household Income by Census Tract in Polk County
Source: U.S. Census Bureau, 2011 ACS 5-Year Estimate.
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Section 3
Figure 3: Trends in Average Housing Cost for Florida and Polk County 2005-2011
Median Cost of Housing in Polk County In most household budgets, the largest annual expense is the cost of housing. In 2012, the average American household spent $16,887, or just under 33 percent of its annual income, on housing. Figure 3 displays the trend in the average cost of housing in Polk County over a 6-year period. Though the rate of increase in housing cost has slowed since 2008, the average cost of housing did not experience the same decline seen in wages between 2008 and 2010. In 2012, the average American household spent $16,887, or just under 33 percent of its annual income on housing.
Sources: U.S. Census Bureau, 2005-2011 ACS DP04; and URS average calculation.
Table 3 identifies the median monthly costs for home owners with mortgages, as well as for renters. The average monthly costs included in Table 3 are based on U.S. Census data and represent average monthly expenses including mortgage or rent payments. The identified rental and mortgage costs were combined to develop an average housing cost by census tract within Polk County. Figure 4 provides a map of that average housing costs.
Figure 4: Average Monthly Cost of Housing by Census Tract in Polk County Source: U.S. Census Bureau, 2011 ACS 5-Year Estimate. Note: Average based on URS calculation that combines average mortgage and rent costs.
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Table 3: Selected Monthly Housing Costs 2011 Housing Costs Median Monthly Owner Cost Housing Units With a Mortgage Median Monthly Cost - Units Paying Rent Average of Monthly Cost for Units With a Mortgage or Paying Rent
Polk Florida County Estimate Estimate $1,612
$1,328
$981
$858
$1,362
$1,146
Source: US Census Bureau, 2011 ACS 5YR Estimates, URS Calculation Note: Households in Polk County that do not have a mortgage or pay rent were excluded from the estimation of average cost.
To begin to assess not only cost, but affordability, the housing expenses outlined above were compared to income. The generally-accepted definition of affordability for a household is to pay no more than 30 percent of its annual income on housing4. The U.S. Department of Housing and Urban Development (HUD) notes that families who pay more than 30 percent of their income for housing are considered cost-burdened and may have difficulty affording other necessities.5 The U.S. Census Bureau provides a summary of the proportion of the average income that is spent on housing. Tables 4 and 5 include figures taken from the 2011 ACS for Florida and Polk County, and show that approximately 41.6 percent of Polk County residents with a mortgage, and 55.8 percent of renters, spend more than 30 percent of their annual income on housing. The U.S. Department of Housing and Urban Development (HUD) notes that families who pay more than 30 percent of their income for housing are considered cost-burdened and may have difficulty affording other necessities.
Table 4: Selected Monthly Owner Costs as a Percentage of Household Income (Homes with Mortgage) Mortgage Costs as Percentage of Income Housing units with a mortgage Less than 20.0 percent 20.0 to 24.9 percent 25.0 to 29.9 percent 30.0 to 34.9 percent 35.0 percent or more Not computed
Florida Number %
Polk County Number %
3,167,522
--
92,282
--
809,744 439,271 381,005 298,490 1,239,012 24,014
25.6 13.9 12.0 9.4 39.1 --
26,931 15,117 11,849 8,136 30,249 463
29.2 16.4 12.8 8.8 32.8 --
Source: U.S. Census Bureau, 2011 ACS 5-Year Estimates, DP04. Note: Figures based on ACS Estimates, may not total 100 percent.
Transit: Making Housing More Affordable
Table 5: Gross Rent as a Percentage of Household Income Florida Polk County Rent Cost as Percentage of Income Number % Number % Occupied units paying 2,051,959 -57,439 -rent Less than 15.0 percent 154,493 7.50 5,445 9.50 15.0 to 19.9 percent 200,221 9.80 6,386 11.10 20.0 to 24.9 percent 242,552 11.80 7,397 12.90 25.0 to 29.9 percent 237,554 11.60 6,155 10.70 30.0 to 34.9 percent 200,673 9.80 5,437 9.50 35.0 percent or more 1,016,466 49.50 26,619 46.30 Source: U.S. Census Bureau, 2011 ACS 5-Year Estimates, DP04. Note: Figures based on ACS Estimates, may not total 100 percent.
Based on the generally-accepted 30 percent housing affordability standard, nearly 80,500, or 37.5 percent, of Polk County households are considered cost-burdened by their mortgage or rental expense. When the figures are combined for renters and home owners (with and without a mortgage) and compared to the generally-accepted 30 percent housing affordability standard, the data shows that approximately 80,500, or 37.5 percent, of Polk County residents are considered cost-burdened by their housing expense. National statistics were reviewed to assess the segment of the population most affected by housing costs. The literature on this topic shows that housing cost burdens fall heaviest on moderate- to low-income households. Figure 5 shows a series of estimates taken from a 2010 report published by the Center for Housing Policy 6. Of note in the figure is the disproportionate housing cost burden that falls on the lowest income groupings. The figure separates the population into groupings based on the percentage of the area median income (AMI) earned. The figure then identifies the percentage of households that spend greater than half of their income on housing (termed severely burdened). It is reasonable to assume that similar conditions exist within Polk County.
Section 4 Cost of Transportation As noted in the introduction, the second largest expense for most U.S. households is transportation. In 2012, the average household spent $8,998, or 17.5 percent of its annual income on transportation. Figure 6 displays statistics taken from AAA’s Your Average Cost of Driving and shows the trend in the average cost of driving in the U.S. over a 7-year period. Between 2006 and 2013, the average cost of driving in the U.S. increased by 16.5 percent.
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Figure 5: Percent of Households with Severe Housing Cost Burden (based on AMI)
The third major factor that contributes to household transportation cost is miles driven. Households in Polk County are located in a variety of settings that range from urban to suburban to rural. The travel distances required to support necessary trips in these locations can vary drastically. In 2009, the U.S. Department of Transportation (USDOT), through the National Household Travel Survey (NHTS), collected travel data from 26,000 U.S. households. The data collected from these households detailed information on elements such as travel mode, daily trips, and miles driven.
Source: Center for Housing Policy, 2012.
Figure 6: Trend in Cost of Driving
Source: AAA, Your Average Cost of Driving, 2006-2013.
Per-mile costs associated with driving may be substantially higher or lower than those outlined in Figure 6 based on type of vehicle driven. Table 6 lists the 2013 AAA cost of driving estimates by vehicle type. The average cost of operating a medium-sized sedan is used as a median value, and serves as the basis for analysis in the subsequent sections of this paper.
The USDOT then took the information collected in the survey and, through a statistical process termed “transferability,� associated specific travel habits with demographic characteristics. The transferability process allowed for the production of detailed travel estimates nationally at the U.S. Census Tract level. Data taken from the 2009 NHTS was used to develop a map depicting the average vehicle miles traveled (VMT) by household in Polk County. As shown in Figure 7, the average VMT ranged from 22 to 68 miles per day. Additional analysis shows the average household in Polk County travels approximately 51 miles per day.
Between 2006 and 2013, the average cost of driving in the U.S. increased by 16.5 percent.
Table 6: 2013 Owner Cost per Mile by Vehicle Type Vehicle Type Minivan 4WD SUV Small Sedan Medium Sedan Large Sedan Sedan Average
Cost per Mile (15,000 miles per year) 65.3 Cents 77.3 Cents 46.4 Cents 61.0 Cents 75.0 Cents 60.8 Cents
Cost per Year (15,000 miles per year) $9,795 $11,595 $6,960 $9,150 $11,250 $9,122
Source: AAA, Your Average Cost of Driving, 2006-2013.
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Figure 7: Average Weekday VMT by Household in Polk County
Source: Average based on 2009 NHTS Estimate.
When the AAA cost of driving estimates were combined with the NHTS VMT estimates, an average cost of travel by Census Tract was developed. Based on the combination of these estimates, the average daily cost of travel for Polk County households was shown to range from $13.38 to $41.34 per workday, or $267 to $826 per month (assumes travel for 20 weekdays per month). Figure 8 provides a depiction of the average cost of driving in Polk County by U.S. Census Tract. Note, the NHTS VMT dataset did not include mode split for household travel; thus, the household transportation cost estimates assume that all trips occurred by car. The average daily cost of travel for Polk County households was shown to range from $13.38 to $41.34 per workday, or $267 to $826 per month.
Transit: Making Housing More Affordable
Distribution of Transportation Cost Burden Having identified the average transportation cost by household in Polk County, the discussion of affordability warrants a review of how costs are distributed among varying income groups. Though no statistics were readily available for Polk County specifically, national statistics were identified that show the distribution of transportation costs by income group. Figure 9 shows household expenditure figures for Polk County taken from a 2008 report generated by the Bureau of Labor Statistics. Of note in the figure is the disproportionate cost burden that falls on the lowest income groups. Those earning less than $10,000 per year spend an estimated 37 percent of their income on transportation7.
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Figure 8: Average Monthly Cost of Driving by Census Tract in Polk County
Source: URS calculation - average based on calculation of NHTS average VMT * AAA cost of driving per mile.
Figure 9: Distribution of the Transportation Cost Burden
Section 5 Alternative Modes of Travel The Polk County travel estimates outlined in the previous sections focus on the use of automobiles in the completion of necessary trips, and project a household’s transportation costs based on the use of that single-mode of transportation. Though automobiles are the predominant mode of transportation in Polk County, accounting for 92.5 percent of household commuter trips, other modes exist that may help to lower costs associated with daily travel.
Source: Bureau of Labor Statistics, 2008 Household Expenditure Estimate.
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The average monthly costs associated with driving ($267 – $863) are several times that of a monthly transit pass ($47). Walking – Nationally, walking as a means of travel accounts for approximately 2.8 percent of commuter trips. However, in Polk County, walking accounts for just 1.1 percent of work trips. Much of the built environment in Polk County exists as low-density suburban or rural development where larger distances separate residential areas from employment centers. Walking as a means of travel works best in more compact urban environments where trip distances are shorter and supporting infrastructure is present. The existing form of development in Polk County limits the practicality of walking as a means of household transportation, as much of the population resides in suburban and rural areas. Transit – In Polk County in 2011, transit supported just over 2.25 million passenger trips. Transit provides a transportation option that can connect residents to destinations across longer distances and, thus, provides a viable alternative to driving across many of Polk County’s more rural and suburban areas. Polk County transit passes are offered on a per trip, daily, weekly, or monthly basis. An adult one-way fare cost is $1.50. Daily passes are offered for $3.00, weekly passes for $12.00, and monthly passes for $47.00. Discounted fares are offered to children, students, seniors, and persons with disabilities. Daily, weekly, and monthly passes allow for an unlimited number of rides during the ticketed period. When compared to the lowest average monthly cost of driving reported for a blockgroup in Polk County ($267), the use of transit through the purchase of a 30-day bus pass ($47) represents an 83.4 percent monthly costs savings. It is likely that the greatest opportunity for households to utilize transit to reduce expenses lies in those areas of Polk County that are best served by transit.
Section 6
draw a correlation between housing cost, transportation cost, and combined affordability estimates. In 2010, the CNT conducted a survey of 337 U.S. metropolitan areas to identify national trends in housing and transportation costs. As part of this analysis, the CNT was able to establish thresholds for both housing and transportation affordability. Based on the identified national trends, CNT set affordability thresholds at 30 percent of household income for housing and at 15 percent of household income for transportation8. Additionally, the literature produced by CNT introduced the idea of combined affordability and suggested that a household’s housing and transportation costs are linked and should be examined as a combined cost. CNT suggests that housing and transportation cost should not exceed 45 percent of household income. Drawing from the CNT research, the Federal Highway Administration (FHWA) presented a case study in 2011 that discussed the tradeoffs associated with housing and transportation costs and outlined means through which households could reduce overall costs 9. The report introduced the idea of location efficiency in the siting of a home. The report explained that households in typical suburban or rural auto-dependent locations spent as much as 25 percent of their annual income on transportation. However, households located closer to employment, shopping, and other amenities reduced household transportation costs to nine percent of their annual budget. FHWA noted that households able to utilize other modes of transportation to include walking, bicycling, or transit could reduce transportation costs by as much as $10,203 per year10. Based on current vehicle operating costs outlined by AAA, for every 100 mile reduction in vehicle miles traveled, the average household will save approximately $20. Larger savings come to those households able to replace a vehicle with an alternative means of travel. For every 100-mile reduction in vehicle miles traveled, the average household will save approximately $20.
Combined Housing and Transportation Costs
Figure 10, taken from the FHWA report, shows how shifts in household transportation expense can affect the level of income available to support other household expenses.
Several agencies are now producing information that shows how household budgets can be affected by shifts in transportation cost. Much of the literature available on the topic draws from extensive work conducted by the Center for Neighborhood Technology (CNT), and begins to
In a similar discussion of location efficient housing, CNT suggests that centrally-located housing may initially appear more expensive than housing located in outlying or rural areas. However, when the related cost of transportation is factored in, many homes with higher
Transit: Making Housing More Affordable
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Figure 10: Typical Housing Expenditures11
rental or mortgage costs are actually more affordable based on the combined cost of housing and transportation. As shown in Figure 11, when the cost of housing and transportation are combined, many of the areas in Polk County more distant from the urban centers have a higher combined housing and transportation expense per household. Figure 11 helps to illustrate the point made in the CNT research that affordability is often influenced by a home’s location.
Illustrative Examples One means of describing the potential savings associated with location efficiency in housing is through a discussion of a typical local household. The following examples present two scenarios that highlight existing conditions, and identify adjustments local residents can make to reduce housing and transportation costs. The first scenario describes a typical household in the Southwest Neighborhood of Lakeland. Located near the center of the City, residents living in the Southwest neighborhood often find shopping, schools, and employment centers a short distance from their homes. Additionally, transit and infrastructure supportive of walking and biking is more prevalent here than other areas of the county. The average number of miles driven by household each day is 36.6. Using the AAA cost of driving estimate, this distance places the average annual transportation expense at $4,568. Consisting predominantly of single-family homes, the average cost of housing in the neighborhood is $1,055 per month (see Section 3) or $12,660 per year. In this moderate income neighborhood, the median household income is $51,114. The average household in the Southwest Neighborhood spends approximately 33.7 percent of its annual income on housing and transportation, see Table 7.
Table 7: Average Housing and Transportation Expense in the Southwest Neighborhood Annual Cost by Budget Item Houeshold Annual Housing Cost $12,660 Annual Transportation Cost $4,568
Source: Transportation and Housing Costs, FHWA.
Transit: Making Housing More Affordable
Percent of Annual Income 24.8% 8.9%
Based on the affordability thresholds outlined previously, the average household in the Southwest Neighborhood of Lakeland spends 11.3 percent under the budgetary maximums for housing and transportation leaving ample resources to meet other financial needs.
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Figure 11: Average Monthly Combined Cost of Housing and Driving by Census Tract in Polk County
Source: URS calculation - average based on average household (HH) mortgage cost * number of HH with Mortgage + average rent * number of HH renting / sum of the number of HH renting and HH with a mortgage.
The second scenario uses a typical household located in the Willow Oak Neighborhood. Located just west of the City of Mulberry, the average family living in Willow Oak earns approximately $40,550 per year. As one may expect, being sited in a more rural part of the county, the average cost of housing (See section 3) in Willow Oak ($986 per month) is well below the county average. However, based on this rural setting residents need to drive longer distances to access schools, work, shopping, and other services. The NHTS data shows the average household in Willow Oak drives 58.9 miles per day. When average housing and transportation costs are compared to median income in Willow Oak, the figures show that the average household spends more than 50 percent of its annual income on housing and transportation, see Table 8.
Transit: Making Housing More Affordable
Table 8: Average Annual Housing and Transportation Expense in the Willow Oak Neighborhood Budget Item Annual Housing Cost Annual Transportation Cost
Annual Cost by Houeshold $11,832 $8,604
Percent of Annual Income 29.2% 21.2%
Based on the affordability thresholds outlined previously, the average household in Willow Oak is burdened by annual combined housing and transportation costs reducing the ability of that household to meet other financial needs. As noted in Table 8, the average household in Willow Oak spends approximately 21.2 percent of its income on transportation (VMT * AAA cost of Driving). Though based on location, long distances will
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remain between residents and trip destinations; one means of reducing a household’s transportation expense is to reduce automobile use. Transit is available in the City of Mulberry with new circulator service planned for the Willow Oak Neighborhood. A $47 unlimited monthly transit pass, offers an option for households looking to cut expenses. If the average Willow Oak household were to reduce its auto use by half (eliminating the need for one vehicle) and replace that auto use with transit, monthly household transportation expenses could be reduced by $311. The annual savings of $3,735 dollars represents 9.2 percent of the household’s annual budget.
Location of the Cost-Burdened Population in Polk County The elements outlined in the previous sections of this report show that housing and transportation costs vary across Polk County, and that those costs have continued to increase as wages have fallen. The research also shows that the greatest burden related to this trend typically falls disproportionately on low-income households. Though the costs associated with housing and transportation are increasing, the findings also suggest that the location of housing can have an effect on reducing overall household costs. Building upon the idea of location-efficient housing, an assessment of low-income housing relative to transit service was conducted within Polk County. This assessment will provide policy makers with information regarding the viability of transit as a means of reducing transportation expenses in existing low-income households. The following sections of the report identify the location of assisted housing within Polk County and compare those developments with the location, intensity, and frequency of transit service.
Section 7 Location of Assisted Housing An inventory of the number and location of assisted housing units present in Polk County was completed for this report. For the purposes of this study, the inventory of assisted housing included those developments receiving subsidies from the U.S. HUD, U.S. Department of Agriculture (USDA) Rural Development (RD), Florida Housing Finance Corporation, or local housing finance agencies.
Transit: Making Housing More Affordable
The inventory conducted drew from three sources including data provided by the Polk County Housing and Neighborhood Development Division (HND), Polk County Tax Assessor’s Office, and the GeoPlan Center at the University of Florida. The listing of subsidized housing units provided by HND, Department of Revenue (DOR) codes from the tax assessor, and an existing shape file from the GeoPlan Center were used to identify location and number of assisted housing units. The results of the analysis showed 80 separate assisted housing developments with a total of 7,367 units exist within Polk County. Figure 12 shows the location of the developments identified in the inventory. Appendix 1 provides a full listing of the affordable housing units identified.
Section 8 Availability of Transit Service Currently in Polk County, three providers: Lakeland Area Mass Transit District (LAMTD), Winter Haven Area Transit (WHAT), and Polk County Transit Service (PCTS) operate transit; 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 13 provides a depiction of the fixed routes and specialized service areas operating in Polk County as of June 2013. The following information taken from Polk Transit’ 2013-2022 MyRide Plan provides a description of that existing service.12 Twenty-four fixed-routes and two specialized paratransit systems serve to connect the residents of Polk County with shopping, services, and community 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.
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Figure 12: Location of Assisted Housing Developments in Polk County
Source: Florida Geographic Data Library (FGDL), Property Assessor Data, County Affordable Housing Listing.
WHAT currently operates six fixed 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. 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 他 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.
Transit: Making Housing More Affordable
Contracted for service in Polk County by PCTS, LYNX 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 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 2 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.
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.
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Figure 13: Polk County Existing Fixed-Route Transit and Americans with Disabilities Act (ADA) Service Area
Based on figures reported by the Florida Commission for the Transportation Disadvantaged (FCTD), 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 他-mile buffer of each fixed-route transit line. ADA service supports those members of the community that, through disability, are unable to access traditional fixed-route transit. Users of ADA service must prequalify 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.
Transit: Making Housing More Affordable
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 他-mile ADA service area and are unable to access transit due to a documented disability, or based on a circumstance where no other transportation is available. TD service is offered based on the following criteria: to those most in need, for trips deemed most necessary, using transportation services that are most cost effective, and used in a leveraged manner to receive the greatest benefit from available funds. 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
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advance. Curb-to-curb TD service is provided for ambulatory, wheelchair, and stretcher clients.
not connected to fixed-route transit are served by the county’s paratransit system.
Section 9
Results of Transit Analysis
Access to Transit The preceding sections identified the location of assisted housing and detailed the transit services available. To match the population living in affordable housing to available transit service, an analysis was completed to assess the level of access that affordable housing residents have to the existing fixed-route transit network. 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) 13. The higher the transit index score, the better the transit coverage within a given area. The formula for TCI is as follows:
Note: Route buffer area = ¼-mile buffer around transit line (sq. mi.). Total Weekly Trips = Sum of weekly transit trips that pass within census block group (or neighborhood). Base geography = census block group (or neighborhood).
The data inputs used in the development of the TCI 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 the lakes and conservation lands from the TCI calculation was based on extensive areas of Polk County occupied by both and the total lack of ridership present in those areas. The following section describes the results of the analysis. 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
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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 approximately 90 percent of the TCI scores falling below a total of 376. 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. 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 9 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 9: Service Assessment and TCI Range Summary Category
Service Assessment High 1 - Fixed-Route Access High High 2 - Fixed-Route Access Moderate 1 - Fixed-Route Access Moderate Moderate 2 - Fixed-Route Access Minimal 1 - Fixed-Route Access Minimal Minimal 2 - Fixed-Route Access No No Fixed-Route Access
TCI Score Range 364-1,547 164-362 75-161 35-73 14-35 1-13 0
Note: TCI score ranges break at the decimal level.
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 the ¼-mile transit buffer. The service present may additionally be characterized by describing the average number of weekly trips present within the block groups, see Table 10.
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Table 10: Average Number of Weekly Transit Trips by Service Category
Summary Category High Moderate Minimal No
Average Number of Weekly Transit Service Assessment Trips High 1 - Fixed-Route Access 715 High 2 - Fixed-Route Access 320 Moderate 1 - Fixed-Route Access 224 Moderate 2 - Fixed-Route Access 167 Minimal 1 - Fixed-Route Access 127 Minimal 2 - Fixed-Route Access 121 No Fixed-Route Access 0
Figure 14 presents the TCI by service assessment category for Polk County and shows that the highest TCI scores typically coincide with the most populated areas of the county. Those areas with the lowest TCI scores typically occur in areas with fewer residents that include large tracts of conservation and state managed lands. Figure 15 provides a comparison between the location of assisted housing, TCI, and Âź-mile transit buffer. Ninety-six percent of affordable housing developments in Polk County fall within a block group that has some level of fixed-route transit access.
Figure 14: Polk TCI Range
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Figure 15: Comparison of Assisted Housing, TCI, and Transit Buffer
When the TCI scores are compared with the location of affordable housing developments in Polk County, the following is made apparent: ◊
Ninety-six (96) percent of affordable housing developments in Polk County fall within a block group that has some level of fixed-route transit access
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Thirty-one (31) of the 80 affordable housing developments fall in areas of the county having a high-level of fixed-route transit access
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Twenty-nine (29) developments fall in areas of the county having a moderate level of fixed-route transit access
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Seventeen (17) developments fall in areas of the county having a low level of transit access
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◊
Three (3) affordable housing developments fall in areas having no fixed-route transit access
Figure 16 summarizes the level of transit service provided to the assisted housing developments located in Polk County. Additional analysis provides a breakdown of those assisted housing developments and number of units located within ¼ mile of a fixed-route transit line. The ¼-mile buffer plays an important role in assessing the viability of transit as an alternative mode of transportation as it represents the generally accepted threshold a person will walk to access a bus. As shown previously in Figure 15, 66 of the 80 assisted housing developments within Polk County fall within ¼ mile of a fixed transit route.
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Figure 16: Percentage of Affordable Housing Developments by Level of Transit Access
Section 10 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 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 MyRide plan serve as the basis for the transit enhancements recommended as part of this memorandum.
Table 11 provides a summary of the number of assisted housing developments present along each transit line ordered by the total number of units present in each development.
Table 11: Number of Affordable Housing Developments within ¼-mile Buffer of FixedRoute Transit by Route Transit Route 15 LAMTD 40_44 15 WHAT 35 25 30 10 12 11 46 22XW 1 22XL 58 3 57 416 427 32_33 50 45 47 14
Number of Developments 9 7 12 8 7 2 5 5 5 4 6 2 5 4 3 2 6 6 1 2 1 1 1
Number of Housing Units 1,284 883 777 727 657 614 571 509 481 470 441 392 389 374 285 266 219 215 200 190 75 48 5
Tables 12 and 13, provide a listing of the transit improvements identified in the MyRide document. Several types or “modes” of transit service are proposed as part of the needs listing. The variety of modes 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. The service types include: ◊
Premium Bus Service (Bus Rapid Transit)
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Express Service
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Traditional Fixed-Route Service (Urban)
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Traditional Fixed-Route Service (Rural)
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Flex Service
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Call-and-Ride Service
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Community Transit Options
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Commuter Services/Vanpools
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Taxi-Access Program Sixty-six of the 80 assisted housing developments within Polk County fall within ¼ mile of a fixed transit route.
Sources: Combined Property Appraiser, FGDL, County Figures. Note: Total units based on DOR parcel data; number of subsidized units may differ from total.
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Table 12: TDP Needs Plan Alternatives – Improvements to Existing Service Route Name 10 15 (WHAT) 3 22XL 22XW 12 45 1 11 14 15 (Citrus Connection) Eagle RidgeLake Wales 47 50 40/44 30 Bartow-Fort Meade Lake WalesFrostproof Carter Rd WalmartBradley
Description Frequency, span, and Sunday service improvement Frequency, span, and Sunday service improvement Frequency, span, and Sunday service improvement Frequency and span improvement Frequency and span improvement Frequency and span improvement Frequency, span, and Sunday service improvement Frequency, span, and Sunday service improvement Frequency and span improvement Frequency and span improvement Frequency and span improvement Frequency and span improvement Span improvement Frequency and span improvement Frequency and span improvement Frequency, span, and Sunday service improvement
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 Flex Traditional fixed-route Traditional fixed-route Traditional fixed-route Traditional fixed-route
Span improvement
Flex
Frequency and span improvement
Flex
Span improvement
Flex
Source: MyRide, 2012.
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Table 13: TDP Needs Plan Alternatives – Service Expansions Route Name Haines City Circulator
Description
New service
Mode Traditional fixed-route Express Flex Traditional fixed-route Premium bus service Flex
New service
Express
New service
Call & ride Traditional fixed-route Traditional fixed-route Traditional fixed-route
New service
Lakeland-Bartow Express New service Lake Davenport-Haines City New service Bartow Circulator Downtown Lakeland Premium Haines City-Poinciana Lakeland-Winter Haven Express Lake Davenport Mulberry Circulator
New service New service
New service
Haines City-Eagle Ridge Mall New service Lake Wales Circulator Lakeland-Sunrail Terminal Express Auburndale/Florida Polytechnic Frostproof Fort Meade Crooked Lake Park/Hillcrest Heights Poinciana I-4 Intercounty Express Winter Haven Logistics Center North Lakeland Circulator Lakeland/Florida Polytechnic Connector Mulberry/Lake Wales
New service New service
Express
New service New service
Traditional fixed-route Call & ride Call & ride
New service
Call & ride
New service New service
Call & ride Express
New service
Call & ride
New service
New service New service New service
Traditional fixed-route Traditional fixed-route Flex
Source: MyRide, 2012.
Table 10 provides a summary of improvements to existing service, and Table 11 provides a list of needed system expansions. Figure 17 provides a depiction of the full list of proposed transit improvements identified in MyRide. The projects listed in the following two tables serve as the source for the recommendations made in the subsequent section.
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Figure 17: Transit Development Plan Proposed New Service
Section 11 Recommended Transit Improvements The purpose of this memorandum is to identify the role that transit can serve to lower household transportation costs and make housing more affordable. The analysis was focused to identify the quality of transit service available to residents of existing assisted housing developments within the county. Based on the analysis completed in the previous sections, investment may now be directed to improve service in those areas with the highest need that are currently deficient in service.
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Figure 18 provides a comparison of the assisted housing locations, TCI data, and the location of planned transit improvements taken from the MyRide Plan. This map allows for the identification of opportunities for investment where planned improvements coincide with the location of underserved assisted housing. The following recommendations are 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 routes.
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Figure 18: Comparison of Assisted Housing, TCI, and Planned Transit Improvements
Extension of New Service Three of the new transit routes described in the MyRide Plan would affect areas of the county that, through the analysis outlined above, were shown to be underserved by transit and support assisted housing developments. The improvements listed below serve as a priority list of transit enhancements that would affect the mobility needs of Polk County’s low-income population. ◊
Auburndale/Florida Polytechnic Circulator: This service would introduce traditional fixed-route service in the area of Florida Polytechnic University. The circulator would pass within ¼ mile of one (Polk City Villas) of the four assisted housing locations in Polk County currently not served by fixed-route
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transit. The circulator would connect the assisted housing development with the University and the City of Auburndale. Service Benefit to Low-Income 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 employment, services, and shopping. The new circulator would also connect riders with WHAT Route 50 and the proposed Lakeland to Polk Commerce Development of Regional Impact (DRI) route. Lake Wales Circulator: The circulator would introduce traditional fixed-route service to portions of the City of Lake Wales not currently served by fixed-route transit. The extension of additional
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service southward within the city would bring transit to within ¼ mile of three assisted housing developments that currently fall in an area of the county shown to have a low TCI. Service Benefit to Low-Income Riders: The new service would introduce transit into an area that has a high concentration of assisted housing developments (247 units). The route would provide frequent service connection to employment, services, and shopping found in Downtown Lake Wales. ◊
employment, services, and shopping found in the City of Lakeland. ◊
Mulberry Circulator: This circulator would introduce traditional fixed-route service to portions of the City of Mulberry not currently served by a fixed-route. The extension of service to the west would bring two assisted housing developments to within ¼ mile of a transit line. Currently, both developments are located in an area of the county shown to have a low TCI. Service Benefit to Low-Income Riders: The new service would introduce transit into an area that has a large low-income population. The route would provide frequent trips to the employment, services, and shopping found in the City of Mulberry, as well as connections to additional transit routes (Citrus Connection Route 39).
Service Benefit to Low-Income Riders: The improved service would reduce headways and extend hours of operation. The 30-minute reduction in headway would provide residents with improved flexibility in scheduling supported activities, making transit a more appealing alternative to driving. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening work trips. The route would provide improved connection to the employment, services, and shopping found in the City of Winter Haven. ◊
Enhancement of Existing Service 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 high, the improvement of existing routes would serve to reinforce transit as an alternative mode of travel and potentially increase ridership which allow more households to reduce transportation costs. ◊
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WHAT Route 15 - Planned service enhancements to WHAT Route 15 would reduce headways from 60 to 30 minutes, and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route would also provide additional weekend service by adding Sunday service. WHAT Route 15 currently serves to connect the cities of Winter Haven, Lake Alfred, and Haines City. In its course, the route passes within ¼ mile of 12 assisted housing developments with a total of 777 units. Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation, as well as provide additional weekend service. The more frequent service would provide residents with improved flexibility in the scheduling of supported activity and would allow additional weekend travel potentially supporting non-traditional work weeks. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening trips. As a route that passes between three of Polk County’s municipalities, the route serves as a connector providing access to three distinct employment and service centers.
LAMTD Route 15 – Planned service enhancements to Route 15 would reduce headways from 60 to 30 minutes, and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. Though Route 15 currently operates in an area with many of the highest TCI scores in the county, the route also passes through many of the most economicallydisadvantaged census block groups. Additionally, the route passes within ¼ mile of nine assisted housing developments with a total of 1,250+ units. Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation. The more frequent service in this densely-populated area would provide residents with improved flexibility in the scheduling of supported activity. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening work trips. The route would provide improved connection to
Route 40_44 - Planned service enhancements to Route 40_44 would reduce headways from 90 to 60 minutes and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route currently operates in South Winter Haven in an area identified as having low transit service. The route is located within ¼ mile of two large assisted housing developments that support a total of 883 Units.
◊
Route 30 - Planned service enhancements to Route 30 would reduce headways from 60 to 30 minutes, and extend the span of operations from 6:00 a.m.– 7:00 p.m. to 6:00 a.m.-10:00 p.m. The route would also provide additional weekend service. Route 30 currently serves to connect the cities of Winter Haven and Lake Wales and provides access to the Eagle Ridge Mall. In its course, the route passes within ¼ mile of 2 assisted housing developments with a total of 614 units.
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Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation, as well as provide additional weekend service. The more frequent service would provide residents with improved flexibility in the scheduling of supported activity and would allow additional weekend travel potentially supporting non-traditional work weeks. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening trips. Route 30 passes between the cities of Winter Haven and Lake Wales and serves as a connector providing access to a major employment and shopping center in the Eagle Ridge Mall. ◊
Route 10 - Planned service enhancements to Route 10 would reduce headways from 60 to 30 minutes and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route would also provide additional weekend service. Route 10 currently operates in southeast Lakeland. In its course, the route passes within ¼ mile of five assisted housing developments with a total of 571 units. Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation, as well as provide additional weekend service. The more frequent service would provide residents with improved flexibility in the scheduling of supported activity and would allow additional weekend travel potentially supporting non-traditional work weeks. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening trips. As a route that passes through one of Polk County’s most densely-populated areas, the route would serve as a connector and circulator for activity in Downtown Lakeland.
connection. The residents of the underserved developments would likely rely upon private autos or the paratransit system to meet their mobility needs. 1
2
3
4
5
6
7
8
9
10
Remaining Service Gaps If fully implemented, the planned improvements outlined in the MyRide Plan would leave few gaps in the connection of Polk County’s assisted housing to fixedroute transit. In total, two of 80 assisted housing developments would not be served by fixed-route transit. Those developments are shown (as not served) in Figure 18 and include: ◊
Village Green Apartments II – East of Lake Wales - 54 Units
◊
Lakesmart Associates LTD – East of Winter Haven 442 Units
11
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AAA, 2013. Your Driving Costs. Available Online. http://newsroom.aaa.com/wpcontent/uploads/2013/04/YourDrivingCosts2013.pdf U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey. Available Online. http://nhts.ornl.gov/download.shtml Calculation based on survey TAZ Data (Average VMT*Number of Households/Total Households). U.S. Bureau of Labor Statistics, 2013. Consumer Expenditures – 2012, Washington DC. http://www.bls.gov/news.release/cesan.nr0.htm U.S. Census Bureau, 2007. Who Can Afford to Live in a Home: A look at data from the 2006 American Community Survey. Washington. http://www.census.gov/hhes/www/housing/specialtopics/files/who-can-afford.pdf U.S. Department of Housing and Urban Development, 2013. Affordable Housing. Available Online http://portal.hud.gov/hudportal/HUD?src=/program_offices /comm_planning/affordablehousing Center for Housing Policy, 2012. Housing Landscape 2012. Available Online. http://www.nhc.org/media/files/Landscape2012.pdf U.S. Bureau of Labor Statistics, 2010. Report 1023: Consumer Expenditures in 2008. Washington DC. http://www.bls.gov/cex/csxann08.pdf Center for Neighborhood Technology, 2010. Pennywise Pound Fuelish: New Measures of Housing + Transportation Affordability. Available Online. http://www.cnt.org/repository/pwpf.pdf U.S. Department of Transportation, Federal Highway Administration, 2012. Transportation and Housing Costs. Available Online. http://www.fhwa.dot.gov/livability/fact_sheets/transandho using.cfm American Public Transpiration Association, 2011. Despite Predictions of Lower Fuel Costs, Gas Prices Remain High As Public Transit Savings Soars. Available Online. http://www.apta.com/mediacenter/pressreleases/2011/Pa ges/110510_May_Transit_Savings.aspx U.S. Department of Transportation, Federal Highway Administration, 2011. Environmental Justice Emerging Trends and Best Practices Guidebook. Available Online. http://www.fhwa.dot.gov/environment/environmental_just ice/resources/guidebook/guidebook01.Cfm 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
The remaining 78 (98 percent) of assisted housing developments within the county would fall within a census block group that has some fixed-route service
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