TCEA Discussion & Transit Mitigation
3/18/09
Planning Department
A future we want to avoid…
Transit Conditions
Confidence
Comfort
Convenience
Congestion
Roadway congestion
There are things worse than roadway congestion
Roadway widening is not always the best or most feasible solution
Archer Rd. & SW 34th Street6-lanes; LOS F
NW 43rd Street
Topics
History of transportation concurrency in Gainesville
Transit as mitigation
Proportionate Fair-Share & Multimodal Transportation District
Transportation LOS
Level of Service for roadways
Levels of service for transit, pedestrians, and bicyclists (quality levels of service)
Required to adopt multi-modal LOS in update to Comp Plan
TRANSPORTATION
CONCURRENCY
EXCEPTION
AREA
Gainesville’s TCEA
First adopted in 1999
Expanded in 2005 to add Zone C
TCEA General Principles
• Find a legal, viable solution• Be proactive and efficient• Provide a unified solution• Road widening not feasible or desirable in
most cases• Set transportation concurrency standards for
development• Based on redevelopment type of TCEA
Traffic levels after the TCEA
• Many people thought that traffic congestion would get worse if the TCEA was adopted
SW 13th Street at UF-Daily Traffic
0
5,000
10,000
15,000
20,000
25,000
30,000
1999 2003 2005 2007
SW 34th Street at Hull Rd-Daily Traffic
0
10,000
20,000
30,000
40,000
50,000
60,000
2001 2003 2005 2007
Archer Road east of SW 34th
Street- Daily Traffic
0
10,000
20,000
30,000
40,000
50,000
60,000
2001 2003 2005 2007
Passengers
FY1998FY1999FY2000FY2001FY2002FY2003FY2004FY2005FY2006FY2007FY2008
Year
RTS Fiscal Year Ridership (000s)October - September
Passenger Trips per Capita - 2006
0.00 10.00 20.00 30.00 40.00 50.00 60.00
Broward CountyEscambia CountyGainesville - RTS
TampaJacksonville
LakelandLee County
OrlandoMiami
Palm BeachPinellas County
Sarasota County Brevard County
TallahasseeOcala
Volusia County
Gainesville’s TCEA
Oriented to Redevelopment
Design issues
Mitigation
Example of Property Tax Benefits from the TCEAPlaza Royale Redevelopment
Development Taxable Value
Property Taxes
Share to the City
Plaza Royale2006
$5,069,300 $133,634.50 $25,040.45
Plaza Royale2008
$8,032,000 $181,914.12 $34,171.34
Old Scotty’s $2,258,400 $60,472.90 $11,160.10
Plaza Royale Liner Buildings
Auto-Oriented Uses
Special Regulations and Design Requirements for:
•Drive-through facilities•Gas stations, car washes•Automotive repair facilities
Drive-through inside TCEA (SUP)
Drive-through Outside city Limits
Drive-through KFC in TCEA
Drive-through Outside city Limits
Kangaroo Gas Station (N.W. 43rd Street) in TCEA
Kangaroo Gas Station annexed into city
URBAN VILLAGE – ACTION PLAN
(School of Architecture, University of Florida, 2006)
Integrating Land Use and Transportation
Current Impacts to Transit
• A recent traffic study suggests that the mode share for transit is 23% of all daily trips– 35% of all trips in morning peak
• SW 20th Ave routes operate at full capacity• Eastbound buses are full before 34th St
No-Change Scenario (adopted land use)
No-change SCENARIO
2025
transportation
Auto travel
VMT/trip: 10 miles
VHT/trip: 21 minutes
Areawide V/C: 1.69
Mode share
Auto: 66%
Transit: 26%
Ped/Bike: 8%
Results
•Study Area Road Network is 70% over capacity
Impacts to Roadway Network
• All scenarios result in roads that fall below the adopted LOS – SW 20th Blvd– SR 26/Newberry Rd– SR 26A/SW 2nd Ave– SW 62nd Blvd– SW 34th St– SR 331/Williston Rd
• As density increases additional segments are added to the list:– SR 26/University Ave– SR 24/Archer Rd
Urban Village Impacts to Transit
As density increases in the Urban Villagescenarios, so does the need for the followingbus service enhancements:
1. Use of Articulated Buses2. New Bus Routes3. Transit Stations with Bus Bays4. Dedicated Travel Lanes5. Traffic Signal Priority 6. Intersection Treatments
Proposed MMTD
Priority given to non-auto modes
Gridded street network
Transit oriented Design
Smart bus bays