parramore neighborhood small area plan and transit ... · plan and transit-oriented development...

APRIL 2015

PREPARED BY: 2014-2015 UCF MSURP PLANNING STUDIO

UNIVERSITY OF CENTRAL FLORIDA

MASTER OF SCIENCE IN URBAN AND REGIONAL PLANING PROGRAM SCHOOL OF PUBLIC ADMINISTRATION

Parramore Neighborhood Small Area Plan and Transit-Oriented Development

(TOD) Feasibility Study

Parramore Neighborhood Small Area Plan and TOD 1

2014-2015 PLANNING STUDIO

Dr. Christopher V. Hawkins – Studio Instructor

Mercedes Beaudoin

Cheri Bender

Emily Bradbury

Caesar Cabral

Jessica Frye

Emily Hanna

Sony Personal

Levi Steward

Nicolas Thalmuellar

MSURP Studio


Table of Contents

List of Figures ..................................................................................................................................4

List of Tables ...................................................................................................................................6

Executive Summary .........................................................................................................................7

1. Part I: Neighborhood Inventory and Analysis .....................................................................9

a. Section 1: Description of the Parramore Community ..............................................9

i. Socio-Demographic Analysis ....................................................................10

1. Population Change .........................................................................10

2. Housing ..........................................................................................15

3. Household Income & Retail Spending ..........................................17

ii. Private and Public Developments in Parramore ........................................18

1. Sports Facilities ..............................................................................19

b. Section 2: Transit-Oriented Development .............................................................20

i. Characteristics of a Transit-Oriented Development ..................................21

1. TOD Size .......................................................................................21

2. Planning for TOD Size...................................................................22

3. Land Uses.......................................................................................22

4. Ridership of TODs .........................................................................23

5. Constraints of Implementing Transit-Oriented Developments ......23

c. Section 3: The Built Environment .........................................................................24

i. Land Use and Infrastructure.......................................................................24

1. Building Value ...............................................................................24

2. Overlay Districts ............................................................................25

3. Zoning ............................................................................................25

4. Land Development Regulations .....................................................27

MSURP Studio


ii. Transportation Systems in the Parramore Neighborhood ..........................28

1. Rail System ....................................................................................29

2. Roadways .......................................................................................31

3. Bus Operations ...............................................................................32

4. Pedestrian and Bicyclist Infrastructure ..........................................33

iii. The Planned Transit-Oriented Development Study Area ..........................34

d. Section 4: Findings and Conclusions .....................................................................37

i. Socio-Demographics ..................................................................................37

ii. Infrastructure ..............................................................................................38

1. Susceptibility to Change ................................................................39

2. Mobility..........................................................................................41

3. Planned Development Projects ......................................................42

4. Community Needs .........................................................................42

2. Part II: Conceptual Transit-Oriented Development Plans and Recommendations ............44

a. Section 1: Introduction to Concept Plan ................................................................46

b. Section 2: Phase One of Concept Plan (10 years: 20125) .....................................49

i. Site Development 1 ....................................................................................49

1. Proposed Development: Mixed Use in Catalyst Project ................49

2. Proposed Sidewalk Infrastructure Improvements ..........................52

3. Proposed Street Improvements ......................................................53

4. Proposed Transit Plan ....................................................................55

5. Rendering of Phase I ......................................................................55

c. Section 3: Phase Two of Concept Plan (15 years: 2030) .......................................55


1. Proposed Development: Store Inside Mixed Use Building ...........56

MSURP Studio


ii. Site Layout .................................................................................................58

iii. Recommendations ......................................................................................58



3. Transit Plan ....................................................................................62

4. Rendering of Phase II.....................................................................62

d. Section 4: Phase Three of Concept Plan (20 years: 2035) .....................................62


1. Proposed Development: Parramore Culture Venue .......................63

ii. Recommendations ......................................................................................64

iii. Similar Projects ..........................................................................................65

iv. Feasibility ...................................................................................................66

v. Feasibility of Art-Based Incubators ...........................................................67

vi. Recommendations to Prep the Area for Redevelopment ...........................68



3. Transit Plan ....................................................................................71

vii. Feasibility and Recommendations .............................................................73

1. Rendering of Phase III ...................................................................73

e. Section 5: Summary of Investments ......................................................................74

MSURP Studio


List of Figures

Figure 1. Parramore neighborhood districts of the potential TOD ..................................................9

Figure 2. Census block groups for the Parramore community ......................................................10

Figure 3. Transit oriented development range ...............................................................................22

Figure 4. Building value for structures within a half mile radius of TOD site ..............................25

Figure 5. Zoning of the properties within a half mile radius of the Parramore TOD site ..............26

Figure 6. Year built for structures within a half mile radius of the Parramore TOD site ..............27

Figure 7. SunRail stations half mile radius in relation to TOD site ...............................................30

Figure 8. LYNX LYMMO lines for Downtown Orlando ..............................................................33

Figure 9. Broken sidewalk in the Parramore community ..............................................................34

Figure 10. Arial view of TOD site and parcels ..............................................................................35

Figure 11. Property ownership within the Parramore TOD site ....................................................37

Figure 12. Level of susceptibility ..................................................................................................40

Figure 13. Visual time projection of project implementation ........................................................47

Figure 14. Community Priority Matrix in visual time ...................................................................48

Figure 15. Location of catalyst project for Phase I ........................................................................49

Figure 16. Thornton Park Central and City Plaza at Town Square ...............................................51

Figure 16.1. Thornton Park Central and City Plaza at Town Square ................................51

Figure 17. Steele Indian School Park, Phoenix..............................................................................51

Figure 18. Roadway Improvements Plan View (Phase I) ..............................................................54

Figure 19. Roadway Cross-Section (Phase I) ................................................................................54

Figure 20. Phase I rendering of conceptual plan ............................................................................55

Figure 21. Location of catalyst project for Phase II.......................................................................56

Figure 22. A 16,000 sq. ft. retail ....................................................................................................57

Figure 23. Roadway Improvements Plan View (Phase II) ............................................................61

MSURP Studio


Figure 24. Roadway Cross-Section (Phase II) ..............................................................................61

Figure 25. Rendering of Phase II conceptual plan .........................................................................62

Figure 26. Location of Art District site within TOD .....................................................................63

Figure 27. East End Market ...........................................................................................................65

Figure 28. Los Angeles Art District Flea Market ..........................................................................66

Figure 29. Roadway Improvements Plan View (Phase III) ...........................................................71

Figure 30. Roadway Cross-Section (Phase III)..............................................................................71

Figure 31. FDOT example of a mixed transportation system and Kiss & Ride ............................72

Figure 32. Rendering of Phase III conceptual plan........................................................................74

MSURP Studio


List of Tables

Table 1. Population change 2000-2010 .........................................................................................11

Table 2. Changes in age distribution..............................................................................................11

Table 2.2 Change in age distribution (continued) ..............................................................12

Table 3. Race change by block group 2000-2010..........................................................................14

Table 4. Annual household consumer spending ............................................................................17

Table 5. Existing conditions of the nine properties within the Parramore TOD site .....................36

Table 6. Conclusions ......................................................................................................................74

MSURP Studio


Executive Summary

A planning process for the Parramore Neighborhood began in 2005 when the City of Orlando launched the Pathways for Parramore initiative. This planning initiative focused on addressing five community issues: Housing, Public Safety, Business Development, Quality of Life, and Children and Education. The Pathways for Parramore initiative is now integrated into the Parramore Comprehensive Neighborhood Plan.

The purpose of the Parramore Neighborhood Small Area Plan and Transit-Oriented Development (TOD) Feasibility Study is to provide analyses and recommended actions related to improving the functionality of land uses and transportation systems within the Parramore neighborhood of the City of Orlando, Florida. The specific geographic focus of this analysis and plan is the area designated in the Parramore Neighborhood Plan as a future TOD.

The objectives of this report are to identify market needs and implementation actions to foster a TOD in the study area. The report is organized into two primary parts: (I) study area data collection and analysis and (II) concept plans, recommendations and strategies for plan implementation.

Part I includes an overview of previous studies conducted of the Parramore neighborhood, a socio-demographic and market analysis, identification of key development sites, an analysis roadway and pedestrian infrastructure needs and identification of planned and on-going developments within the neighborhood. Part II provides conceptual design plans that aim to transform the study area into an attractive, walkable and mixed-use center. This part also describes how the proposed TOD would function within the existing built environment, and recommended changes to existing infrastructure to accommodate, facilitate, and take advantage of a new transit station. Part II also includes a financial feasibility analysis, phasing priorities, and evaluation of potential impacts of plan implementation on the neighborhood.

Part I: Neighborhood Inventory and Analysis:

• Analysis of relevant planning, development and transit-related studies; • Evaluation of the built environment and urban form within and around the TOD,

including the existing land uses, zoning, and development patterns; • Analysis of socio-demographic characteristics of Parramore residents; • Inventory and analysis of transportation corridors and street grid character, including

existing mobility deficiencies in the TOD’s street and pedestrian network; • Identification of parcels that provide opportunities for new investment without

displacement of major revenue and activity producing uses;

Part II: Conceptual Transit-Oriented Development Plans and Recommendations

• Evaluation of potential land use alternatives, land use mixes, and intensities reflective of the economic development, transportation, and urban design goals articulated in the City of Orlando Comprehensive Plan and the Parramore Neighborhood Plan;

• A safety and accessibility circulation plan for pedestrians, cyclists, and vehicles; • Specific and contextual land use policy recommendations for the target area; • Illustrative plans of the TOD area to serve as a flexible guide for future development;

MSURP Studio


• An evaluation of the conceptualized TOD’s financial feasibility, phasing priorities, and potential impacts to surrounding residents and businesses;

• A transportation and streetscape improvements prioritization; • TOD-supportive land use policy recommendations, including amendments to the

Comprehensive Plan and zoning code; • An implementation plan which includes options for public/private partnerships, financing

options, and implementation strategies.

MSURP Studio


Part I: Neighborhood Inventory and Analysis

Section 1: Description of the Parramore Community The Parramore Community is approximately 1.3 square miles, and is bounded by Interstate 4 on

the east, Orange Blossom Trail on the west, West Colonial Drive to the north, and West Gore

Street to the south. Within this area there are three neighborhoods: Lake Dot, Callahan, and

Holden/Parramore neighborhoods. Seven distinct neighborhoods are either contained within or

overlap within the TOD boundary outlined in Figure 1: Lake Dot, Callahan, Holden

Heights/Parramore, Rock Lake, Spring Lake, College Park, and Lorna Doone.

Figure 1. Parramore neighborhood districts of the potential TOD

Originally, an analysis of socio-demographic characteristics of the Parramore community was

conducted at the census tract level; however, this level of geography does not coincide with the

boundaries of the designated Parramore community. Thus data at the block group level is used to

evaluate population changes and other characteristics of the Parramore community over time.

MSURP Studio


Block groups are shaped by streets, railroads, bodies of water, other visible physical and cultural

features, and the legal boundaries shown on Census Bureau maps (Figure 2).

Figure 2. Census block groups for the Parramore community

The characteristics analyzed within each block group are: (1) the population density and total

population, (2) race distribution of total population, (3) number of renters, (4) number of home

owners, (5) race of renters, (6) race of owners, (7) household size, (8) age distribution of

population, and (9) gender distribution of the population by age. Data was collected from the

U.S. Census Bureau’s FactFinder for the years 2000 and 2010.

Socio-Demographic Analysis

Population Change

Table 1 displays the population change across the Parramore community. Overall, the

community has decreased in total population by 1,049 people, or by 14% between 2000 and

2010. This decrease occurred even with a 914-person increase in Block Group 189-3, which is

located in the Parramore/Holden Heights neighborhood. The most significant population

MSURP Studio


decrease (40%) among of all the block groups that comprise the Parramore community was in

Block Group 104-2, also located in the Parramore/Holden Heights neighborhood. Block Group

189-1, which is located within the TOD study site described in more detail in Section 2 of this

plan, decreased in population by 27% during the 2000-2010 timeframe. While the Parramore

Neighborhood has declined in population, the City of Orlando as a whole is projecting a 100%

population increase over the next 40 years.

Table 1. Population change 2000-2010, data by The United States Census Bureau

Total Population Numerical Change

Percentage Change

2000 2010 A B C D

Block Group 1* 018900

672 489 -183 -27.00%


984 746 -238 -24.00%


872 1,786 914 105.00%


849 825 -24 -3.00%

Block Group 1 010500 1,116 634 -482 -40.00% Block Group 2 010500 898 590 -308 -30.00% Block Group 1 010400 677 490 -187 -30.00% Block Group 2 010400

1,313 772 -541 -40.00%

Total= 7,381 6,332 -1,049 -14.00%

Table 2 reports 10 year age cohorts for each block group. Every block group experienced a

decrease in every age group except for the 50-59 year-age group, the 70-79 year-age group, and

the 80 years-and-over age group. The most significant change occurred in Block Group 189-1

with a decrease of 56 persons (nearly 5%) in the 0-9 year-age group.

MSURP Studio


Table 2. Change in age distribution


2000 2010 Change

Age Groups Number % of Total

Number % of Total

Number Percent

0-9 years 121 18.00 65 13.29 -56 -4.71 10-19 years 95 14.00 64 13.09 -31 -0.9 20-29years 88 13.00 66 13.50 -22 0.5 30-39 years 109 16.20 58 11.86 -51 -4.3 40-49years 118 17.50 91 18.60 -27 1.1 50-59 years 82 12.20 83 16.97 1 4.8 60-69 years 43 6.30 38 7.77 -4 1.5 70-79 years 13 2.00 20 4.08 7 2.1 80 years and over 3 0.40 4 0.80 1 0.4 Total 672 99.60 489 99.96 -183 0 Block Group 2* 018900

2000 2010 Change


Number % of Total

Number Percent

0-9 years 153 16.00 110 14.75 -43 -1.3 10-19 years 183 19 119 15.95 -64 -3.1 20-29years 119 12.09 95 12.73 -24 0.6 30-39 years 113 11.48 91 12.20 -22 0.7 40-49years 165 16.76 125 16.76 -40 0.0 50-59 years 100 10.16 117 15.68 17 5.5 60-69 years 82 8.33 51 6.84 -31 1.5 70-79 years 48 4.87 25 3.35 -23 -1.5 80 years and over 21 2.13 13 1.74 -8 -0.4 Total 984 100.00 746 99.99 -238 2

MSURP Studio


Table 2.2. Change in age distribution (continued)


2000 2010 Change


Number % of Total

Number Percent

0-9 years 81 9.28 157 8.8 76 -0.5 10-19 years 81 9.28 107 6.0 26 -3.3 20-29years 126 14.40 355 19.9 229 5.5 30-39 years 187 21.44 267 14.9 80 -6.5 40-49years 207 23.73 372 20.8 165 -2.9 50-59 years 120 13.76 344 19.3 224 5.5 60-69 years 46 5.27 150 8.4 104 3.1 70-79 years 17 1.94 31 1.7 14 -0.2 80 years and over 7 0.80 3 0.2 -4 -0.6 Total 872 99.90 1,786 100.0 914 0 Block Group 4* 018900

2000 2010 Change


Number % of Total

Number Percent

0-9 years 49 5.77 87 10.5 38 4.7 10-19 years 34 4.00 55 6.7 21 2.7 20-29years 88 10.36 61 7.4 -27 -3.0 30-39 years 78 9.18 71 8.6 -7 -0.6 40-49years 94 11.07 91 11.0 -3 -0.1 50-59 years 67 7.89 98 11.9 31 4.0 60-69 years 164 19.31 112 13.6 -52 -5.7 70-79 years 179 21.08 154 18.7 -25 -2.4 80 years and over 96 11.30 96 11.6 0 0.3 Total 849 99.96 825 100.0 -24 0 Block Group 1 010400

2000 2010 Change


Number % of Total

Number Percent

0-9 years 175 25.84 136 27.8 -39 2.0 10-19 years 125 18.46 79 16.1 -46 -2.4 20-29years 73 10.78 69 14.1 -4 3.3 30-39 years 88 12.99 45 9.2 -43 -3.8 40-49years 80 11.81 59 12.0 -21 0.2 50-59 years 54 7.97 47 9.6 -7 1.6 60-69 years 46 6.79 34 6.9 -12 0.1 70-79 years 25 3.69 13 2.7 -12 -1.0 80 years and over 11 1.62 8 1.6 -3 0.0 Total 677 99.95 490 100.0 -187 0 Block Group 2 010400

2000 2010 Change

MSURP Studio



Number % of Total

Number Percent

0-9 years 307 23.38 130 16.8 -177 -6.6 10-19 years 231 17.59 106 13.7 -125 -3.9 20-29years 182 13.86 102 13.2 -80 -0.7 30-39 years 150 11.42 83 10.8 -139 -0.6 40-49years 177 13.48 96 12.4 -67 -1.1 50-59 years 100 7.61 86 11.1 -14 3.5 60-69 years 71 4.40 92 11.9 21 7.5 70-79 years 58 0.04 48 6.2 -10 6.2 80 years and over 37 0.03 29 3.8 -8 3.8 Total 1,313 91.81 772 100.0 -599 8

Table 3 displays the changes in race for the greater Parramore Neighborhood during the 2000-

2010 timeframe. The potential TOD block group, Block Group 189-1, decreased in each race

category with the largest decrease (nearly 25%) in African/American Black persons. Block

Group 104-2, located in the traditional Parramore/Holden Heights neighborhood, had the largest

change of any race of any block group through the 2000-2010 timeframe. Block Group 104-2

increased in White population by 488%. In fact, all the block groups increased in White

populations, representing a cumulative increase of 1,136%.

Table 3. Race change by block group 2000-2010

Total Population Numerical Change Percentage Change 2000 2010


White (alone) 75 51 -24 -32.00% African/American Black

547 411 -136 -25.00%

Hispanic/Latino 18 17 -1 -5.00% Block Group 2* 018900

White (alone) 25 50 25 100.00% African/American Black

905 675 -230 -25.00%

Hispanic/Latino 28 14 -14 -50.00% Block Group 3* 018900

White (alone) 159 642 483 303.00%

MSURP Studio


African/American Black

514 966 452 87.90%

Hispanic/Latino 151 332 181 119.80% Block Group 4* 018900


322 329 7 2.00%

Hispanic/Latino 167 184 17 10.00% Block Group 1 010400


575 422 -153 -26.60%

Hispanic/Latino 64 63 -1 -1.50% Block Group 2 010400


1,248 672 -576 -46.00%



978 558 -420 -42.90%



859 567 -292 -33.90%

Hispanic/Latino 17 8 -9 -52.90% *Block Group 1 of Census Tract 189 from 2010 is the equivalent to Block Group 6 of Census Tract 106 from 2000. Block Group 2 of Census Tract 189 from 2010 is the equivalent plane to Block Groups 4 and 5 together of Census Tract 106 from 2000. Block Group 3 of Census Tract 189 from 2010 is the equivalent plane to Block Groups 2 and 3 together of Census Tract 106 from 2000. Block Group 4 of Census Tract 189 from 2010 is the equivalent plane to Block Group 1 of Census Tract 106 from 2000.

Housing

Knowing the occupancy characteristics of a neighbhorhood can improve understanding of the

types of housing presently available and the type of housing potentially desired for future land

use planning. The trend in population decrease parallels decreases in Total Housing during the

2000-2010 timeframe, with a cumulative decrease of 238 housing units. The block groups which

MSURP Studio


had housing increases were Block Group 189-3 with 256 added housing and Block Group 189-4

with 4 added housing. The largest decrease in housing for any block group is in Block Group

104-2 with a decrease of 161 housing units. Perhaps there is a correlation between Block Group

104-2’s decrease in housing and its significant race change during the 2000-2010 timeframe, as

Block Group 104-2 had the largest race change in the timeframe with a 488% increase in White

population.

For the potential TOD block group, the total housing decreased by 7 units or by 2.5%. Within

this block group, no owner-occupied housing changed, but the renter occupied housing decreased

by 12% and vacant housing increased by 70%. These findings are similar to all of the other block

groups studied, except for Block Group 104-2, which also increased vacant units. Vacant unit

increase potentially correlates with a decrease in overall neighborhood population.

The potential TOD block group decreased in Black-Owner Occupied (-3) and White-Owner

Occupied (-3) housing, but increased in Hispanic/Latino-Owner Occupied (5) housing.

African/Black American, White, and Hispanic Renters decreased throughout Block Group 189-1,

with Black-Occupied Renters decreasing the most (-15). All block groups measured, except for

Block Group 189-4 which increased 1 Black-Occupied Owner, decreased in Black-Occupied

Owner Units. Contrastly, Block Group 189-1 is the only block group to not increase in White-

Occupied Owners with the exception of Block Group 104-1 which did not change in White-

Occupied Owners.

A household consists of one or more persons living in the same housing unit regardless of

relationship to each other. Typically, demands in housing and retail markets are generated by the

individual or the household as a group. Anticipated household sizes and/or population growth

potentially indicate future opportunities for retail demand and overall economic development of

a community. During the 2000-2010 time period, the potential TOD block group increased 1-

person households by nearly 9%. However, in all other household types measured, Block Group

189-1 decreased. The largest decreased household size for this block group is the 5+ person

households by nearly 8%.

To provide a further understanding of the people living in Parramore, a household size analysis is

conducted. This analysis focuses on 1-person, 2-person, 3-or-4-person, or 5+ person households.

MSURP Studio


A household consists of one or more persons living in the same housing unit regardless of

relationship to each other. Typically, demands in housing and retail markets are generated by the

individual or the household as a group. Anticipated household sizes and/or population growth

potentially indicate future opportunities for retail demand and overall economic development of

a community. Of course, further analysis is necessary to identify retail preferences within a

community.

During the 2000-2010 time period, the potential TOD block group increased 1-person

households by nearly 9%. However, in all other household types measured, Block Group 189-1

decreased. The largest decreased household size for this block group is the 5+ person households

by nearly 8%.

The number of 1-person households in Block Group 189-3 increased more than any other block

group or household type with an increase of 106 households. Following closely behind Block

Group 189-3’s 1-person households increase is the same block group’s 2-person household with

a 103 household increase. This Callahan block group had the second largest race-change, a 303%

increase in white population.

The cumulative decrease in 1-person households throughout the greater Parramore

Neighborhoods is five. For 2-person households, the cumulative neighborhoods decreased by -77

households. The 3-or-4-person households for the cumulative neighborhood decreased by 181.

Parallel to Block Group 189-1, 5+-households decreased in amount (133 households). Perhaps,

the larger household sizes correlate to the decreased Total Population.

Household Income & Retail Spending

Because successful TODs typically include retail space, it is important to analyze the Parramore

community’s household income and retail spending patterns to determine the ability to sustain

retail uses. Table 4 exhibits the contrast in household spending between the City of Orlando

population and the Parramore community population.

MSURP Studio


Table 4. Annual household consumer spending

Household Consumer Spending, 2012 City of Orlando Parramore Total Households (2012) 105,268 2,319 Apparel & Accessories $1,315.00 $586.00 Computers $214.00 $88.00 Entertainment & Recreation $489.00 $191.00 TV/Video/Audio $1,101.00 $503.00 Other Entertainment (pets, toys, games, etc.) $1,076.00 $439.00 Food & Alcohol Food at Home $4,237.00 $1,943.00 Food away from Home $2,771.00 $1,181.00 Alcoholic & Non-alcoholic Beverages $878.00 $387.00 Household Furnishings & Equipment $1,891.00 $794.00 Health & Personal Care $1,503.00 $706.00 Total Total Annual Spending $1,628,986,509.00 $15,812,751.00 Per Household $15,475.00 $6,819.00 As % of Average HH Income 26.70% 26.00%

In 2012, the City of Orlando’s average household income was $58,036 and is projected to

increase at an average annual rate of 2.8, to $66,600 by 2017. In comparison, the average

household income of the Parramore community is $26,200 and is only expected to reach $30,100

by 2018. This suggests the Parramore households have less disposable income to spend on retail.

Parramore households spend significantly less ($6,800) than Orlando households ($15,500) on

consumer retail goods including: clothing, entertainment/recreation, electronics, groceries, food

and beverage, household furnishings, and health care. However, retail spending comprises a

fairly uniform share of average household incomes among households citywide (27%) and in

Parramore (26%) (Parramore Comprehensive Neighborhood Plan, 2014).

Private and Public Developments in Parramore

There are currently ten projects–proposed, in progress, or completed—within or in close

proximity to the Parramore community. One of the largest proposed projects in Parramore is

Creative Village. Creative Village is a public-private partnership between the City of Orlando

and Creative Village Development, LLC that aims to redevelop the land formally occupied by

Amway Arena. The plans for Creative Village focus on developing a high quality urban

MSURP Studio


neighborhood that will support a diverse and dynamic mix of uses including: 1 million sq. ft. of

office space, half a million sq. ft. of higher education space, 25,000 sq. ft. of K-12 education

space, 1,500 residential units, 150,000 sq. ft. of retail and commercial space, 120 hotel rooms,

and six parks. The estimated daytime population of this development is roughly 10,000

professionals, students, and residents. The start date has yet to be determined, but the current

estimated figures of the project’s built investments are over $1 billion.

On September 23, 2014 The University of Central Florida’s President, Dr. John Hitt announced

plans for a UCF downtown Orlando campus. The new campus would be located in the proposed

Creative Village area, within the Parramore neighborhood. According to UCF, the university is

actively working with the City of Orlando and others to plan a 68 acres campus in the Creative

Village area (UCF, 2015). The University was awarded $2 million from the State of Florida in

2014 for a study to determine the impact and role of a major university presence in downtown

Orlando (Creative Village, 2014).

In addition to the new UCF Downtown campus being announced, on January 24, 2015, Orange

County Public School (OCPS) announced plans to build a 41.3 million dollar community school

in Parramore. The school site will be at the corner of North Parramore Avenue and West Amelia

Street (Orlando Sentinel, 2015). The school’s goal will be to provide a quality program for

students and hotelier Harris Rosen’s Rosen Foundation will help to fund some of the programs

(Creative Village, 2015). The schools design is in the preliminary stages, but the vision is to have

separate wings for the separate age groups. There will also be dedicated space for the Boys &

Girls Club, and outdoor space for community events (NEWS 13, 2015).

Another land development project, Lexington Court, is a residential complex under construction

on a 2.07 acre site located north of West Concord Street, south of West Colonial Drive, and east

of North Parramore Avenue. The first phase of this development will include 104 housing units

in a 5 story multi-family building adjacent to a parking garage. Ground floor activities include

club facilities, leasing office, and residential units. The first phase’s completion date is 2015 with

a built environment investment of $17.8 million. Phase two of Lexington Court will include

22,543 sq. ft. of commercial development and has an unknown start date.

MSURP Studio

http://www.cityoforlando.net/economic/creative-village/


A smaller project underway is the renovation of a former Sheraton Hotel into a Marriott Hotel,

which will house 290 guest rooms, 17,000 sq. ft. of meeting space, and include two restaurants.

The project is expected to be complete in 2015 with an investment of $11.7 million to the built

environment. Another project likely for completion in 2015 is a Men’s Service Center funded by

a partnership between the City of Orlando and Orange County. This venture includes the

construction of a two-story residential facility for the Coalition for the Homeless and a built

environment investment of $6.6 million. Two additional development projects that have been

recently completed within the Parramore community include a Family Dollar store and the

George C. Young Building, which together have invested an estimated at $47.5 million into the

built infrastructure.

Sports Facilities

Sports facilities and sports-related construction projects are expected to be a major contributor to

the development of the Parramore community. The Amway Center is a sports and entertainment

venue which can seat over 20,000 people and has invested approximately $480 million in the

built environment. The proposed adjacent Orlando Magic Complex is a two-phased mixed-use

development located on 7.82 acres. Currently, there is no start date and limited information on

this project’s total construction cost.

The construction of the Major League Soccer Stadium is currently underway and is expected to

be completed in 2016. This will represent the City’s second major league sports stadium, and

will seat 19,500 people and provide approximately $110 million of investment into the

community. In addition, the Orlando Citrus Bowl located adjacent to the Parramore community,

has been recently renovated into a 1.2 million sq. ft. structure with 65,000 seats and 4,000 club

seats.

In total, almost $2 billion has been invested in the built environment within Parramore during the

last decade and more investments are slated to arrive. Though these investments intend to spur

economic development, these facilities do not necessarily cater to the existing needs of

Parramore residents and businesses. The majority of these development projects will serve as a

regional attraction to the area. Though new jobs will be created, these jobs might not necessarily

fit the skill sets of Parramore residents. Hopefully, the Creative Village can provide educational

MSURP Studio


opportunities for Parramore residents to increase capacity for higher education and workforce

skills.

Section 2: Transit-Oriented Development

Transit-oriented development (TOD) is a mixed-use residential or commercial area designed to

maximize access to public transport, and often incorporates features to encourage transit

ridership. A TOD neighborhood typically has a center with a train station, metro station, tram

stop, or bus station, surrounded by relatively high-density development with progressively

lower-density development spreading outwards from the center. The City of Orlando defines a

TOD as a site designated through a development order or a parcel of record which located within

a quarter mile of a premium transit stop or station (SunRail or LYMMO) (Section 56.04 of Land

Development Code for City of Orlando).

Community Wealth (2012), a community strategy and information organization, describes TODs

as being strategic projects for walkable, mixed use communities around public transportation

nodes including rail stations and major bus lines. Other organizations, such as the Nathalie P

Voorhees Center for Neighborhood and Community Improvement (2015), suggest TODs are

land use planning mechanisms to mitigate sprawl, pollution, disinvestment, poverty and

unemployment by developing near transit which provides people access to a variety of retail

goods and services. This definition can also include a range of high density housing options to

ensure proximal residents can support the retail development.

The Florida TOD Guide (2012) describes a TOD as having a strong emphasis on mobility,

walkability and connectivity, urban form, and a mix of uses in a high density pattern. The Florida

State Statute (2014) also describes a TOD as a project or group of projects identified in a local

government’s comprehensive plan which will serve or is currently providing transit service

(Chapter 163.3164(46), F.S.). Such areas should be compact and have a mixture of land uses at a

relatively high density. The TOD should also be interconnected with other land uses, include

bicycle and pedestrian infrastructure, and be designed to support frequent transit service, such as

rail, fixed guide way, streetcar or bus system on dedicated facilities or roadway connections

(Chapter 163.3164(46), F.S.).

MSURP Studio


Characteristics of a Transit-Oriented Development

Figure 3. Transit-oriented development range.

Source: Florida Department of Transportation

TOD Size

The size of TOD projects can range from half an acre to hundreds of acres, depending on the

spatial, social, and cultural context of the area in which it is positioned as well as the modes of

transit it provides. Typically, however, the size of TODs in the United States is a one-half mile

radius around the transit station or approximately 500 acres (Cervero & Guerra, 2011). The

Florida Department of Transportation describes TODs to have a transit core of ¼ mile, a ½ mile

transit neighborhood, and a transit supportive area of 1 mile (FDOT, 2014).

Planning for TOD Size

Planning for TODs occur at several levels including the region, the neighborhood, the corridor,

the station area, and the land parcels it covers. According to the Center for Transit-Oriented

Development (2015), organizing and understanding TODs at various levels allow urban planners

to better grasp local benefits of implementing a TOD, such as reduced transportation costs for

residents. Additionally, planners and researchers use transit catchment areas—the land around

stations—as geographic units for predicting ridership, assessing the impacts of transit

investments, financial planning, and prescribing regulations such as the relaxation of restrictive

zoning (Guerra, Cervero, & Tischler, 2011).

MSURP Studio


Furthermore, transit catchment areas are broadly based on an understanding of how far people

are willing to walk to take transit. One-half mile corresponds to the distance over which someone

from the edge of the circle can reach a station within 10 minutes of walking at 3 miles per hour.

At a little more than 500 acres in size, the area within the half-mile ring represents the spatial

extent of most TOD planning (Cervero & Guerra, 2011).

Land Uses

Though each TOD is unique, common land use elements can be found within TOD sites.

Archetypally, mixed used TOD sites designate the first floor of structures as retail or

commercial, while the second floor and beyond are reserved for residential purposes. Affordable

housing can be a component of the residential mix, increasing social equity of the development’s

amenities and proximity to transit. In Florida, common land use variables to consider when

planning and implementing a TOD include: population and employment density, intensity and

diversity of land uses, parking availability, and the physical design of the street network to

provide connectivity and accessibility (FDOT, 2014).

Ridership of TODs

The full benefit of a TOD is realized when a sufficient combination of alternative modes of

transportation is coupled with a mix of land uses to enable residents to reduce automobile usage.

Transit ridership increases as the time advantage of traveling via highways relative to transit is

reduced. In fact, residents within a TOD site are five times more likely to commute via transit as

opposed to the other residents in the same city (Cervero & Guerra, 2011). Therefore, to increase

ridership, TODs can improve transit reliability and connection as well as intensify frequency and

coverage of feeder bus routes (Lund et al., 2004).

Constraints of Implementing Transit-Oriented Developments

Constraints of implementing a TOD are driven by various factors such as land value, location,

and market. Common constraints facing TOD projects throughout the United States include

fiscal and political concerns connected to developing areas at a higher density. For example, the

land value of the surrounding parcels is likely to increase which can be problematic for proximal

affordable housing. A common issue in implementing TODs in Florida is traffic congestion and

parking availability.

MSURP Studio


Although there are only a few operational TOD sites in Florida, development of TODs is

increasing since the introduction of the two new commuter rail systems: Tri-Rail and SunRail.

The majority existing transit stations in Florida are located in either high density/intensity urban

areas or lower density/intensity suburban areas. Currently, the potential locations for planned

TOD sites in Florida may fall well below the appropriate density/intensity development targets

required for successful TODs. However, planning potential areas in an evolutionary mindset to

include more compact and varied land development activities and corresponding transportation

infrastructure over time can aid in implementing a potential TOD site. This introduces a new

dimension to planning a TOD to produce desired ridership when the financial and political

backing is prevalent (FDOT, 2014). For more information and case studies on TOD’s please see

Appendix A.

Section 3: The Built Environment

The built environment is where physical features interact to provide the setting for human

activity. Physical features of a built environment include buildings, transportation infrastructures,

green spaces, and utilities. It is the interaction of these features which provide a context for

where people live, work, and play. The quality of the built environment influences the health,

social capital, and equity of a community. Similarly, the integrity of the built environment is

linked to its sustainability and its effect on the natural environment. To evaluate a community’s

quality of life, one must analyze the quality and integrity of the built environment and how these

features interact. At one level, structures can be evaluated based on size, age, and value. On

another scale, structural density and connectivity is useful for targeting large investments.

This section of Part I discusses several built environment factors which will influence the

development of a TOD site within the Parramore community. Analyzing the land uses of the area

can help determine the density, intensity, and overall characteristics of the present and potential

built environments of the community. This section also discusses the various modes of

transportation which will affect the success of the potential TOD. Transportation systems

analyzed include rails, road networks, bus systems, and pedestrian and bicycle infrastructures.

MSURP Studio


Land Use and Infrastructure

Building Value

When analyzing the half mile radius to the TOD site, it becomes clear building value is higher

north of East Colonial Drive and for structures with frontage along Orange Blossom Trail. As

shown in Figure 4, the buildings in the TOD site have relatively low value, ranging from

$30,000-200,000. The exception is the property on 1216 West Amelia Street, where the building

value is $728,259 and the structure boasts an eight-floor area ratio (FAR).

Figure 4. Building value for structures within a half mile radius of TOD site

Overlay Districts

The nine parcels of the TOD site are included in two overlay districts, the Traditional City (T)

and Parramore Heritage (PH) respectfully. The Traditional City (T) is an overlay district that

requires regulation of the design, scale and appearance of any development within the district.

MSURP Studio


The Parramore Heritage Overlay District (PH) was created to reduce the number of social service

uses within the Parramore Neighborhood. Some of these services include emergency shelters,

treatment and recovery facilities, residential care facilities or any other social service uses to

advance human welfare by providing healthcare, food, clothing or human services.

Zoning

As seen in Figure 5, four of the nine parcels are zoned MU-1, or Medium Intensity Mixed Use

Corridor. This zoning categorization is intended to provide mixed-use areas along arterial and

four-lane collector roads with compatible surrounding neighborhood intensities. Medium

Intensity Mixed Use zoning is intended for locations where mass transit service is readily

available or programmed.

Figure 5. Zoning of the properties within a half mile radius of the Parramore TOD site

MSURP Studio


A wide range of uses are allowed within the MU-1 District: child day care, civic organizations or

clubs, conservation, drive in facilities, commercial, eating and drinking, hospitals and clinics,

hotels or motels, medical or dental labs, office, indoor recreation, retail, business, entertainment,

and automotive. The MU-1 district has an allowable FAR of .5, with an available intensity bonus

of up to 1.0 FAR. For residential densities, the MU-1 district allows up to 30 dwellings per acre.

The permitted building heights for buildings in the MU-1 district are 35 feet; however, with

conditional uses the building height could be up to 75 feet.

The other five parcels share the IG zoning designation or General Industrial. IG zoning is used

to promote employment alternatives within a traditional city by providing the traditional uses of

existing industrial properties while also encouraging upgraded development standards for

adjacent neighborhood properties. The allowable uses within the IG district include: adult

entertainment, communication towers, conservation, manufacturing, medical and dental labs,

office, pain management clinics, retail, and services which include business, entertainment,

major vehicle and automotive. The maximum allowable FAR is .7 with no additional density or

intensity bonuses. The maximum building height is 75 feet.

Land Development Regulations

There are no registered historic buildings within or adjacent to the study area; however, there is a

significant historic district within the half-mile radius of the potential TOD site. These historic

buildings are located to the east of the potential TOD site along Lake Dot’s western shore and

along West Concord Street and Arlington Street. Figure 6 illustrates structure age.

MSURP Studio


Figure 6. Year built for structure within a half mile radius of the Parramore TOD site

Transportation Systems in the Parramore Neighborhood

Central Florida, like any region, cannot operate without an efficient transportation system to

facilitate the movement of people and goods. Central Florida is projected to experience a

significant growth in population and commuter employees which will increase traffic in the

region (Barnett, 2005). Increase traffic has the potential to decrease pedestrian safety and

negatively impact logistical economic efficiency.

Between 2000 and 2050, the Central Florida region’s population is projected to more than

double, increasing from 3.05 million people to 7.2 million (Barnett, 2005). Employment in the

Orlando metropolitan statistical area is projected to grow by approximately 70% between 2000

and 2030 (Orlando-Orange County Expressway Authority, 2013). Nearly 91% of residents drive

a vehicle or carpool to destinations, while only 4% of the region’s commuters use mass transit to

MSURP Studio


get to work (Barnett, 2005). Between 2000 and 2011, the number of commuters in in Central

Florida has increased from 574,000 to 781,000 (Texas Transportation Institute, 2012).

As the number of commuters increase, so does the length of the average work commute. The

average commute for U.S. workers increased in 2011 to 25.1 minutes from the average 22-

minute commute in 1980 (McKenzie & Rapino, 2011). To make matters worse, Central Florida

commuters are delayed an average of 45 hours in traffic annually (Texas Transportation Institute,

2012). Traffic congestion has real costs, aside from aggravating drivers. The Texas

Transportation Institute (2012) measured the value of travel delay and excess gasoline/diesel

consumption to calculate the cost of traffic congestion in the Orlando. The Orlando cost of

congestion skyrocketed to $1,031,000,000 in 2011 from $736,000,000 in the year 2000.

Furthermore, there is the cost of human life associated with automobile accidents. Between

1997-1998 U.S. residents made 6% of trips on foot, yet 11,000 pedestrians died accounting for

13% of traffic fatalities (Daniels & Daniels, 2003). Unfortunately, communities are

predominantly designed for vehicular travel, not pedestrian movements. Auto-centric land uses

(e.g., four-lane intersections and big box stores) are major crash risk factors, while pedestrian-

scaled uses are associated with lower crash incidences (Dumbaugh & Li, 2011).

Quality of life for residents, as well as the economic vitality for the community, can be improved

through holistic TOD investments to more efficiently connect people to places (Barnett, 2005).

The potential TOD proposed for the Parramore Community can serve as one component of a

regional effort to reduce traffic congestion throughout Central Florida.

Rail System

The TOD site resides adjacent to the Florida Central Railroad (FCEN) operated line. This rail

line consists of one main rail line with four branching lines. Excluding the one inactive line, the

FCEN line is approximately 68 miles long with the main rail line extending 40 miles and

connecting to the CSX Corporation freight line located in Downtown Orlando (Florida

Department of Transportation, 2013). The last expansion for the rail line was in 1990 (FDOT,

2013). FCEN leases the land under the track from CSX Corporation and is presently a

predominantly freight-related rail. However, some passenger traffic occurs on the line as on

weekends from the City of Tavares.

MSURP Studio


To stimulate economic development in the FCEN TOD area, Florida Department of

Transportation (FDOT) suggests upgrading the rail line. The segment of the track in Downtown

Orlando, passing through the potential TOD area, is classified as a Class 3 rail but FCEN only

uses the track as a Class 2 rail. Class 3 allows a maximum of 40 mph for freight trains and 60

mph for passenger trains, while a Class 2 is only 25 mph for freight (FDOT, 2013).

One effort to upgrade the rail was a joint venture among FCEN and several local municipalities

to submit a federal assistance application to improve the rail corridor. In April 2013 the Federal

Railroad Administration (FRA) provided a $2.2 million grant through its Rail Line Relocation

Program (FDOT, 2013). This grant, in addition to $13.8 million from FDOT SIS/GMR funds,

the $1.2 million from the Florida Central Railroad, and the $3.4 million from local partnerships

will enable the project to meet its approximate cost of $18.4 million.

The evaluation of commuter rail service in the FCEN corridor is directly related to the SunRail

commuter rail system. The SunRail is a regional commuter rail system operating on the existing

Central Florida Rail Corridor (CFRC) railroad tracks. Currently, the FCEN rail line connects

with the CFRC rail line near Robinson Street south of LYNX Central Station. If a commuter rail

service were to be initiated on the FCEN line, there are several SunRail stations which can be

used as points of transfer: the LYNX Central Station, the Church Street SunRail station, or the

Orlando Amtrak station (FDOT, 2013). Figure 7: SunRail Proximity to ½ mile radius of the

Proposed TOD area.

MSURP Studio


Figure 7. SunRail stations half mile radius in relation to TOD site

SunRail is a 61.5 mile commuter transit project in Central Florida which, when fully completed,

will connect Deland in the east of the region to Poinciana in the west. The first phase of SunRail,

which opened in May of 2014, stretches 32 miles and serves 12 stations. In its opening weeks,

SunRail had more than 11,000 passengers a day (Tracey, 2014). However, during this period

trips were free. By October 2014 the average number of riders slipped to over 3,000 passengers

(Tracey, 2014). Phase two is predicted to open in 2015 with five additional stations.

MetroPlan Orlando—the metropolitan planning organization for Orange, Osceola, and Seminole

Counties—conducted a financial impact study on SunRail. The study estimates SunRail to

potentially create nearly 260,000 jobs, have an $8.8 billion economic impact, and carry as many

passengers as one-lane of I-4 during peak travel times. It took the cooperation and coordination

of a number of governmental entities to make SunRail a reality: the federal government, the State

of Florida, Volusia County, Seminole County, Orange County, Osceola County, and the City of

MSURP Studio


Orlando. FDOT (year) estimates the entire two-phase SunRail project to cost $1.05 billion. The

funding is shared between the cities and counties serviced.

Roadways

The potential TOD area is well-connected for vehicular traffic as FL State Road 50, Interstate-4,

Orange Blossom Trail, and the 408 Expressway are adjacent to the property. The proximity to

the arterial roads provides the Parramore Neighborhood with a plethora of vehicle mobility

options. However, forecasted developments within the Parramore Neighborhood will increase

population densities and increase use of road infrastructure.

The Parramore Existing Conditions Analysis (2014) categorizes the Parramore Neighborhood as

a grid of collector streets. South Street and Anderson Street are the only one-way streets within

the neighborhood, while all others in the vicinity are two-way streets. The Parramore Future

Traffic Analysis (2014) document provides the vehicular volume capability of the existing

Parramore Neighborhood infrastructure. The 441 Corridor Study predicts the daily traffic volume

around the potential TOD site to reach 38,900 vehicles by 2035 (FDOT, 2014).

An existing conditions assessment of the roadway network within the immediate one half mile

radius from the proposed TOD target area performed as part of this report and included within

the Appendix established a framework within which to categorize the severity of disrepair of the

local roads, collector roads, and major arterials (Priority 1 – bad, Priority 2 – average, and

Priority 3 – good). The cluster analysis presented within the existing conditions assessment

yielded that the two major arterials (SR 50 & US 441) fall within Priority 2 and Priority 3,

respectively. Given the added vehicle volume on these two major roads, this is an important

finding in that it allows for a little bit of time, particularly with Colonial Drive (SR 50) before

needing to divulge public funds to improve these major arteries. The cluster analysis also

yielded that two of the identified seven collector roads are in disrepair. Given the importance of

the collector roads as critical links between local roads and major arterials, the two identified

collector roads falling within Priority 1 (Westmoreland Drive and Central Boulevard) should be

pegged for transportation improvements within short order. The remaining roads falling within

Priority 1 were all local roads, seven of the identifed 36 local roads were considered to be in very

poor condition and disrepair. In all, thirty roads were identified to be within Priority 2, including

MSURP Studio


one major arterial (SR 50) and five collector roads (Arlington Street, Parramore Avenue,

Washington Street, Robinson Street, and W. Amelia Street). Please refer to Appendix C for

additional existing conditions study.

Bus Operations

LYNX is a bus system run by the Central Florida Regional Transportation Authority and is the

regional transportation provider for the Orlando Metropolitan Area. Located within two miles of

the LYNX Central Station, the potential TOD site is in a geographically positioned to take

advantage of the transit options LYNX provides. In addition to being closely located to LYNX

Central Station, five bus routes run directly through the study area or within it’s the designated

half-mile radius. LYNX Central Station hosts SunRail Station as well as a Hertz 24/7 lot.

LYNX operates 270 buses on 71 routes throughout Orange, Osceola, and Seminole Counties

which account for over 2,500 square miles of land and over 1.83 million residents (LYNX,

2013). In addition to the seven-day-per-week fixed bus routes, LYNX provides a number of

alternative transportation service options in order to provide more efficient and reliable commute

times. LYNX has developed a number of express bus and bus rapid transit services in partnership

with other entities. LYNX has partnered with the City of Orlando to create LYMMO (Figure 8),

a free circulator bus to aid travel in Downtown Orlando. The partnership is currently working on

expanding the LYMMO service to enhance its accessibility to the Downtown Orlando SunRail

stations and the surrounding neighborhoods (LYNX, 2013).

MSURP Studio


Figure 8. LYNX LYMMO lines for Downtown Orlando. Credit: LYNX website

Pedestrian and Bicyclist Infrastructure

Unfortunately, many low-income neighborhoods around the United States have inadequate

infrastructure to make their respective communities connected and walkable. Such infrastructure

issues include scarce lighting and sidewalks that are uneven, narrow, cracked or have

obstructions. In effort to detect if these concerns were present within the TOD transit supportive

area, this study includes a walkability audit. A walkability audit is an unbiased

examination/evaluation of a specific walking and biking environment. The audit identifies

concerns for pedestrians and bicyclists related to the safety, access, comfort, and convenience of

the environment. In addition to identifying problem areas, a walkability audit can be employed to

MSURP Studio


identify potential solutions (e.g., engineering treatments, policy changes, or education and

enforcement measures).

Using a master prompt list prepared by Federal Highway Administration (2007) the walkability

audit estimated a total of 81 issues. The area with the majority of issues was the Parramore

Neighborhood with 27 issues. The issues prevalent in Parramore include: limited lighting, faded

bike path distinctions, obstructed truncated domes, obstructed street crossings, and excessive

litter. Figure 9 is one of the many findings during the walkability audit. For the potential TOD to

be successful, the walking and biking environments require extensive revitalization and

investment.

Figure 9. Broken sidewalk in Parramore community

Parramore Walk Audit Report by HOKE Design, Inc. (2014) observed 3 miles of bike lanes in

the Parramore Neighborhood, with ½ of those miles properly distinguished with bike lane

signage. The Parramore Neighborhood does not currently have any off-street bike parking

facilities; however, new City Code requires all new or redeveloping commercial and public areas

to have bike racks (FDOT, 2014). Please refer to Appendix B for the entire walkability audit.

The Planned Transit-Oriented Development Study Area

The potential TOD, as prepared by Central Florida’s planning firm VHB in the Parramore

Comprehensive Neighborhood Plan, is located in the northwest corner of the Parramore

Neighborhood and is approximately two miles northwest of the Orlando City Center. The TOD

site is an eight-acre area with nine parcels. The site is south of West Colonial Avenue and

MSURP Studio


adjacent to a single track railway used for freight movement. Figure 10 provides an aerial view

of the TOD site. This section of Phase one analyzes the site specific parcels of the TOD to

evaluate size, existing buildings, existing conditions, and ownership of property.

Figure 10. Aerial view of TOD site and parcels

In total, the nine parcels within the potential TOD site have a combined value of over $2 million

and land value over $1.3 million. Currently, three parcels are vacant, five are used for

manufacturing or distribution, and one is a communication tower. As seen in Table 5, the six

parcels with structures hold an average floor area ratio (FAR) of a 0.44. For a zoned industrial

area, this FAR is low. Typically, warehouses and manufacturing facilitates have higher

intensities. Utilization is measured by comparing the building value to the land value.

MSURP Studio


Table 5. Existing conditions of the nine properties within the Parramore TOD site

The study area within Parramore Neighborhood sits on nine parcels, six of which are

underutilized. These underutilized parcels are determined by looking at the building calue versus

the land value and comparing the percentage in which the building value is greater than the land

value. When the land value exceeds the building value by a percentage higher than 35%, the

parcel is deemed underutilized. In other words, the buildings on some of these parcels could be

larger, newer, and could potentially have a greater impact on the overall value of the parcel itself.

As shown in Figure 11, fiver separate owners represent the nine parcels. There are eight existing

structures within the Parramore TOD site, seven buildings and one communication tower. Please

refer to Appendix A for pictures and more information about individual buildings.

Site Land Value

Building Value

Land sq. ft.

Building sq. ft. Intensity

1216 W Amelia St. $228,043 $728,259 70167.2 57752 82% 445 N OBT $184,611 $0 36922.15 0 0% 1224 W Amelia St. $45,164 $107,971 9032.86 6276 69% 501 N OBT $186,524 $35,635 37304.87 1950 5% 518 Hames Ave. $100,000 $0 2252 0 0% 1201 W Amelia St. $99,518 $198,804 30620.83 14905 49% 514 Hames Ave. $108,430 $0 33363.15 0 0% 517 Hames Ave. $97,912 $0 30126.63 0 0% 530 Hames Ave. $326,277 $196,027 76771.03 11851 15%

MSURP Studio


Figure 11. Property ownership within the Parramore TOD site

Section 4: Findings and Conclusions

Socio-Demographics

The Parramore community has seen a variety of socioeconomic and demographic changes over

the 2000-2010 timeframe. Community characteristics observed in this analysis include (1) the

population density or total population, (2) race distribution of total population, (3) number of

renters, (4) number of home owners, (5) race of renters, (6) race of owners, (7) household size,

(8) age distribution of population, and (9) gender distribution by population age. Though the

Parramore community as a whole has shifted in its population composition, the changes which

occurred during the measured timeframe were distributed different to each block group. Where

some block groups decreased significantly in a measured characteristics (e.g., Hispanic/Latino

homeowners), these characteristics decreased in others.

To compare the Parramore area to the surrounding City of Orlando, the differences are greater in

number than the similarities. Where the City of Orlando increased its total population during the

2000-2010 decade, the Parramore community decreased its population. Further differences

MSURP Studio


include the decrease in Black/African American population in the Parramore area, whereas the

City of Orlando increased Black/African populations by nearly 34%. The rate of increase is also

different between the City and the community for the White and Hispanic/Latino are different.

Whereas Orlando has a nearly 77% increase in Hispanic/Latino populations, the Parramore area

only increased its Hispanic/Latino populations but 46%. Some of the block groups in Parramore

even lost 100% of Hispanic/Latino populations during the measured timeframe. Orlando

increased in White populations by nearly 21%, where Parramore increased its White population

by 98%.

The Parramore area, though located adjacent to the ever-growing downtown Orlando, is

changing at a different rate and with different characteristics than the city as a whole. These

changes in socioeconomic and demographic characteristics of Parramore can tell several stories,

but the future is still unknown if this community will become more or less like the city in which

it lives. Further examination of the other characteristics analyzed in this study (e.g., housing

characteristics) will be compared to the City of Orlando’s similar characteristics to provide a

more complete picture of the Parramore neighborhoods.

Infrastructure

Key characteristics of TODs include well-functioning streetscapes and an urban form focused on

pedestrian movement. Streetscape infrastructure includes roads, adjoining buildings, street

furniture, street trees, and open spaces. The inventory and analysis phase of the Parramore

Neighborhood Small Area Plan and TOD Feasibility Study evaluated the streetscape components

within the half-mile radius surrounding the proposed TOD (See Appendix C). Using a rating

system for the area’s existing streetscape conditions, a prioritized list was created which can be

used as part of a capital improvement plan to address TOD needs. The Parramore Neighborhood

as a whole was originally designed to complement and to coexist adjacent to Downtown

Orlando. The neighborhood has a grid street network, plentiful sidewalks, and large older street

trees hovering over the road to provide shade and aesthetics. The design of the Parramore

Neighborhood is in line with a new urbanist approaches which many new planned developments

mimic. The Parramore Neighborhood has good bones, meaning essential structures. The layout

and the design of the neighborhood were well thought out and have potential to make Parramore

robust and vibrant with the right kind of investments.

MSURP Studio


Susceptibility to Change

When the TOD Site is placed in the broader context of a half-mile radius, several conclusions

can be drawn. First, the study area is surrounded by four single-family neighborhoods,

suggesting the study area has strong potential to act as a neighborhood-node within walking

distance of these residences. Similarly, the parcels carry a low-moderate land value and very low

building value compared to the properties within the half-mile radius and is thusly ripe for

redevelopment. This is most likely due to the site’s location along Orange Blossom Trail. Such

visibility from the prominent Orange Blossom Trail corridor will make the site desirable for new

commercial ventures.

Figure 12. Level of susceptibility

The properties within the TOD Site with frontage along Orange Blossom Trail have the highest

degree of susceptibility to change. To the south of the Orange Blossom Trail, Amelia intersection

is vacant property owned by Dr. Phillips Inc. North of the intersection is the smallest building

within the TOD site with the lowest value, owned by Charbell Enterprises LLC. A sign on the

structure labels the building as a thrift store, but appears unused or abandoned.

MSURP Studio


Properties fronting Hames Avenue within the TOD Site have a low degree of susceptibility to

change. On the northeast corner of Amelia Street and Hames Avenue is a building that appears to

have recent investment with fresh landscaping and new signage. The property is owned by Carl

C Hodges and has an active business on-site. On the southeast corner of Amelia Street and

Hames Avenue is the structure with the highest value in the TOD Site of $728,259, owned by

American Builders Contractors Supply Co Inc. It appears to be active with both an office and

storage on-site. The communication tower located at 518 Hames Avenue appears to provide

Verizon cell service and most likely will not move locations in the foreseeable future.

The current condition of the properties in the TOD Site suggests a great opportunity for

redevelopment and reinvestment. With land values being very low, these parcels are ripe for

redevelopment and an eager developer could see these parcels as mixed-use sites, being so close

to the potential BRT lines along State Road 50 and Orange Blossom Trail, as well as the

potential 441 Corridor rail line.

To learn more about the owners of the nine parcels within the study area, information was

collected from the Orange County Property Appraiser and the SunBiz database, which retains a

comprehensive listing of businesses within Florida. Of the nine parcels, there are only six

owners, as several of the parcels are owned by the same entity. Research suggests all of the

property owners and their related businesses are active, meaning they are filing tax returns and

are remaining active business entities.

However, only one property is used by its respective owner for business. ABC Supply Co was

the only building that was being used by American Builders Contractors Supply Co Inc., which

is based out of Wisconsin. Other property owners, including LD Acquisition Company 10 and

Ameriscapes Landscape Management Services Inc. are all located in various states other than

Florida. Most of the parcels are either unoccupied, vacant or being used by other businesses that

are not registered or listed with the Property Appraiser website. One parcel, owned by Dr.

Phillips Inc, is being used by Creative Stone Solutions, who is currently an active business

within Florida. Charbell Enterprises LLC is also run out of Florida, however both of their parcels

did not have a business listed and did not look like they were being used.

MSURP Studio


Mobility

The walkability audit found over 81 issues within the half-mile radius of the proposed TOD site.

Many of issues were found within the Parramore Neighborhood on N. Westmoreland Drive,

Livingston Street, Parramore Avenue, and State-Road 50. A significant amount of issues found

in the study area related to presence, design, placements for street segments, as well as street

crossing and sidewalk obstructions. Obstructions limit the physical and mental connectivity of an

area. Furthermore, the half-mile radius has issues related to limited pedestrian lighting, faded

bike paths, obstructed truncated domes, and trash.

The Florida Department of Transportation (FDOT) recently revised its bicycle lane design

policy. The new bicycle lane policy is consistent with the National Association of City

Transportation Officials (NACTO) Urban Bikeway Design Guide. The proposed bicycle

infrastructure enhancements, born out of the Parramore BRT Plans, are consistent with the

aforementioned policies. A general recommendation pertinent to infrastructure improvements in

the surrounding half-mile radius of the proposed TOD is to ensure the streetscape is in

compliance to the new FDOT bicycle lane design policy. In addition, given the proximity of the

Downtown SunRail station, the commuter rail trains and the LYNX bus fleet should be

retrofitted with bicycle racks.

Planned Development Projects

There are several projects within the Parramore Neighborhood which will make an economic

impact on the community and the greater Orlando area. Most of these projects are in planned or

proposed stages, while others are under construction or finished. These developments are

investing over $2 billion into Parramore’s built environment. A majority of the development

projects are geared toward sports and entertainment. These sports-themed developments will

create an economic engine for the Parramore community to spur further investment in the area.

Community Needs

Currently, the Parramore Neighborhood does not have a bank, a grocery store, a health clinic, or

a drug store within its boundaries. These four facilities are vital to any community depending on

a developer’s proposal; any of the four facilities would be welcomed in the Parramore

Neighborhood. This report recommends a drug store be sited within one of the concept plans

MSURP Studio


illustrated in Part II. The drug store recommendation would serve as a small grocery store and

health clinic, like CVS’s minute clinic that has the ability to see patients for minor issues. A drug

store would also carry essential items like bread and milk, toiletries and other odds and ends.

Any one of the other community needs could be filled within our concept plan illustrated in Part

II. A community health center would also be well suited for Parramore. Due to the commitment

to provide care for all, community health centers serve a disproportionally high percentage of

poor and uninsured patients. There is also a great economic benefit when a community health

center is introduced into a distressed community. Additionally, health centers tend to directly

employ people in their respective communities. Every dollar spent and every job created by

health centers has a direct impact on local economies.

Proximity of a drugstore would eliminate cost to pay a fee to visit the pharmacy [as they do] at a

hospital. In terms of proximity, pharmacies are everywhere. Currently, multiple pharmacies can

be found in many neighborhoods, particularly in cities and increasingly in smaller towns.

Whereas doctors are gathered largely in the urban centers and neighborhoods that have high

socioeconomic status.

The grocery store industry generally requires 10,000 to 12,000 residents within an immediately-

accessible area that will generate sufficient sales to open and operate a grocery store. Parramore

does not have enough residents to support a full-service grocery store. However, its residents

exceed the expenditure of retail spending to support a grocery store. Also, there are other market

opportunities that would attract grocery operators. In addition to existing residents and

employees in Parramore, there are new facilities and special market segments (such as students)

that Creative Village will generate. Also, average daily traffic counts on US441 / Orange

Blossom Trail is another positive market factor.

Many chain-affiliated grocery (Publix, Winn Dixie) stores require 20,000 to 30,000 cars per day

as a minimum requirement, as some percentage of pass-through traffic typically stops to make a

purchase. It is a positive for Parramore residents that additional types of consumers (such as

commuters and other pass-through traffic) are available to supplement existing residents

(Parramore Comprehensive Neighborhood Plan, Appendix E 2014).

MSURP Studio


Place-making through Public Art

Art is and has been a staple of human congregation and communication since the creation of

civilizations. In fact, the most successful cities on earth offer a multitude of public art and eye-

catching designs. Communities with a variety of publicly accessible art are found yield more

social gatherings and more movement of goods and services (Spade, 2012). Art can foster

creative spaces and place-making which in turn generates economic development (Spade, 2012).

Not only does art as a design element of communities encourages a sense of place for residents

and visitors, but also perpetuates art culture and a sense of history.

The City of Orlando offers a variety of public and performing arts. Within this project’s

conceptual plan, it is recommended to emphasize varying forms of art into the Parramore

Neighborhood by incorporating an art hub within the TOD. All of the public art within the TOD

will integrate components of the community’s history and culture. All art designs will meet the

regulations as stated within the City of Orlando’s public art ordinance, Article XXIII.

MSURP Studio


Part II: Conceptual Transit-Oriented Development Plans and

Recommendations

The goals of the Parramore Comprehensive Neighborhood Plan are to improve public health,

increase mobility options and connectivity, revitalize the physical appearance, and increase

opportunities for neighborhood‐serving businesses within the Parramore community. Included in

the Neighborhood Plan is an area designated as future transit-oriented development (TOD). The

TOD, located at Amelia Street along an existing rail line, was included as a potential

revitalization scenario presented to residents during the planning process. The results of the

public participation process indicate nearly 60% of the participants at the meeting preferred the

West Town Connector revitalization concept, which included TOD as a future development

scenario. Because TODs are intertwined into a neighborhood’s physical fabric, this plan

incorporates an analysis of the pedestrian and roadway infrastructure and planned private and

public development projects that may impact the prospects for implementing this planned TOD.

The Parramore Comprehensive Neighborhood Plan: Vision for a Healthy Community (herein

referred to as the Parramore Plan) was accepted by the Orlando City Council on January 26,

2015. The Parramore Plan is based on the six HUD livability principles: sustainable housing,

community services, social and environmental stewardship, community infrastructure, public

engagement, and healthy economy. To meet these principles, the Parramore Plan encompasses

four main components: (1) an action plan which presents ten “big ideas”; (2) descriptions of the

community and community concerns developed through outreach efforts; (3) a community

vision plan map with several distinct districts, catalyst projects, additional policy considerations,

and a proposed transect based overlay for the community; and (4) descriptive appendices of

detailed data analysis. Though all components are important, this section only discusses the ten

big ideas of the plan. These ideas are also used to compare the conceptual plans and

recommendations presented in Part II of this study.

The 10 Big Ideas

(1) Increase economic development by creating a unique identity. Strategies to create a unique

identity include expanding Orlando’s Main Street Program and partnering with the Orange

Blossom Trail Community Redevelopment Agency to seek private investment. Projects

MSURP Studio


associated with this idea include incorporating the Parramore Vision Plan into Orlando’s

Comprehensive Plan, creating a special overlay district, improving the Well’s Built Museum,

adding a Parramore Square Park, and streetscape improvements.

(2) Improve access to job opportunities. Strategies for this idea include promoting awareness of

financial incentives for existing businesses, establishing a small business incubator, and

promoting new professional opportunities for Parramore residents. Specifics include developing

a recurring fund for financial incentives and partnering with the University of Central Florida to

establish an incubator program and developing a pop-up business program.

(3) Promote social and environmental justice. Strategies for this idea include funding

community-oriented policing, implementing a brownfields program, promoting health education

programming, conducting a community health needs assessment, making neighborhood lighting

improvements, and installing security cameras.

(4) Increase housing opportunities. Strategies for increasing housing opportunities include:

establishing a plan to preserve and improve existing housing, establishing a community housing

consortium, supporting mixed-income housing opportunities, and developing strong

infrastructure for preservation of affordable housing by using tools such as a transit-oriented

development land acquisition fund. Projects supporting this idea include seeking a HUD promise

zone designation and a HUD choice neighborhoods grants, creating a school renaissance zone

around the Pk-8 community school, and Parramore Avenue residential infill development.

(5) Make education the cornerstone of revitalization. The recommended projects associated with

this idea include developing a PK-8 community school, supporting the Parramore Kidz Zone,

and creating a Parramore student scholarship program.

(6) Empower champions for a healthy community. Recommendations for accomplishing this

idea include supporting formal neighborhood associations, organizing community watch

programs, and creating community health leaders.

(7) Promote access to healthy foods. This idea recommends including supporting access to and

the production of healthy and affordable foods, expanding nutrition education, establishing

mobile farmers markets and community gardens, and attracting a neighborhood-serving grocery

store at the Orange Blossom Trail and Church St. catalyst site.

MSURP Studio


(8) Invest in people not cars. Strategies in this idea are to improve pedestrian and bicycle

facilities such as the Westmoreland Avenue cycle track, the Terry Avenue extension, streetscape

improvements on Orange Blossom Trail, setting up a walking school bus program, and

constructing the Parramore LYMMO Lime line.

(9) Maximize opportunities for all residents to get physical activity. In order to promote this idea

the Parramore Plan recommends allowing residents to use the downtown K-8 community

school’s recreational facilities, developing athletic programs, and encouraging the creation of

cycle tracks and parks throughout the community.

(10) Encourage mixed-use development. The Parramore Plan recommends achieving this idea

through supporting efforts to include mixed-use development in several of the catalyst sites

described in the plan as well as conducting wastewater and storm water studies.

This plan is meant to accompany these ten big ideas. The recommendations are based on an

analysis of official planning documents, data collected by local, state and federal agencies, field

inventories, and meetings with local officials and business owners.

Section 1: Introduction to Concept Plan

The conceptual Transit Oriented Development (TOD) plans was created to support community

needs as identified in the Part I analysis and to reinforce targeted objectives from the 10 Big

Ideas outlined within the Parramore Comprehensive Neighborhood Plan (2014). Elements of the

concept were chosen and designed based upon feasibility due anticipated market demand and

City of Orlando regulations to create a strategic and reasonable development plan. As defined in

the Parramore Comprehensive Neighborhood Plan (2014), the TOD Site is projected to be ripe

for redevelopment 10 years from publication, upon completion of several other proposed catalyst

projects in the Parramore Community. This TOD conceptual plan adopts a three-phase approach

for implementation based on three key aspects: private development interest, degree of public

investment, and required capital improvements. Phasing the project offers a major advantage in

strategically building a ridership demand over time that can support the public investment of

providing transit to the area via Bus Rapid Transit and Commuter Rail. Figure 13 below depicts

the three phases of the plan and how the specific TOD goals and objectives are to be achieved.

MSURP Studio


Figure 13. Visual time projection of project implementation

To guide the implementation phases, a matrix was created to prioritize the conceptual plan

elements based on the degree of importance to fulfilling community needs and the time required

for execution. Generally, more time was necessary for an element if it required more public

investment. As shown in Figure 14 below, the matrix was based on the social, economic, and

infrastructure needs to successfully develop the TOD site.

Public Investment based on susceptibility to change and feasible contributions by the public. Throughout the Plan, investment by the public is

to increase with the growth of the project.

Initiation of an anchor store based off of community needs. This phase will initiate more Capital Improvement Plans for mobility infrastructure needs.

The final phase will offer more transit options, a cultural hub for artistry and community building and place-making. Finished phase of TOD with higher public Investment. Final phase will also prep for commuter rail transit option.

Creation of the first market driven catalyst site. This stage will offer little public investment and initiate higher density development for the TOD site.

MSURP Studio


Figure 14. Community Priority Matrix in visual time

Note: moss green = environment, goldenrod = social, midnight blue = economic)

In the top left corner of the figure are mixed-income housing in mixed-use developments to

increase residents and visitors to the TOD area. This key principal has been kept in the project

but mixed-income was moved to the third phase of the project to keep public investment low in

the initial implementation phase. The purpose was to grow with the redevelopment in the area

but not to be unrealistic. This diagram represents how needs could be met for the TOD Site

while allowing flexibility in the plan for time and space.

The following section describes each of the phases and elements found within each.

MSURP Studio


Section 2: Phase One of Concept Plan (10 years: 2025)

To be guided by market demand, the first phase of the TOD Concept Plan requires the least

amount of public investment. This involved the largest block of the TOD Site, bounded by

Orange Blossom Trail to the west and Hames Avenue to the west, and is intended to be a mixed-

use development with residential, commercial, and open space components. Phase one adopts a

transit-ready approach, as the catalyst project is intended to attract further private development

and justify public investment within the overall TOD site. The focal point is a public park to

serve residents of the mixed-use project and surrounding neighborhoods, centrally located within

the TOD Site at the intersection of Hames Avenue and Amelia Street. In addition to the mixed-

use structure and park, basic sidewalk and road infrastructure repairs are required in conjunction

with a small-degree of transit improvements with the creation of a bus stop at the intersection of

Hames and Amelia.

Site Development 1

Proposed Development: Mixed Use Catalyst Project

Figure 15. Location of catalyst project for Phase I

MSURP Studio


The 3.4-acre group of parcels located on the northwest corner of Amelia Street and Orange

Blossom Trail- is to be developed with a mixed-use retail/residential building, parking garage,

and public park space. This catalyst project will spur further investments to occur in the TOD

Project Site.

This development provides the base of population and economic activity necessary to develop

the ridership that will support future transit within the area. Additionally, this initial mixed-use

development will spur future public and private investment to complete the TOD district. The

public park space will be a definitive feature of the development and provide a sense of place to

the TOD Project Site.

This component of Phase I is to be developed solely through private investment. The mixed-use

structure totals 209,500 sq. ft. and reaches five-stories in height (41,900 sq. ft. each). Each floor

is 41,900 sq. ft. The first floor can provide 34,358 rentable sq. ft. dedicated to retail use. The

subsequent four stories can house approximately 100 market-rate apartment units of various sizes

(one to three-bedrooms). This development is comparable to the Thornton Park Central located

at 10 N. Summerlin Avenue.

In addition to retail and housing, the proposed development features an attached parking garage

for both private and public access. The parking garage is estimated at a total of 95,832 sq. ft.,

with each floor equaling 23,958 sq. ft. and contains 340 parking spaces. The amount of spaces

provides 62 more parking spaces than required by the Orlando Land Development Code (LDC).

The provision of 62 additional spaces accommodates shared parking with the surrounding

developments in the TOD. This shared-parking design satisfies requirements in the Orlando

Growth Management Plan urban design element—Objective 1.3 Policy 1.3.1 (e)—which

encourages shared parking in pedestrian-oriented activity centers within the Traditional City

overlay district. The combined total sq. ft. for the mixed-use structure and parking garage is

305,332 sq. ft. This comes out to 2.1 floor area ratio (FAR) for this development on a 3.4-acre

site.

Thornton Park Central is a comparable development in Orlando as a 285,000 square foot mixed-

use development, which contains 56 residential lofts, 40,000 sq. ft. of office space, and 19,425

sq. ft. of ground floor retail, and a 4 level parking garage containing 340 spaces.

MSURP Studio


Figure 16 and 16.1 Thornton Park Central and City Plaza at Town Square

City Plaza at Town Square is a 334,326 square foot mixed use apartment building, which

contains 168 residential units, 33,682 sq. ft. of ground floor retail space and a 5 level parking

garage containing 320 spaces.

Beyond the mixed-use residential building and parking garage, a 53,900 square foot park space

will be created on the northwest corner of Hames Avenue and Amelia Street. The design for the

park will incorporate ample shade trees, preferably of Florida-native species due to maintenance

and water costs. This vegetation can also keep the temperature of the park area up to

10°Farenheight cooler than surrounding areas. A water features will provide a sense of place and

tranquility for residents living in the newly constructed building and a third place for community

members.

Figure 17. Steele Indian School Park, Phoenix

Incorporating a multitude of seating options throughout the park will provide a welcoming

ambience to the park. Seating provides people a place to potentially rest, eat lunch, or merely

MSURP Studio


enjoy the sites of their community. Providing movable tables and chairs as well as built-in seats

around natural features (e.g., gardens or water features) provides comfort and versatility in use.

Proposed Sidewalk Infrastructure Improvements

The walkability audit concluded that there were 18 sidewalk obstructions (deviations found

along pedestrian pathway). Altogether, there were seven sidewalks missing from all four

quadrants within the Parramore neighborhood. Two sidewalks were found to be too narrow

because of grass overgrowth and issues related to obstructions such as fire hydrants and electrical

outlet boxes. Two sidewalk curb ramps were found to be too close to turning lanes and three

sidewalks within the Parramore neighborhood were essentially vegetation overgrowth. Two

sidewalks had trash obstructions and three sidewalks were found to be severely broken. The

audit concluded that there were very limited bike paths and residents used sidewalks as bike

paths. Several instances of faded paint on bike pathways were found within the study area. The

Parramore neighborhood could greatly benefit from restoring deficient bike paths and adding

more bike paths as a way of promoting connectivity and increasing efforts for a healthy and

sustainable environment.

Improvements to the pedestrian pathway or network of sidewalks during this phase should be

aligned with meeting the accessible routes requirements stipulated in the 2010 American with

Disabilities Act (ADA) Standards for Accessible Design. Chapter 4 of said document presents

the minimum requirements that need to be met for an accessible route. The improvements to be

addressed at this phase include removing temporary pathway obstructions (in the form of

garbage pile ups or trash as well as overgrowth), address small cracks and concrete spalls,

replace damaged keypads at pedestrian signals, and replace damaged curb ramps or curb ramps

that are not per standard. There were several locations within the immediate TOD target area

with curb ramps that were not aligned with the crosswalks in addition to curb ramps that had

damaged truncated domes or simply did not have them altogether. Another potential low cost

improvement to be completed at this phase is addressing lighting deficiencies noted within the

walkability audit. The proposed improvements at this phase do not address clear width issues,

cross slope and longitudinal requirements, as well as continuity issues. These improvements are

slated for a later phase of sidewalk and bicycle path enhancements.

MSURP Studio


Proposed Street Improvements

As established through the inventory and analysis component of this report relative to

transportation infrastructure, there are two identified collector roads falling within Priority 1

(Westmoreland Drive and Central Boulevard) in conjunction with seven local roads, including

Hayden Lane, Cordova Drive, Concord Street, Bentley Street, Hames Avenue, and Macbro

Court. The three critical roadways relative to the TOD target area are West Amelia Street,

Hames Avenue, and Concord Street. West Amelia Street falls within Priority 2 in terms of its

existing condition relative to surface defects, cracks, patching, and potholes. This initial phase of

proposed street improvements should entail the milling and resurfacing of West Amelia Street,

Hames Avenue, and Concord Street, at a minimum. Given the importance of the collector roads

as critical links between local roads and major arterials, Westmoreland Drive and Central

Boulevard should also be slated for milling and resurfacing. The current LYNX Bus Route 107

stops are due east of the TOD target area.

Another proposed improvement to this main thoroughfare is to relocate the LYNX Bus Route

stops due east of the TOD target area to the intersection of West Amelia Street and Hames Road,

essentially right within the proposed TOD site. The proposed improvement would accommodate

for a bus stop facility at each corner of West Amelia Street and Hames Avenue (one on each side

of the road to accommodate traffic into and out of the TOD target area). The City of Orlando

Economic Development Department, which developed the Downtown Area Bicycle Plan,

highlights that there is a proposed bike lane addition to both sides of West Amelia Street from

Westmoreland Drive to US 441 (Orange Blossom Trail). At this phase, we propose to tie into

the existing bike lanes already found on West Amelia Street between Parramore Avenue and

Westmoreland Drive. The section of Amelia Street due east of Parramore Avenue is also a

proposed bike lane addition that ends at Hughey Avenue abutting Interstate 4. This proposed tie

in to the existing bicycle facility would likely be substandard given the new Florida Department

of Transportation (FDOT) requirement for proposed bicycle infrastructure (delineated on FDOT

Roadway Design Bulletin 14-17). The existing bike lane is substandard (4-5 ft. width) in lieu of

the mandated use of a 7 ft. buffered bike lane, as per the FDOT Roadway Design Bulletin 14-17

(See Figure 18).

MSURP Studio


Figure 18. Roadway Improvements Plan View (Phase I)

Figure 19. Roadway Cross-Section (Phase I)

MSURP Studio


Proposed Transit Plan

The transit improvements at this initial phase will entail the relocation of the bus stops currently

located at the intersection of Orange Blossom Trail (OBT) and Amelia Street, which are

servicing LYNX Bus Routes 105 and 106, due east within the TOD target area at the intersection

of Hames Avenue and Amelia Street. It is suggested this bus stop will be a covered stop, see

Figure 19 above for examples. This initial phase requires minimal investment relative to the

transit station or development plans, therefore public funding should cover the proposed

improvements. The City of Orlando may elect to require the cost be born out of the private

investor developing the Phase I building.

Rendering of Phase I

Figure 20. Phase I rendering of conceptual plan

Section 3: Phase Two of Concept Plan (15 years: 2030)

The second phase introduces a second mixed-use development with ground floor retail featuring

a community convenience store accompanied by a café. A convenience/drug store was identified

as a community need due to the lack of a pharmacy or health care facility in the Parramore

Community and thus inspired this proposal. Phase two will introduce additional roadway, transit

and sidewalk improvements with an increased focus on pedestrian mobility to work in consort

MSURP Studio


with the developments in the area. The dedicated transit parcel located in the northeast quadrant

of the TOD site area will offer a bus bay and car drop-off lane which will work in line with the

Orange Blossom Trail Bus Rapid Transit network.

Site Development 2

Proposed Development: Anchor Store Inside Mixed Use Building

Figure 21. Location of catalyst project for Phase II

Initially two specific parcels were identified to be ripe for development in the southwest quadrant

of the TOD site, as shown in Figure 21 above, bounded by West Amelia Street to the north and

North Orange Blossom Trail to the west. Both parcels are owned by the non-profit organization

Dr. Phillips Inc. These two parcels are identified to be ripe for redevelopment as they are situated

next to each other, owned by the same organization and one of the lots is vacant. What is

envisioned for this portion of the overall concept plan is to incentivize a small retail store to

MSURP Studio


become the anchor for a potential three story mixed-use development. The combined gross

acreage of the site is just over 1-acre. This would easily accommodate a small mixed-use

development with a 12,000 sq. ft. retail anchor on the first floor. Several retail markets are

missing from the Parramore neighborhood and it is suggested a drug store would complement the

TOD site and within the Parramore neighborhood plan.

This mixed-use development helps the two underutilized parcels become more intense, provide a

basic community need and helps attract further investment to the Parramore community. This

portion of the overall concept plan requires need an initial investment in the area to become

viable for developers. This portion of the concept plan will not be viable until year 15, depending

on the rate on investment, infrastructure improvements and government incentives. This

development is envisioned as a public-private partnership, as the two subject parcels are owned

by a non-profit; they could work with a private developer or the City of Orlando to redevelop

these parcels into a true community space.

Comparable research was necessary to understand how to create a three story mixed-use building

with a small first floor retail anchor and two stories of apartments or condominiums.

Figure 22. A 16,000 sq. ft. retail – 3 story mixed-use building with 32 apartments in top.

Source: http://www.djc.com/news/re/12068004.html

MSURP Studio

http://www.djc.com/news/re/12068004.html


This type of mixed use building in Figure 22 will complement the context of the TOD site. A

three story mixed use building is a great example of how to provide promise to a community of a

service needed as well as provided additional uses for the area.

Site Layout

The proposed layout for the site could include an “L” shaped building that would be 17,405 sq.

ft. on the ground floor. The building could be three stories, and in total include 52,215 sq. ft. of

usable space. The building would include an anchor running the length of the building, possibly

a drug store and include approximately 14,885 sq. ft. would be dedicated to this use. Another

2,520 sq. ft. could be dedicated for another retail use, possibly a café. The second and third

stories of the building could be used for apartments or small loft spaces to rent. These spaces

could be anywhere from 500 sq. ft. to 1,000 sq. ft., and could include 15 units per floor at 1,000

sq. ft. or up to 30 units per floor at 500 sq. ft. There is a proposed surface parking lot on the

parcel, including over 35 parking spaces for both tenants and users of the retail on the first floor.

These parking spaces would meet City of Orlando code as well as standard FDOT parking stall

size requirements. The two parcels combined would go from a .13 FAR to a 1.13 FAR by

redeveloping into a mixed use structure.

Recommendations

The impacts of this type of development might not be as significant if this was a greenfield,

however these two parcels are ripe for redevelopment as they are vacant land and a small

building within an already integrated system of businesses, large apartment buildings within a

downtown setting. The costs could be considerable when taking into consideration the building

size and height. Another consideration would be the demolition of an existing 6,000 sq. ft.

building on one of the parcels. This would add to the cost of redevelopment.

Currently the land use designation for both of these parcels is MU-1 which would include a

smaller mixed use development like the one proposed above. There would be no need for

rezoning, however the intensity allowed would only be up to .5 FAR which would not be large

enough to accommodate the necessary space for both the retail and the 30 to 60 apartments on

top. It is recommended that a developer or the parcel owner would rezone to a PD when bringing

initial site plans to the City of Orlando.

MSURP Studio


Currently there are density bonus incentives from the City of Orlando that could be obtained

when building a mixed use building of this size. The density bonus will be determined through

the Master Plan approval process and based on the proposed development plan and site-specific

conditions (City of Orlando LDC). The City of Orlando encourages mixed use development,

however they have a strong architectural code that urges developers and architects to be creative

in their design. The City should provide incentives for uniqueness in their land development

code, instead of regulating specifics on what the developer can and cannot do.

The City of Orlando should provide guidance and support for this type of mixed use project.

Also, the Orange Blossom Trail Community Redevelopment Agency (OBT CRA) should also

provide guidance and support as these parcels are located within the OBT CRA.


The more pressing issues associated to accessible routes will be addressed within this phase of

the sidewalk and bicycle path improvements. The 2010 ADA Standards for Accessible Design

have stringent requirements as it pertains to clear width requirements along the pedestrian travel

way as well as cross slope and longitudinal requirements. Sidewalks identified within the

walkability audit not meeting these requirements will be replaced to ensure compliance with the

ADA Standards for Accessible Design. In several locations within the TOD target area

permanent obstructions in the form of fire hydrants and overhead electric poles were identified

within the travel way. These permanent obstructions restrain the available path for a person on a

wheelchair to fall below the stipulated clear width requirements stipulated in the ADA Standards

for Accessible Design. Beyond replacing sidewalks that are currently not per standard,

additional sidewalk will be added where currently none exists. There were several locations

within the TOD target area where there is discontinuity relative to the sidewalk provision. This

creates an unsafe environment as patrons are now forced to either walk on the street or have to

traverse unstable ground to travel by foot. In addition, areas where guiderails are required due to

drop-off issues will be added along the existing and proposed sidewalk network. By this phase,

all safety and maintenance requirements should be instituted and in place.

MSURP Studio



While the ridership levels currently experienced by SunRail, a commuter rail system in the

Greater Orlando, Florida area, are increasing steadily, the current levels make it unlikely to

support additional transit stops or stations, particularly within the Parramore Holden

Neighborhood. However, the Transit Oriented Development Study Area for the Parramore

Community is centrally located between a prospective commuter rail station given its proximity

to the railroad tracks and the Orange Blossom Trail Bus Rapid Transit (BRT). Any proposal for

a transit shelter facility or facilities should weigh the two prospective modes of transport slated

for accommodation at this site.

For Phase II, we propose placing either an online or inline station consistent with an Arterial

Bus-Rapid Transit shelter along Hames Avenue. Even though Hames Avenue is a local road and

not a major arterial we deem that the use of an Arterial Bus-Rapid Transit shelter at this location

is appropriate. Our proposed scheme circulates only northbound bus traffic coming from US 441

(Orange Blossom Trail) onto Hames Avenue and effectively re-routes northbound traffic off of

US 441 (Orange Blossom Trail) onto the TOD target area. As explained in the Regional

Transitway Guidelines, an online station is located within the vehicle runningway and allows for

the transitway vehicle to access potential passengers without leaving the runningway. Inline

stations, on the other hand, are located immediately adjacent to the vehicle runningway and

require the vehicle to exit the runningway. We envision using an inline station along Hames

Avenue contingent on having enough roadway width to accommodate for the bus facility.

MSURP Studio


Figure 23. Roadway Improvements Plan View (Phase II)

Figure 24. Roadway Cross-Section (Phase II)

MSURP Studio


Transit Plan

Phase II will require a more significant public investment with the beginning of the development

of the transportation hub. This phase will require a new bus platform be built off of Hames

Avenue and bus traffic to be rerouted to the new platform area. Illustrated in Figure 24, this

platform would be just off of Hames Avenue and allow for bus traffic to pull in and out, with

minimum route diversion.

Rendering of Phase II

Figure 25. Rendering of Phase II conceptual plan

Section 4: Phase Three of Concept Plan (20 years: 2035)

The third phase incorporates the heaviest amount of public investment to create a walkable area

to accommodate a large amount of people with the TOD site. This phase will create a combined

commuter rail and bus system which creates a station which will prep for a dual role as a

train/bus station. This development will be the transit node that connects the east side of

Orlando with the west side of Orlando. This phase also incorporates further improvements to

roads and sidewalks, incorporating bike paths, heightened amenities for the disabled walking

MSURP Studio


within the TOD, bricked cross walks and street trees. The final southeast parcel will be

developed with culture and affordability in mind. Like the other developments the last parcel

will be mixed use, but will offer smaller apartments with a mix of affordable housing. The final

phase is to inspire a sense of place and invigorate the historic art culture of the Parramore

Community.

Site Development 3

Proposed Development: Parramore Culture Venue

Figure 26. Location of Art District site within TOD

Figure 26 is currently an occupied warehouse facility and is zoned industrial. Based on the

susceptibility to change analysis, this property is best suited for development during Phase III of

the TOD build-out. Other warehouses surrounding the TOD site are either in use for industrial

businesses or vacant areas with perceived contamination.

MSURP Studio


This parcel has the potential for being redeveloped into an “artistic warehouse district” which

can create a creative space to cultivate place making for the Parramore Neighborhood. The

space will accommodate arts based economic drivers on the first floor and housing on the second

with roof top access for residents to work and interact. It is our hopes that this parcel will serve

as a as a transitional buffer between the mixed use corridor and the residential areas that abut the

existing industrial land uses.

Recommendations

We propose the property be changed into a shared low cost vendor/restaurant space on the first

floor with two incubator office facilities and studio apartments on the second floor. Roof top

access for residents and businesses would complement the lively ground floor business activity.

The property will offer a flea market style of vendor spaces for local artist to display and sell

their work, and also have a food court within the facility to offer low cost spaces for aspiring

chefs and restaurant owners in the area. The plan is to offer interesting arts and retail element to

the area and maximize low cost by design residential, retail and restaurant space for the area.

The retail area is proposed 10’x10’ stall area, which will reduce the overhead costs and can be

can be purchased daily or weekly. There are no local requirements for food court facilities, the

specific amenities of the food court stalls will be determined during the design process and based

on allotted space and necessary equipment.

The most ideal model for the art supportive building is a community supportive proposal, this

model offers a percentage of affordable housing within the site and housing is geared towards art

students and local artists. The parcel can offer an Arts and Crafts based Incubator. We propose

food stall incubators for new chefs as well in the food court area. Michael Osowski of Orange

County Arts and Cultural Affairs recommended creating a walk through experience in which

artist work and people could spectate the work process. Upon this recommendation we

recommend the incubators showcase the artist work and also offer a space to visually see the

artist create.

Site Recommendations for the proposed parcel includes affordable housing to allow for the

opportunity to diversify income classes within the TOD. The goal is to create an area within the

TOD that will be geared toward students and local artist. The site resides next to a railroad track,

MSURP Studio


we propose a design standard to allow for a garden/greenspace buffer between rail line and

building to grow some herbs and vegetables on site. We would also like to encourage a green

roof for resident congregation.

We highly recommend that any public art represents and is created by the community. Murals

will represent the community of Parramore; the public art in the area will celebrate the

community’s heritage and struggles. With the encroaching sports entertainment district coming

in from the south east and Creative Village, many fear that Parramore will lose its character and

history. Working with the Parramore Heritage overlay and the community, we can create an art

focal point within the TOD and spanning throughout the community.

Similar Projects

Figure 27. East End Market

Other similar projects that have shown success have been found locally and far. One business

located within Orlando is the East End Market in Audubon Park which offers a restaurant food

court and vendor spaces to Central Florida locals and is known as “a neighborhood market and

cultural food hub inspired by Central Florida’s local farmers and food artisans.” The market

offers a variety of businesses including a book store, wedding planning, food and nursery, just to

name a few of the businesses located in the market. The market currently operates an incubator

kitchen which is equipped with Four Cooking Stations, Dry Storage, Freezer and Cooler Storage,

Professional Appliances and Equipment and Wi-Fi.

Another art district like facility is the Arts District Flea Market in Downtown Los Angeles.

Another car centric city revitalizes its warehouse district into an arts district with an arts inspired

flea market. The district was once an industrial zone but over the years has increased residential

MSURP Studio


capacity every year with the demand increasing (Yen, 2014). The flea market has its own brand

and social media “hashtag” to offer cheap advertising for artist and utilize the growing social

media branding image.

The subject property has an opportunity to house murals of local artists and capture the history

and culture of the Parramore community and also create that connection between the new

redevelopment area of the TOD and the housing and industrial areas seen within the TOD study

area. The art district in Los Angeles offers unique and interesting visuals on their warehouses to

spur interest in the area which also invites pedestrians into the area. One example can be seen in

the figure below.

Figure 28. Los Angeles Arts District Flea Market

Feasibility

Public investment will be necessary to gear the development toward local artist and students. It

is reasonable to suspect that the redevelopments happening in the area will cause property values

and market prices to rise. Our plan tries to deal with the issue of rising property values by not

displacing current residents, but if kept completely private, it is feared it may happen regardless

of trying to use design techniques to keep rent down (smaller stall rentals/smaller apartments).

This is why affordable housing would need to be available to keep the units economically

diverse. Currently the Federal, state and city offer developers several incentives to create

affordable housing opportunities in their developments (City of Orlando).

The feasibility of the project is dependent on how successful the TOD is in luring people to the

area. The area already suffers a great deal of blight and industrial buildings on low cost land.

Using the arts as a redevelopment tool has shown success in many cities to spur economic

development in these blighted areas. The building currently present there is recommended to be

MSURP Studio


demolished and the area be rebuilt, however, the building is large enough that retrofitting the

warehouse structure could work as well. Both options require a considerable amount of work

and initial costs. Property values are currently low in this area, which will help to offset initial

developmental costs.

Current building size is 57,752 sq. ft. with an intensity of 0.82 and was built in 1954. Using the

standards presented in the Mixed Use zoning designation; side yards need at least 25 ft., front

needs 10 ft., street needs 10 ft., rear needs 20 and the FAR is .5, currently the building uses an

FAR of .82. The current property size is 1.61 acres or 70,131.60 sq. ft. The allotted floor ratio is

35,065.80 sq. ft. and building height cannot exceed 35 ft. The building will be totaled 134,550

sq. ft. making each floor approximately 44,850 sq. ft. and the court yard equals to 11,400 sq. ft.

The Proportional design of the building can be cut back to coordinate with current development

standards or accommodations could be negotiated through a Planned Development with the City

of Orlando.

Feasibility of Art-Based Incubators

Art incubators have been established in a small number of communities around the U.S. The

findings were based on the review of available data (case studies), and information gathered

from local interviews. Currently, Orlando does not have a varied base of businesses in the arts

sector. However, this sector is one of the few that has remained stable or seen increases from

1997 to 2001 with businesses ranging from performing arts companies to local artists (as

represented by independent artists, writers, and performers).

The Downtown Arts District is a strong backer and valuable resource for the City’s arts

community. The Council provides workshops, consulting, promotion, and support to area artists,

arts organizations and arts workers. Other local organizations such as the United Arts of Central

Florida, provide additional resources and services that can assimilate into the arts business

incubation program.

A stand alone, facility-based business incubator to support the arts sector would not be

sustainable without significant ongoing support from grants and corporate donations. Although

there may be adequate demand for studio space, most users are looking for larger low-cost

spaces that would not generate sufficient revenue to support incubator staff and other incubator

MSURP Studio


operating expenses. Whether or not to develop an arts incubation program is more of a

community development (i.e., quality of life and community character) rather than an economic

development decision. The arts sector has significant community benefits, but limited economic

benefits relative to other sectors. This type of sales activity recirculates local dollars and brings

in limited outside dollars.

Recommendations to Prep the Area for Redevelopment

Investment with local artist in the Parramore Community to help grow the culture and history of

the area creates a sense of place for those in the area. The area will see a lot of redevelopment

and loss of place and culture may occur, we recommend to gear the arts district to those in the

community and to commission work from local artist versus outside of the community. This

parcel is geared to spur other industrial areas within the vicinity of the proposed project to be an

arts district to create a transitioning development and redevelopment pattern between the current

industrial and residential seen in the area. There needs to be some sort of investment from the

industries moving in and the community as a whole to spur development based off the arts and

cultural hub. Construct a goal to uphold the community art standards not just Orlando’s vision,

Parramore must be represented within the art district to create culture, history and a sense of

place.

The district should focus on local students and artists in the area, we hope this can help deter

gentrification by the increased property values by offering places to live and work within their

community. The design of the apartments is to keep them small to lower cost by design and

offer a shared space to sell merchandise which also by design lowers rent costs for the space. The

industrial area offers a large space and low property values which helps this project to become a

catalyst for redevelopment in the industrial area.

Create an art network within the area by redeveloping underutilized properties. Abandoned

industrial warehouse areas offer artist large spaces at a cheaper rate, we want this area of the

TOD to be a catalyst to the natural progression of an arts district. Many areas are successful by

letting it naturally flourish into the arts districts versus planning it to strict standards. An

important item to consider is to ensure ordinances do not hinder the artistic growth in the area

(The PD can address any issues that may occur). Creating a network with schools in Central

MSURP Studio


Florida (with Full Sail, Rollin’s College and UCF) can help spur the art district in this part of

Orlando.

To create the right environment to nurture place making development, the area should be

rezoned to Mixed-use or Planned Development (PD). A PD will allow the developers and the

city to come together to create creative development strategies and innovative design standards

to help foster this type of guided growth and culture.


The ultimate condition of the sidewalk and bicycle pathways should be realized by this phase of

development. The previous developmental phase focused on the sidewalk network and ensuring

that the ADA Standards for Accessible Design are being met throughout the TOD target area,

including provision of additional or new sidewalk in areas experiencing discontinuity issues.

The focal point of this final phase of development is on further enhancing the sidewalk network

through shading (adding trees, where possible) and additional features, such as park benches,

where applicable. The bike paths at this juncture will now be a major feature of the proposed

improvements, in that substandard bike pathways will be refurbished and brought to the current

FDOT bicycle lane design policy.

A general recommendation pertinent to infrastructure improvements in the surrounding one half

mile radius from the proposed transit oriented development and beyond is to ensure that the

streetscape is in compliance to the new FDOT bicycle lane design policy and that these new

FDOT standards are implemented within the major Parramore Holden Neighborhood corridors.

In light of this general recommendation, a retrofit of the planned bicycle infrastructure within the

Parramore BRT Plans is proposed so as to mesh with the proposed bicycle infrastructure in the

immediate surroundings. In addition, given the proximity of the currently functioning SunRail

station (west of Interstate 4 and between W. Amelia Street and W. Livingston Street), the

commuter rail trains as well as the bus fleet associated with Lynx should be retrofitted with

bicycle racks if not equipped with them currently. A good bicycle infrastructure is necessary and

complementary to all other proposed modes of transport within the area and all measures

necessary for its proper implementation should be sought to reach this end.

MSURP Studio



The ultimate condition of the TOD target area calls for a transit station accommodating both bus

and rail traffic on the northwest parcel. The proposed inline station on Hames Avenue funneling

traffic from the Orange Blossom Trail Bus Rapid Transit (BRT) would be substituted by a

shelter facility nearer to the rail tracks. A bus loop tying into Hames Avenue would circulate

traffic from Hames Avenue into the transit station site, which would likely have some dedicated

onsite parking intermixed. Another major element of this phase of implementation entails the

concept of road diets. West Amelia Street is a four lane undivided roadway (with 2 lanes in each

direction), which currently has no provision for bike lanes within the TOD target area and

essentially from Westmoreland Drive due west to US 441 (Orange Blossom Trail).

A road diet takes the existing four lane undivided roadway (with 2 lanes in each direction) and

turns it into a 3 lane roadway (one lane in each direction with a two way left turn lane in the

center) and bike lane addition. In September 17, 2014, the FDOT instituted the Complete Streets

Policy, which is well aligned with our proposal for this phase of implementation of the TOD

target area. The Complete Streets Policy is aimed at serving the transportation needs of

transportation system users of all ages and abilities, including but not limited to: cyclists,

motorists, transit riders, freight handlers, and pedestrians. Some of the benefits of implementing

a road diet within our TOD target area include improving the traffic flow and increasing safety

by allowing vehicles making a left turn to pull out of the direct flow of traffic and adding bike

lanes which adds travel ways for alternative modes of transportation, offering residents a

healthier and more economical choice of how to arrive at their desired destinations.

MSURP Studio


Figure 29. Roadway Improvements Plan View (Phase III)

Figure 30. Roadway Cross-Section (Phase III)

MSURP Studio


Transit Plan

The final phase of development will require substantial improvements relative to the transit

station. Significant public and private investment will be required in order to see Phase III to

fulfillment. In Phase III, a rail and bus platform will be built along the rail tracks in order to

accommodate for train service. The Rail platform will span from Amelia St., at least 200-ft, and

north into the property (will vary with train system, refer to FDOT standards). At that end of the

rail platform, the bus platform will begin and extend another 200-ft plus. The FDOT standards

will predetermine the final length of the bus platform after the number of needed bus outlets is

established. FDOT standards require all platforms to be a minimum of 7-in wide with a

suggested width of 12-ft to 30-ft. FDOT standards also require a fence to extend 200-ft along the

rear of the rail line, behind the bus platform at a minimum height of 3.5-ft above the rail line.

The existing bus platform from Phase II will be turned into a Kiss & Ride or taxi stand to keep

vehicular traffic separate from bus traffic. Adjacent to Amelia Street and the train platform,

there will be a train depot area with mixed use retail/café areas for those using the hub. In

addition, a retention pond may be placed at the north end of the property if required or desired.

Figure 31. FDOT example of a mixed transportation system and Kiss & Ride

MSURP Studio


Feasibility and Recommendations

In this phase of the report, an evaluation of the refined plans for financial feasibility and potential

impacts to residents and businesses is carried out in conjunction with development of

recommended land use designations, a prioritized transportation and streetscape improvement

plan, and recommendation of TOD-supportive land use policies. The phased implementation of

the TOD target area improvements previously described already detail for the roadway network

the major areas of improvement per phase relative to the immediate TOD target area. The initial

phase of implementation termed the Basic Model essentially considered milling and resurfacing

of the three identified streets within the site with subsequent restriping. Beyond the three streets

identified, three collector roads in addition to four additional local roads were identified for

immediate address given their disrepair and bad overall condition. All of the identified

improvements within the Basic Model can be met via public funds as part of the City of Orlando

Capital Improvement Plan addressing transportation infrastructure needs. The proposed street

improvements identified within Phase II and Phase III, which essentially cover the added street

network necessary to accommodate traffic into and out of the proposed transit station, would also

be met through public funding as part of a subsequent addition to the Capital Improvement Plan.

There is no anticipated need to leverage funding for the project, as it pertains to the street

improvements only, with private funding. This would make the street improvements highly

feasible in terms or realizing full implementation of the phased approach.

The proposed improvement to the sidewalk network and bicycle facilities for all three phases

previously mentioned are highly feasible and could also be met via public funding alone.

Besides Phase III or the Ultimate Condition, both Phase I and II can also be met through public

funding relative to the transit plans and are also highly feasible. Phase III, given its significant

cost outlay with the development of both the bus rapid transit facilities and transit station for the

commuter rail will certainly require that the private investor contribute towards funding.

Feasibility relative to the transit plans for the final phase of development is moderate in that the

added capacity required from increased readability of the SunRail commuter rail system would

have to be justified and ultimately reached. Beyond that, the added cost of implementing this

phase would also serve as a stumbling block towards its full implementation.

MSURP Studio


Rendering of Phase Three

Figure 32. Rendering of Phase III conceptual plan

Section 5. Summary of Investments

Table. 6 Summary of Investments

10 Big Ideas Phase I (year 10)

Phase II (year 15)

Phase III (year 20)

Increase economic development by creating a unique identity

• ● ●

Improve access to job opportunities • ● ● Promote social and environmental justice Increase housing opportunities • ● ● Make education the cornerstone of revitalization ● Empower champions for a healthy community Promote access to healthy foods Invest in people not cars ● ● Maximize opportunities for all residents to get physical activity

Encourage mixed-use development ● ● ●

MSURP Studio

parramore neighborhood small area plan and transit ... · plan and transit-oriented development...

Documents