TCEA Discussion & Transit Mitigation

3/18/09

Planning Department

A future we want to avoid…

Transit Conditions

Confidence

Comfort

Convenience

Congestion

Roadway congestion

There are things worse than roadway congestion

Roadway widening is not always the best or most feasible solution

Archer Rd. & SW 34th Street6-lanes; LOS F

NW 43rd Street

Topics

History of transportation concurrency in Gainesville

Transit as mitigation

Proportionate Fair-Share & Multimodal Transportation District

Transportation LOS

Level of Service for roadways

Levels of service for transit, pedestrians, and bicyclists (quality levels of service)

Required to adopt multi-modal LOS in update to Comp Plan

TRANSPORTATION

CONCURRENCY

EXCEPTION

AREA

Gainesville’s TCEA

First adopted in 1999

Expanded in 2005 to add Zone C

TCEA General Principles

• Find a legal, viable solution• Be proactive and efficient• Provide a unified solution• Road widening not feasible or desirable in

most cases• Set transportation concurrency standards for

development• Based on redevelopment type of TCEA

Traffic levels after the TCEA

• Many people thought that traffic congestion would get worse if the TCEA was adopted

SW 13th Street at UF-Daily Traffic

0

5,000

10,000

15,000

20,000

25,000

30,000

1999 2003 2005 2007

SW 34th Street at Hull Rd-Daily Traffic

0

10,000

20,000

30,000

40,000

50,000

60,000

2001 2003 2005 2007

Archer Road east of SW 34th

Street- Daily Traffic

0

10,000

20,000

30,000

40,000

50,000

60,000

2001 2003 2005 2007

Passengers

FY1998FY1999FY2000FY2001FY2002FY2003FY2004FY2005FY2006FY2007FY2008

Year

RTS Fiscal Year Ridership (000s)October - September

Passenger Trips per Capita - 2006

0.00 10.00 20.00 30.00 40.00 50.00 60.00

Broward CountyEscambia CountyGainesville - RTS

TampaJacksonville

LakelandLee County

OrlandoMiami

Palm BeachPinellas County

Sarasota County Brevard County

TallahasseeOcala

Volusia County

Gainesville’s TCEA

Oriented to Redevelopment

Design issues

Mitigation

Example of Property Tax Benefits from the TCEAPlaza Royale Redevelopment

Development Taxable Value

Property Taxes

Share to the City

Plaza Royale2006

$5,069,300 $133,634.50 $25,040.45

Plaza Royale2008

$8,032,000 $181,914.12 $34,171.34

Old Scotty’s $2,258,400 $60,472.90 $11,160.10

Plaza Royale Liner Buildings

Auto-Oriented Uses

Special Regulations and Design Requirements for:

•Drive-through facilities•Gas stations, car washes•Automotive repair facilities

Drive-through inside TCEA (SUP)

Drive-through Outside city Limits

Drive-through KFC in TCEA

Drive-through Outside city Limits

Kangaroo Gas Station (N.W. 43rd Street) in TCEA

Kangaroo Gas Station annexed into city

URBAN VILLAGE – ACTION PLAN

(School of Architecture, University of Florida, 2006)

Integrating Land Use and Transportation

Current Impacts to Transit

• A recent traffic study suggests that the mode share for transit is 23% of all daily trips– 35% of all trips in morning peak

• SW 20th Ave routes operate at full capacity• Eastbound buses are full before 34th St

No-Change Scenario (adopted land use)

No-change SCENARIO

2025

transportation

Auto travel

VMT/trip: 10 miles

VHT/trip: 21 minutes

Areawide V/C: 1.69

Mode share

Auto: 66%

Transit: 26%

Ped/Bike: 8%

Results

•Study Area Road Network is 70% over capacity

Impacts to Roadway Network

• All scenarios result in roads that fall below the adopted LOS – SW 20th Blvd– SR 26/Newberry Rd– SR 26A/SW 2nd Ave– SW 62nd Blvd– SW 34th St– SR 331/Williston Rd

• As density increases additional segments are added to the list:– SR 26/University Ave– SR 24/Archer Rd

Urban Village Impacts to Transit

As density increases in the Urban Villagescenarios, so does the need for the followingbus service enhancements:

1. Use of Articulated Buses2. New Bus Routes3. Transit Stations with Bus Bays4. Dedicated Travel Lanes5. Traffic Signal Priority 6. Intersection Treatments

Proposed MMTD

Priority given to non-auto modes

Gridded street network

Transit oriented Design

Smart bus bays