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Enhancing the Connectivity of High Speed Rail in the Orlando-Tampa Corridor with Local Public Transportation Systems: Issues and Opportunities

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Enhancing the Connectivity of High Speed Rail in the Orlando-Tampa Corridor with Local Public Transportation Systems: Issues and Opportunities Enhancing the Connectivity Of High Speed Rail in the Orlando-Tampa Corridor with Local Public Transportation Systems: Issues and Opportunities January 2011 Final Report DISCLAIMER The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation University Transportation Centers Program and the Florida Department of Transportation, in the interest of information exchange. The U.S. Government and the Florida Department of Transportation assumes no liability for the contents or use thereof. Enhancing the Connectivity Of High Speed Rail in the Orlando-Tampa Corridor with Local Public Transportation Systems: Issues and Opportunities Final Report Prepared for State of Florida Department of Transportation Public Transit Office 605 Suwannee Street, MS 30 Tallahassee, Florida 32399-0450 Project Manager: Nazih Haddad Prepared by (Rob Gregg and Justin Begley) National Center for Transit Research Center for Urban Transportation Research (CUTR) University of South Florida 4202 East Fowler Avenue, CUT100 Tampa, Florida 33620-5375 January 2011 BDK85, RPWO #977-24 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. 977-24 4. Title and Subtitle 5. Report Date Enhancing the Connectivity of High Speed Rail in the Orlando- January 2011 Tampa Corridor with Local Public Transportation Systems: Issues and Opportunities 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Rob Gregg and Justin Begley 2117-77928-00 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) National Center for Transit Research Center for Urban Transportation Research 11. Contract or Grant No. University of South Florida BDK85, RPWO #977-24 4202 E. Fowler Ave, CUT 100 DTRT07-G-0059 Tampa, FL 33620-5375 2. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Florida Department of Transportation Final Report Office of Public Transportation May 2010 to January 2011 Transit Planning Program Manager 14. Sponsoring Agency Code 605 Suwannee Street, MS 30 Tallahassee FL 32399-0450 Research and Innovative Technology Administration U.S. Department of Transportation Mail Code RDT-30 1200 New Jersey Ave, SE, Room E33 Washington, D.C. 20590-0001 15. Supplementary Notes 16. Abstract High Speed Rail (HSR) will only be truly transformational if it has effective connections with as many other modes of transportation as possible. This project looks at local public transportation systems that have opportunities to connect to HSR stations planned for the Orlando-Tampa corridor. How will the availability of HSR affect the existing transit services? What approach are local agencies taking to re-align services to benefit both local and regional travelers? The creation and authority of the Florida Rail Enterprise High Speed Rail project is a catalyst for local agencies to reassess their existing and planned public transportation development activities. It is the objective of this project to analyze these local services and plans to provide insight for enhanced interconnectivity opportunities to the planned HSR stations. With effective connections, the High Speed Rail Project can create a public transportation system for much of the state of Florida. 17. Key Word 18. Distribution Statement High speed rail No restrictions 19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of 22. Price Unclassified Unclassified Pages 156 This page intentionally left blank. EXECUTIVE SUMMARY EXECUTIVE SUMMARY The Tampa to Orlando corridor of Florida High Speed Rail (HSR) is expected to launch in 2015 to much anticipation as what will be the initial line of a national HSR service network. A 2003 market study of the proposed system stated the ‘travel experience is impacted by each contact point’ along an end-to-end HSR trip. It has been publicly argued that currently the least understood element of the Tampa to Orlando HSR line is the viability of connecting ‘to and from’ transportation options. The purpose of this study is to evaluate public transportation services within this corridor and identify opportunities for enhancement of HSR connectivity through mass transit. Prospects for increasing the use of connecting public transportation systems were found to be influenced by HSR station locations and meeting the needs of intercity travelers through provision of convenient and travel time competitive services. Transit Markets and High Speed Rail Station Integration to Local Transit Systems In Chapter 2, background is provided with a look to what has been learned through the operation of international HSR systems. Those existing HSR systems have traditionally catered to business travelers, whereas the projected primary users of the FHSR Phase I line may be a more balanced business/commuter and leisure/recreational trip purpose mix. Central city HSR station locations tend to encourage travel on other transit systems when co- located with high capacity fixed guideway transit (such as local rail) and be more difficult to access by an automobile. As private cars are expected to be the primary competitor to a trip made on HSR, the degree to which station placement discourages use of any segment of an end-to-end HSR trip should not be understated. The costs to bring increased levels of local transit service to a HSR urban core station are typically lower than suburban stations, where less service exists. Walk up and cycling accessibility are more likely to be components of end to end trip utilizing transit than autos and have less potential outside of urban core areas. Two conditions identified for making suburban stations successful include the need to create a connection to a local rail network and to integrate fares, schedules, and information. Factors Affecting the Use of Connecting Bus Service for Intercity Travelers · Availability of express bus services for riders of particular trip purposes · The amount of reduction of travel time between available mode options · Frequency of service, including off-peak, late-night and weekends · Competition with other mode choices in an open market · Pick up and drop off locations adjacent to connecting transportation · Ability to make seamless connections between the two riding platforms · Provision of baggage handling strategies and complementary service Enhancing the Connectivity of HSR in the Orlando-Tampa Corridor vii EXECUTIVE SUMMARY Figure ES- 1: Tampa to Orlando HSR Line and Connecting Public Transit Systems viii Enhancing the Connectivity of HSR in the Orlando-Tampa Corridor EXECUTIVE SUMMARY Defining Quality Levels of Transit Service to Future HSR Stations In Chapter 3, existing (2010) transit service levels in the Tampa to Orlando HSR corridor were assessed for how effective they might be to provide trip connectivity. The following criteria for defining a quality connecting service were established: · A quality public transportation connecting route has a matching span of service to HSR · A quality public transportation connecting route serves a HSR station with at least 2 vehicles per hour/30 minute frequency · A quality public transportation connecting route takes passengers to/from their trip generator in no more than 200% of a comparable auto travel trip time · A quality public transportation connecting service should reduce uncertainty and emphasize convenience by eliminating the need for bus-to-bus transfers to reach major trip generators The findings in Chapter 4 concluded that from the three future Orlando area HSR stations served by LYNX, a limited amount of destinations were connected with a relatively high quality of service. Those directly served generators were located primarily south of downtown. Polk County’s existing transit service levels connected few generators with quality service on weekdays and Saturdays while late night and Sunday service was non-existent. Hillsborough County’s transit system, HART, connected more generators with multiple bus lines but had mixed levels of service on late nights and weekends. Year 2015 Public Transportation Systems Level of Service Overview Chapter 5 begins to look forward, as to what future local transit levels of service would be leading up to 2015 and beyond. A major restructuring of LYNX’s fixed route bus services is ongoing in response to a reduction in funding. A Five-Year Service Plan was created with a primary goal of planning the development of premium transit, Bus Rapid Transit (BRT) and other supporting services in a financially constrained environment. Efforts have been ongoing to unite Lakeland Area Mass Transit District (LAMTD), Winter Haven Area Transit (WHAT) and Polk County Transit Services (PCTS) under a single governing body, the Polk Transit Authority (PTA), to plan and operate all transit services for Polk County. New HSR connecting bus routes have been planned for both the Kathleen Road and Williams DRI site locations. A primary goal for HART through 2015 is to protect core services, which constitute the top 15 performing bus routes in the system. Public Transportation and Long Range Plans Beyond the 2015 line opening date, there is great potential for FHSR to have regional transportation benefit. Today’s supporting transit networks have been conceived to be greatly expanded by transportation planning agencies into multi-county systems connected with commuter rail, light rail, BRT and other bus services to
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