SR 50 BUS RAPID TRANSIT HEALTH IMPACT ASSESSMENT MARCH 2016 CONTENTS

ACKNOWLEDGEMENTS The MetroPlan Orlando would like to express their appreciation to the individuals who contributed to the development of this Health Impact Assessment, as well as to the many stakeholders and community members who provided input.

PROJECT MANAGER Gabriella S. Arismendi, MetroPlan Orlando

HIA LEADERSHIP TEAM Lisa Portelli, Program Manager, Winter Park Health Foundation Jane Lim-Yap, Kittelson & Associates, Inc. Mary Raulerson, Kittelson & Associates, Inc. Brett Boncore, Kittelson & Associates, Inc. John Paul Weesner, Kittelson & Associates, Inc. Tara Salmieri, PlanActive Studio David Moran, MetroPlan Orlando

STEERING COMMITTEE Adrienne Downey-Jacks, Florida Hospital Carleen Flynn, LYNX Joseph McMullen, Community Member Matt Davidson, Seminole County Mary-Stewart Droege, City of Orlando Owen Beitsch, Technical Advisor Sara Stack, Technical Member Tara M. McCue, East Central Florida Regional Planning Council Therry Feroldi, Health Council of East Central Florida David Overfield, Florida Department of Health – Orange County Venise White, Florida Department of Health – Seminole County Yvette Brandt, Orange County EXECUTIVE SUMMARY 7 RECOMMENDATIONS 93 Summary of Existing Conditions 8 Summary of Findings 10 MONITORING 101 Summary of Recommendations 13 REFERENCES 105 INTRODUCTION 17 Background 17 What are Health Impact Assessments? 18 APPENDICES About the SR 50 HIA 20 Appendix A: Walking Audits Previous Studies 22 Appendix B: Land Use Policy review SR 50 HIA Partnerships & Community Outreach 23 Appendix C: Quality of Life Survey

STUDY CORRIDOR OVERVIEW 25 Corridor Context 25 Socio-Economic Characteristics 26 Walking Audits 38 Health Characteristics 42

SR 50 HIA GOALS AND OBJECTIVES 47 Pathway Diagram 47

HEALTH INDICATORS 51 How Transit Can Influence Physical Activity 52 How Transit Can Influence Safety 54 How Transit Can Influence Quality Of Life 60 How Transit Can Influence Land Use 65

TARGET DEMONSTRATION AREAS 67 Policy Review of Target Demonstration Areas 67 SR 50/Pine Hills Road Target Demonstration Area 70 SR 50/SR 436 Target Demonstration Area 77 SR 50/SR 434 Target Demonstration Area 85 FIGURE 1 Study Corridor 9 FIGURES FIGURE 2 Study Corridor Sectors 21 FIGURE 3 Median Age 29 & TABLES FIGURE 4 Population Breakdown by Race 30 FIGURE 5 Minority Population 31 FIGURE 6 Median Income Across Sectors 32 FIGURE 7 Poverty Rate 33 FIGURE 8 Zero-Vehicle Households 35 FIGURE 9 Population Density 37 FIGURE 10 Walking Audit Summary in SR 50/Fashion Square Mall Area 38 FIGURE 11 UCF Students’ Walking Audit Locations 39 FIGURE 12 SR 50 HIA Pathway Diagram 48 FIGURE 13 Frequency of Pedestrian & Bicyclist Crashes with Injuries 55 FIGURE 14 Frequency of Pedestrian & Bicyclist Crashes Resulting in Fatalities 56 FIGURE 15 2012 Study Corridor Household Income 62 FIGURE 16 How Neighborhood Features Influence Transportation Costs 64 FIGURE 17 Example Relationship of Zoning & Land Use Policies to the Health Indicators 67 FIGURE 18 SR 50/Pine Hills Road Station Area 70 FIGURE 19 SR 50/Pine Hills Road Station Area Existing Street Network 70 FIGURE 20 SR 50/Pine Hills Road Station Area Existing Block Structure 70 FIGURE 21 SR 50/Pine Hills Road Station Area Existing Land Uses 71 FIGURE 22 SR 50/Pine Hills Road Station Area Underutilized Parcels 71 FIGURE 23 SR 50/Pine Hills Road Short-Term Illustrative Scenario 72 FIGURE 24 SR 50/Pine Hills Road Short-Term Potential Street Network 73 FIGURE 25 SR 50/Pine Hills Road Short-Term Potential Block Structure 73 FIGURE 26 SR 50/Pine Hills Road Illustrative Long-Term Scenario 74 FIGURE 27 SR 50/Pine Hills Road Potential Long-Term Street Network 75 FIGURE 28 SR 50/Pine Hills Road Potential Long-Term TABLE 1 Key Steps in the HIA Process 19 Block Structure 75 TABLE 2 Demographic Characteristics of SR 50 HIA Study Corridor 27 FIGURE 29 SR 50/SR 436 Station Area 77 TABLE 3 Population and Household Densities 36 FIGURE 30 SR 50/SR 436 Station Area Existing Street Network 78 TABLE 4 Chronic Condition Rates 42 FIGURE 31 SR 50/SR 436 Station Area Existing Block Structure 78 TABLE 5 Obesity Rates by Race & Ethnicity 43 FIGURE 32 SR 50/SR 436 Station Area Existing Land Uses 79 TABLE 6 Obesity Rates by Income 43 FIGURE 33 SR 50/SR 436 Station Area Underutilized Parcels 79 TABLE 7 Asthma Rates by Race & Ethnicity 44 FIGURE 34 SR 50/SR 436 Illustrative Short-Term Scenario 80 TABLE 8 Asthma Rates by Income 44 FIGURE 35 SR 50/SR 436 Station Area Short-Term Street Network 81 TABLE 9 Cardiovascular Disease Rates by Race & Ethnicity 44 FIGURE 36 SR 50/SR 436 Station Area Short-Term Block Size 81 TABLE 10 Cardiovascular Disease Rates by Income 44 FIGURE 37 SR 50/SR 436 Station Area Illustrative Long-Term Scenario 82 TABLE 11 Diabetes rates by Race & Ethnicity 45 FIGURE 38 SR 50/SR 436 Station Area Potential Long-Term Street Network 83 TABLE 12 Diabetes Rates by Income 45 FIGURE 39 SR 50/SR 436 Station Area Potential Long-Term TABLE 13 COI Calculations by Chronic Disease 53 Block Structure 83 TABLE 14 Health Care Expenses in the Study Corridor based on COI 53 FIGURE 40 A SR 50/SR 434 Station Area 85 TABLE 15 Crash Severity and VSL 57 FIGURE 41 SR 50/SR 434 Station Area Existing Street Network 85 TABLE 16 2009 to 2014 Corridor Crashes and VSL Calculations 57 FIGURE 42 SR 50/SR 434 Station Area Existing Block Structure 85 TABLE 17 2014 Corridor Crashes and VSL Calculations 58 FIGURE 43 SR 50/SR 434 Station Area Existing Land Uses 86 TABLE 18 Potential Reduction on 2014 Pedestrian & Bicycling FIGURE 44 SR 50/SR 434 Station Area Underutilized Parcels 86 Crashes & Associated Costs Based on VSL 58 FIGURE 45 SR 50/SR 434 Station Area Illustrative Short-Term Scenario 87 TABLE 19 Benefits of Transportation Demand Strategies 59 FIGURE 46 SR 50/SR 434 Station Area Short-Term Potential TABLE 20 Comparison of Roadway Expansion & Street Network 88 Complete Street Projects 60 FIGURE 47 SR 50/SR 434 Station Area Short-Term Potential TABLE 21 Quality of Life Survey Results 61 Block Structure 88 TABLE 22 Corridor Segment Income Levels Compared FIGURE 48 SR 50/SR 434 Station Area Illustrative Long-Term Scenario 89 to the Region & State 62 FIGURE 49 SR 50/SR 434 Station Area Potential Long-Term TABLE 23 Populations Living in Poverty & ALICE Threshold 63 Street Network 90 TABLE 24 Educational Attainment by Corridor Segments 63 FIGURE 50 SR 50/SR 434 Station Area Long-Term Block Structure 90 TABLE 25 Summary of Policy Review Findings by Design Regulation Categories 69 TABLE 26 SR 50/Pine Hills Road Demonstration Area Metrics 76 TABLE 27 SR 50/SR 436 Demonstration Area Metrics 84 TABLE 28 SR 50/SR 434 Demonstration Area Metrics 91 EXECUTIVE SUMMARY of those effects within the population” the within effects of those distribution the and population, ofa health on the effects potential its to as judged may be project or program, apolicy, by which tools and methods, procedures, of as “a combination defined commonly is HIA 1 infirmity” or ofdisease absence the merely not and well-being, mental and social physical, ofcomplete “a state Organization: World Health the from “health” of definition abroad with begins HIA The project. or policy aparticular from may result that negative, and positive both impacts, health potential measures and identifies that atool as (CDC) Prevention and Control Disease for by Centers the promoted widely is and States United the in practice emerging an is HIA investments. by transportation the served population of the health the into account take decisions investment infrastructure and policy that so process planning transportation into the focus health a bring HIAs process. planning transportation into the considerations health as incorporate to as well residents, area of well-being the affect might service proposed the how to are examine HIA’s objectives The Transit Rapid (BRT). Bus (SR) 50 Road State proposed the on (HIA) Assessment Impact aHealth commissioned Foundation, Health Park Winter the and Program Planning Regional and Urban Florida of Central University the with collaboration in Orlando, MetroPlan SUMMARY EXECUTIVE optimize the advantages of the proposed BRT. proposed ofthe advantages the optimize to strategies and changes use land associated on depend critically impacted is who and health on impacts project’s ofthe magnitude The benefits. health public potential its of because BRT 50 SR the of Study Corridor. The findingsthe support constructionand operation 50 SR the along residents and workers of health the on impacts havepositive could BRT 50 SR the that show findings HIA 50 SR The work. live they and which in communities the affect that choices project and changes policy make they as makers decision inform can analyses HIA question. in project or plan, policy, ofthe aresult as outcomes ways health to the improve suggests and individuals, of health have on the would project or policy, plan, specific

World Health Organization, 2015 1 . HIAs evaluate the impact that a that impact the evaluate . HIAs 1 . following four themes: four following the through members ofcommunity health emotional and social, physical, the on BRT 50 ofSR impacts potential include would This Corridor.” Study 50 SR the along communities the of health overall the on BRT the of impacts the understand better “to was which study of the goal the identified committee .The planners professional and researchers, and practitioners health public organizations, community governments, local and of agencies ofrepresentatives consisted Committee The process. study ofthe stage each at feedback and HIA of the guidance provided Committee Steering HIA BRT 50 SR The Four themes of potential health benefits of SR 50 BRT. 50 SR of benefits health potential of themes Four NON-AUTO NON-AUTO TRAVEL THROUGH MOBILITY SERVICES GOODS & ACCESS TO

EDUCATION OPPORTUNITIES DEVELOPMENT ECONOMIC JOBS & ACCESS TO

7 SR 50 Bus Rapid Transit Health Impact Assessment SUMMARY OF EXISTING CONDITIONS The HIA study corridor covers SR 50 (Colonial Drive) from Powers Drive on the west, past Creative Village and downtown Orlando, continuing east along SR 50 and then north along SR 434 next to the University of Central Florida (UCF) Main Campus and terminating at Mitchell Hammock Road in the City of Oviedo in Seminole County. The Study Corridor is 22 miles long and is primarily located within unincorporated Orange County boundaries while areas within the City of Orlando, City of Oviedo and unincorporated portions of Seminole County were also studied. Figure 1 displays the Study Corridor.

SR 50 is a major east-west corridor through the Region and forms a key economic lifeline of Central Florida. From the western county line to UCF, the Corridor holds more than 130,000 jobs within its two-mile buffer and links the largest regional economic and educational centers. The Corridor also ties together a series of distinctive communities, representing the Region’s most racially and ethnically diverse cross- section of the population. SR 50 is also a key regional transit link currently serving some of the highest performing transit routes and Health Impact Assessment Impact Health providing an important east-west feeder connection to the SunRail Commuter Rail corridor. 8 Many indicators point to the benefits of increased transit investment along SR 50, from both a Corridor need and an opportunity. The Study Corridor mirrors the overall demographic trend of Central Florida with more than three quarters being younger residents (Millennials and Generation X), a population group that has a higher propensity to use transit. The Corridor also has demographic characteristics that indicate that transit is critical basic need to residents’ mobility and daily living. Many of the Corridor segments have lower household median income, higher poverty rates, and more households without access to vehicles when compared to the rest of the Region. From a health perspective, SR 50 Bus Rapid Transit SR 50 has similar or worse health conditions commonly prevalent in population sub-groups when accounting for race, ethnicity, and income. Compared to Region-wide and Statewide averages, the Corridor has equally high or slightly higher rates of obesity, asthma, cardiovascular disease, and diabetes. Due to the length of the corridor and the diversity along the corridor, the Study Corridor was divided into six sectors: Pine Hills, Downtown, Azalea Park, Union Park, UCF, and Oviedo. Oviedo. and UCF, Park, Union Park, Azalea Downtown, sectors. Hills, Corridor Pine Study the sectors: 2displays six into Figure divided was Corridor Study the corridor, the along diversity the and corridor the of length the to Due 1 FIGURE STUDY CORRIDOR

SR 50

SR 434 9 SR 50 Bus Rapid Transit Health Impact Assessment SUMMARY OF FINDINGS HOW TRANSIT CAN Overall, the HIA findings suggest that the proposed SR 50 BRT INFLUENCE PHYSICAL could not only improve the physical, social, and mental health of the community, but it may also improve bicycle and pedestrian safety. ACTIVITY The infrastructure and land use improvements associated with the enhanced transit service would enhance safety for bicyclists and Throughout the Study Corridor, the obesity rate is approximately pedestrians. Through increased opportunities for physical activity, 25 percent and is estimated to affect 46,000 out of 182,000 adults. transit-supportive land uses, and access to goods and services that In contrast to the overall obesity rate, the rate is higher among the support a healthy lifestyle, many chronic diseases can be prevented at Hispanic population (27 percent rate) and the African American the community and individual level. The summary table below presents population (27 percent rate). Among year-around, full-time workers, the final health indicators selected for the Study, their impact on the the income bracket with the highest obesity rate is the $35,000- community (positive or negative), and the distribution of their effects $49,999 range at 39 percent within the corridor. Evidence-based on Study Corridor populations. Discussion of the magnitude and details research maintains obesity is associated with significantly increased related to each indicator follows in the succeeding paragraphs after the risk of more than 20 chronic diseases and health conditions that cause summary table below. devastating consequences and increased mortality.2 Some of these chronic conditions are diabetes, hypertension, high cholesterol, stroke, 3 HEALTH INDICATORS OF SR 50 BRT’S POTENTIAL IMPACT heart disease, certain cancers, and asthma. Asthma has a 14 percent rate (25,000 affected adults) within the SR 50 Study Corridor, diabetes Impact (+/-) Magnitude Distribution has a 10 percent rate (18,000 affected adults) and cardiovascular disease has a 8 percent rate (13,000 affected adults). Health Impact Assessment Impact Health Relatively higher effect The prevalence of these health conditions has a negative impact on Medium on low-income, transit- an individual’s income and the economic health of the community. To dependent communities 10 PHYSICAL + estimate that cost, economists use Cost-of-Illness modeling, to assess ACTIVITY the financial burden associated with an illness. The health impacts for the four conditions analyzed in this study – obesity, cardiovascular disease, diabetes, and asthma – total $489,200,000 for the Orlando MSA and $55,920,000 for the Study Corridor. Medium/ Affect the whole area PEDESTRIAN High relatively equally & BICYCLE + SAFETY SR 50 Bus Rapid Transit Relatively higher effect Medium on low-income and lower

education populations QUALITY + OF LIFE

Immediate & stronger influence around the High TRANSIT areas near the proposed SUPPORTIVE + transit stations LAND USES 2 Malnick SD, Knobler H. (2006) The medical complications of obesity. QJM. 99(9): 565-579. 3 Delgado J, Barranco P, Quirce S. (2008) Obesity and Asthma. J Investig Allergol Clin Immunol. 18(6):420-5. 2014 crashes). on (based year asingle in savings $87.2 million have seen could Corridor the safety; for targeted improvements ofinfrastructure potential reduction crash average the reflects that assumption conservative a by percent, 32 crashes Corridor on down cut could improvements pedestrian and bicycle strategic that Supposing crashes. bicycling and pedestrian ofCorridor magnitude the on based made have been could cost-effective pedestrian and bicycle safety roadway improvements in dollars billion over $1.1 improvements, safety for to bear willing be would individuals that cost additional quantifies which tool, (VSL) Life of aStatistical Value ofTransportation’s Department U.S. utilizing When 4 inending fatalities. 10 and injuries incapacitating sustaining 28 with crashes, bicyclist and pedestrian 100 included data 2014 The neighborhoods. UCF and Park, Union Hills, Pine the in concentrated were injuries Bicyclist area. UCF the and Park, Union Park, Azalea Hills, Pine in concentrated were incapacitating– and moderate –both injuries Pedestrian to fatalities. leading 38 and injuries to incapacitating leading crashes ofthose 101 with Corridor, Study 22-mile the in crashes bicycle and pedestrian 509 were there 2014, and 2009 Between safety. pedestrian and to bicycle itcomes when issues many has Corridor Study 50 SR The Florida Signal Four Analytics, 2015 Analytics, Four Signal Florida 4

INFLUENCE SAFETY INFLUENCE HOW TRANSIT CAN ALICE threshold.ALICE the under CDP Hills by Pine the followed poverty in living households of share highest the (CDP) has Places Designated Census Park Azalea The population. ALICE average state the than higher points percentage five is which themselves, to support struggling are percent) (50 Corridor Study the in households 99,700 total, In $45,000/year. of threshold ALICE the below living ofhouseholds number average than ahigher held Corridor Study the threshold, (ALICE) Employed Constrained, Income Limited, Way’s United toAsset the Compared ($58,304). median the below just fell sector Downtown Orlando The ($67,326). Oviedo is income household MSA’s the median surpassed that sector Corridor Study BRT. only 50 The SR proposed the with of life quality to their improvements significant most the see potentially could and incomes lowest the with Corridor Study ofthe sectors the are Hills Pine and Park Union Park, Azalea of education. low levels and poverty, of levels high income, household low median having communities underserved reflects Corridor Study ofthe majority avast addition, In neighbors. and community to their connected feel not do respondents of survey percent 60 approximately Corridor, the along class Communities Healthy Planning by UCF’s conducted survey acommunity on Based community. to their of connectedness level individual’s to an attributed be can acommunity in satisfaction cultural ofthe Much concerns.” and standards expectations, goals, to their relation in live they and which in systems value and culture ofthe context the in life in position oftheir perception individuals’ as “an Organization Health by the World defined is oflife Quality QUALITY OF LIFE OF QUALITY INFLUENCECAN HOW TRANSIT 11 SR 50 Bus Rapid Transit Health Impact Assessment HOW TRANSIT CAN INFLUENCE LAND USE

With the exception of Downtown Orlando and the areas immediately adjacent to the University of Central Florida, the Study Corridor is primarily composed of single-use commercial and low-density residential parcels. In addition, block sizes along the corridor are typically much larger than the conventional walkable block size. The wide travel lanes along much of the corridor tend to encourage a higher speed vehicular environment. The existing activity centers in the Study Corridor, though not currently in a pattern and density supportive of transit, can redevelop to anchor future transit-oriented development (TOD).

To advance this, local governments are already working towards land use policies that will encourage TOD. For instance, Orange County is embarking on a rewrite of their land development regulations. Their goal is to develop a code that supports and reflects smart growth

Health Impact Assessment Impact Health requirements. The County is developing a TOD module of the code that would require or encourage a mixture of land uses, pedestrian supportive design and development patterns, and sufficient intensity 12 and density that will be more supportive of transit. SR 50 Bus Rapid Transit recommendations are: primary Those implemented. be could recommendations HIA the before place taking begin must actions However, primary two risks. minimizing while benefits health to maximize intended are and findings the from drawn are recommendations Study. The the in evaluated indicators health four influence positively could that ofrecommendations aseries developed Committee Steering HIA The RECOMMENDATIONS SUMMARY OF goods, and services along SR 50. 50. SR along services and goods, ofpeople, mobility improve and residents, for options transportation increase facilities, educational and markets to job access provide could BRT 50 SR the in Investment citizens. ofour oflife quality and economic to the essential is and system transportation Region’s to the component critical a is transportation Public Overview TRANSIT RAPID BUS 50 SR THE OF EXPENSES OPERATING CAPITAL AND FUND TO AGENCIES PARTNERING AND COUNTY ORANGE FOR RECOMMENDATION # 1 PRIMARY 2011) (SGA, citywide. percent 150 to compared percent 250 grown has base tax corridor Line Silver Boston the while development, in billion $4.3 catalyzed has BRT HealthLine Cleveland The (APTA, 1999) increased business sales. in million to $32 $30 yields transit in investment capital and/or operating in million $10 Every Recommendation Support that Findings Related Literature riders of all ages and abilities. and ages ofall riders transit and motorists bicyclists, all including users, pedestrians, for access safe on focus policies Streets Complete access. bicycling in safe, quality pedestrian and investing requires service transit premium asuccessful Implementing Overview STUDY CORRIDOR 50 SR THE ALONG POLICIES STREETS COMPLETE IMPLEMENT AND TO ADOPT BODIES GOVERNING AND AGENCIES, FDOT,FOR PARTNERING RECOMMENDATION # 2 PRIMARY (SGA, 2015) (SGA, implementation. project post in injuries in areduction experienced percent 56 approximately nationwide, Projects Street Complete 37 of Out 2015) Analysis, Orlando (MetroPlan fatalities. with 40 crashes bicycle509 and pedestrian had Corridor Study the 2014, and 2009 Between Recommendation Support that Findings Related Literature 13 SR 50 Bus Rapid Transit Health Impact Assessment In addition to the two primary recommendations, the HIA Steering Committee developed a comprehensive list of recommendations that would enhance the proposed transit service’s positive impacts. The full list of secondary recommendations, as they relate to the SR 50 BRT goals, can be found in the “Recommendations” section of this report.

HIA STUDY RECOMMENDATIONS

ACCESS TO JOBS AND EDUCATION INCREASE NON-AUTO TRAVEL

Collaborate with educational institutions along the corridor to Improve bike and pedestrian infrastructure around station areas understand and address any opportunities for SR 50 BRT to to connect to major destinations/origins (schools, hospitals, support staff and student needs, including off-peak hour activities parks, community centers, etc.), including sidewalks, crosswalks, or evening classes. Encourage Florida State Legislature to allow pedestrian paths and bike paths. “colleges” (Valencia College, Seminole State College) to provide transit subsidies for students. Maintain quality levels of service for transit (i.e. acceptable Implement transit services that matches users’ needs (include frequency, reliable, effective transit schedule communication, etc.). weekend and evening workers, consider shift schedules). Health Impact Assessment Impact Health

14 ACCESS TO GOODS AND SERVICES INCREASE ECONOMIC DEVELOPMENT

Promote transit connections to recreational opportunities by Consider zoning and regulatory changes (i.e. encouraging mix-use posting park and recreation maps in LYNX facilities, vehicles, and patterns, cross-access standards, reduction in parking minimums, website; and posting LYNX bus route maps at Corridor recreational safe pedestrian connections, etc.) facilities, maps, and websites. Implement strategies to incentivize developers and property owners to consider Transit-Oriented Development (i.e. streamlined Promote the development of community hubs (civic, health, permitting, planning guidance as part of development review) healthy food, and recreational services) and program community SR 50 Bus Rapid Transit and health-oriented events (farmer’s market, health fairs, food Preserve existing attainable housing and support the development trucks, etc.) within station areas. of new attainable and mixed-income housing around station areas transit by providing a more premium-type service. premium-type amore by providing transit and/or riding biking to walking, vehicle personal from of transportation mode primary their to change riders potential incentivizing also while resources) community other and education, to jobs, access enhanced (i.e. riders ofexisting experience transit the improve will system BRT 50 SR proposed The errands. run and events, social school, to work, commute they as activity physical to no little in engage currently who riders potential on impact to have most likely is the commuting Active resources. other among food healthy and education to jobs, access riders’ existing improve could 50 SR along system aBRT implementing Even still, communities. lower-income for especially commuting, active of benefits health the may enhance barriers environmental and social distinct and disposition, genetic Diet, epidemic. illnesses chronic and obesity to the solution sole the not itis but outcomes, health positive to facilitate potential the has BRT via commuting Active 15 SR 50 Bus Rapid Transit Health Impact Assessment INTRODUCTION 5 well-being”. social and mental, physical, of state as “a but infirmity, or ofdisease absence the merely not as viewed is context, Study’s this in Health, strategies. health-promotion of aspect important an become has environment built the rise, the on disease, cardiovascular and diabetes as such diseases, chronic With play. and to work, live, places to healthy create helping while Region the throughout workers and residents for service east-west transit effective an provide will project Transit Rapid (BRT) 50) (SR Bus 50 Road State proposed The County. ofOrange heart the through transit premium to bring opportunity withaunique Today, faced is Florida necessary. is Central service transit local and ofregional anetwork investment, this leverage and support Florida. To Central through line rail commuter first the SunRail, in invested already has Region The service. and infrastructure transit in investment asubstantial including challenge, coming this to address solutions oftransportation menu afull to advance hard working been have and reality this understand leaders community and Regional mobility. local and regional for demand increased acorresponding and population in increase percent over 60 experience will Corridor Study the by 2040, (LRTP), Plan Transportation Range Long Orlando’s MetroPlan to According five years. last the in steady been has growth population recession, economic the during down slowed growth this Although 2000. in population ofits athird people, 300,000 almost added County Orange to 2010, From 2000 history. Region’s the in time any in unparalleled growth experienced Florida Central decade, last the In demands. increasing ofto meet asked being is network transportation Region’s our U.S., the in areas metropolitan growing fastest ofthe one to be continues (Region) Region Metro Orlando the While changing. is context transportation Our BACKGROUND INTRODUCTION workers, and businesses within. businesses and workers, residents, the and ofcommunities health future the influencing to positively corridor the along people ofmoving purpose primary its beyond go BRT, 50 can SR the as such investment, transportation WHO, 1946. WHO, 5 A well-planned and designed designed and Awell-planned SR 50 Corridor. more economically competitive and healthy communities along the create to opportunity an provides also but Region, the in mobility improves only not that investment infrastructure an be to BRT 50 SR the enable to information critical with leaders region’s our equip transportation planning or will health planning HIA discussions. The ofconventional part have may not been that matters economic and environmental, health, on information with makers decision and policy provide can process HIA ofthe part are that analysis and collection data review, literature and outreach, community the addition, In investment. BRT of the benefits health potential maximum the to capture project BRT the for decisions design and planning to influence opportunity the offers HIA the time, by BRT. the same At the served be will that ofcommunities conditions health the affect can BRT proposed the how and health planning by giving policymakers more information about transportation link help can HIA An Project. BRT 50 SR proposed the on Assessment (HIA) Impact aHealth to conduct (UCF) Florida Central of University the and (WPHF) Foundation Health Park Winter the with partnered has MetroPlan such, As process. planning transportation into the planning community healthy to advance opportunity withaunique Orlando MetroPlan presents also BRT 50 SR The 17 SR 50 Bus Rapid Transit Health Impact Assessment WHAT ARE HEALTH IMPACT ASSESSMENTS? A Health Impact Assessment is a formal evaluation process that incorporates scientific data, health expertise, and public input to assess a proposed project or policy’s impact on the health of a population and the distribution of those effects within the population. The primary goal of a HIA is to identify the potential health impacts of a project or policy and encourage informed decisions related to the project that will positively influence a population’s health.

An HIA is similar to the more familiar “environmental impact assessments” conducted for more than three decades under the National Environmental Policy Act (NEPA). The key difference is that while NEPA evaluations focus on the environmental effects of a project, HIAs focus on how a project is likely to affect human health. It is a tool to help decision-makers recognize the health consequences of the decisions they make so they can refine community investments and policies towards a healthier living environment. HIAs outline anticipated potential consequences for decision-makers and conclude with a set of policy and design/planning recommendations intended Health Impact Assessment Impact Health to minimize health risks and maximize health benefits. HIAs are based on the best available evidence, both quantitative (such as health 18 surveys and data) and qualitative (such as in-depth interviews with stakeholders). HIAs are a useful way to ensure that health needs and opportunities are considered in policy decision-making processes. SR 50 Bus Rapid Transit Sources: Health Impact Partners and National Research Council Research National and Partners Impact Health Sources: T Project. BRT 50 SR ofthe implementation the after and during addressed be will Monitoring, and Evaluation stage, final and sixth ofthe details The 1to 5. stages completed HIA BRT 50 SR The Evaluation. and Monitoring 6) and Reporting, 5) 4) Recommendations, Assessment, 3) 2) Scoping, Screening, 1) key ofsix stages: comprised generally is process The involved. stakeholders and available, is that time matter, study subject the on depending vary can process HIA The PROCESS HIA THE 1 able 4 6 5 2 3 1 SCREENING REPORTING EVALUATION MONITORING AND RECOMMENDATIONS ASSESSMENT SCOPING KEY STEPS IN THE HIA PROCESS HIA THE IN STEPS KEY Evaluate the HIA process. HIA the Evaluate indicators. health on decision ofthe impacts the and decision, ofthe implementation the process, decision-making the on HIA of the Track impacts the include media outreach and public input. can plan Acommunications process. decision-making the within results the Communicate letters. comment and presentations, reports, written including forms many take which recommendations, and results HIA ofthe documentation visual or awritten Create impacts. health negative any mitigate and/or to benefits health policy’s or plan project, to the improve recommendations Develop quantitative and qualitative research methods and data. using ofimpacts, direction and magnitude the including impacts, health potential Assess change. to predict able to be and conditions baseline understand to order in area study the for profile conditions existing an Create establish stakeholder roles, and establish a timeline for the process. methods, research and evidence identify questions, research prioritize populations, affected and area study the identify impact, likely will project the that indicators health the Identify process. decision-making to the value add would timely, and feasible, is aHIA whether Determine 19 SR 50 Bus Rapid Transit Health Impact Assessment ABOUT THE SR 50 HIA The SR 50 HIA is the first transportation-related HIA in the Region. The goal of the SR 50 HIA is to help inform decision-makers, planners, community members, and other stakeholders about the likely health, social, economic and environmental impacts associated with the proposed SR 50 BRT service. The HIA includes evaluation of the potential changes in community physical activity levels, job access, housing and transportation costs, traffic safety, education access, and access to healthy foods.

The HIA study corridor covers SR 50 (Colonial Drive) from Powers Drive on the west, through downtown Orlando and the proposed Creative Village, continuing east through the Union Park and Azalea Park areas, and then turning north on SR 434 running next to UCF and ending at Mitchell Hammock Road in the City of Oviedo (Seminole County). The Study Corridor is 22 miles long, with a majority of the corridor within Orange County. Figure 2 illustrates the Study Corridor sectors.

Pine Hills – This is one of the most ethnically diverse neighborhoods in Union Park – Similar to Azalea Park, Union Park is a primarily low-

Health Impact Assessment Impact Health the Region with a large minority population. The populations of African density residential and commercial area of unincorporated Orange American and Hispanic residents are significantly above the County County. Due to its proximity to Valencia State College and UCF, average. There is also a large Asian population of Vietnamese, Koreans, residential development expanded in the 1980s with a little over a third 20 and Cambodians. This diversity is evident along Pine Hills Road where of the homes in the sector being renter occupied. many immigration offices, Caribbean and Asian restaurants, and West Indian grocery stores are located. UCF – Hosting the second largest university in the country, the UCF sector primarily caters to the young population attending the Downtown – Downtown Orlando is the historic core and central university. Over 47,000 students attend classes at UCF’s main campus. business district of the Region. It is home to commercial centers, The campus housing accommodates approximately 10,000 students large concentrations of residents and workers, large-scale community and several thousand students live in housing units located near the venues, and many other regional destinations. Downtown also has the campus. In addition, directly south of the UCF main campus is Central Region’s most robust transportation and transit investments including Florida Research Park, the seventh-largest research park in the nation SunRail, local transit circulators (LYMMO), and a network of local and the largest in Florida. Comprised of more than 1,000 acres, it

SR 50 Bus Rapid Transit and regional roadways. Around Downtown Orlando and along SR houses over 125 companies providing more than 9,500 jobs. 50 are several historic neighborhoods including Lake Lorna Doone, Parramore, Lake Eola Heights, and Colonial Town. Oviedo – Just north of UCF, the City of Oviedo has become a popular home location for UCF faculty and staff and Research Park employees. Azalea Park – Built in the 1950s, Azalea Park is a modest, primarily The City boasts an exceptional educational system with A-Rated low-density residential community with architecture and mature schools and numerous recreational amenities close to resident’s homes. landscaping, characteristic of Orlando’s first suburbs. SR 50 through The City’s new town center, Oviedo in the Park, has single-family Azalea Park is a commercial corridor with a wide variety of low-density homes, town homes and apartments, a commercial business district, commercial uses such as auto dealerships, home repair stores, and and retail uses. The development also includes urban public amenities small family-owned businesses. Azalea Park is part of unincorporated such as an amphitheater, entertainment areas, and park spaces all Orange County. within walking or bicycling distance to historic downtown Oviedo. FIGURE 2 FIGURE STUDY CORRIDOR SECTORS SEMINOLE COUNTY ORANGE COUNTYORANGE

SR 50

SR 434 21 SR 50 Bus Rapid Transit Health Impact Assessment PREVIOUS STUDIES REGIONAL NORTHEAST CORRIDOR Two transit-related studies were recently conducted in SR 50 HIA STUDY Study Corridor and are described below: MetroPlan Orlando, in collaboration with Seminole County and the cities of Sanford, Winter Springs, and Oviedo conducted the Regional Northeast Corridor (RNC) Concept Study to evaluate the existing THE SR 50/UCF CONNECTOR conditions along the Aloma Rail Spur. The report explored the existing conditions, opportunities, and challenges in the corridor, which ran ALTERNATIVES ANALYSIS from downtown Sanford through Seminole County into the City of The SR 50/UCF Connector Alternatives Analysis (AA) presented a Winter Springs and the City of Oviedo, and extended into Orange great opportunity for LYNX and its partner agencies to address the County to the UCF campus. challenges of increased mobility needs and to demonstrate our Region’s The report focused on the possibility of the Florida Department of commitment to focusing transit investments in growth corridors. Funded Transportation (FDOT) exercising their right to purchase the Aloma through a grant administered by the Federal Transit Authority (FTA), this Spur from CSX Corporation, an opportunity given to FDOT through study brought together the regional transit vision for SR 50, and served the purchase of the SunRail Main Line. The study addressed six topics: as a venue for understanding the land use goals of local communities socio-demographic characteristics, economic vitality, land use, and how transit can play a part in realizing those goals. mobility, travel demand, and environmental constraints. The AA included a two-mile wide east-west corridor following SR One of the primary findings of the study was that there is high travel 50, bound by the Orange County/Lake County line on the west side demand between the City of Oviedo and UCF. The travel demand and to Alafaya Trail/State Road 434 (SR 434) to the east. The Study

Health Impact Assessment Impact Health model identified more than 20,000 daily trips between the Oviedo Corridor also included a two-mile wide north-south corridor along travelshed and UCF/Research Park travelshed, representing over 25 Alafaya Trail/SR 434 north of SR 50, extending to UCF and ending at percent of the study’s origin and destination pairs. This high travel the Seminole County Line. The study provided a clear understanding 22 demand prompted the inclusion of this area into this HIA study. of the Corridor’s transit needs, the range of potential solutions, and the potential benefits and impacts of the solutions. The Study process relied on input and participation by public agencies at the local, regional, state, and federal levels; by community groups, residents, and travelers; and by businesses, employers, and institutions in the corridor.

The Study Team developed seven alternatives and evaluated them based on the major needs, goals, and objectives of the corridor. The chosen Locally Preferred Alternative (LPA) for the SR 50 is a new BRT service traveling in mixed-traffic. The project will be implemented in

SR 50 Bus Rapid Transit two phases. Phase 1 will initially provide BRT along SR 50 between Powers Drive and Goldenrod Road, a total of approximately 12.2 miles. This new BRT line would interface with the existing local bus routes and is projected to serve approximately 14,300 corridor riders per day. Phase 1 is proposed to operate at 10-minute frequencies during peak times and 15-minute frequencies during off-peak times while maintaining the existing local service routes along SR 50. The BRT will include premium transit features such as enhanced stations, unique bus branding, transit signal priority, off-board ticketing, and user amenities such as free Wi-Fi on the bus. Phase 1 is coupled with an enhanced connection between two of the biggest activity centers in the Region, Downtown Orlando and the UCF area, through an Express Bus Service. Phase 2 is BRT service along the rest of the SR 50 Study Corridor. beginning of the report. ofthe beginning the at section acknowledgments the in found be can members Committee of list A input. direct and efforts Committee’s Steering the of result the are indicators and themes, goals, HIA 50 SR The HIA. the throughout times four met Committee Steering Team. The Leadership HIA the and planners, use land and transportation practitioners, health public organizations, ofcommunity ofrepresentatives consisted Committee The process. of the stage each on feedback provided and HIA ofthe direction the set Committee Steering HIA 50 SR The COMMITTEE STEERING stakeholders. its and Corridor the with familiar is and AA 50 SR Team LYNX the on worked KAI The HIA. the Team throughout to assist &Associates Kittelson of the counsel the sought also Orlando MetroPlan results. survey and audits walking on based recommendations provided and corridor, the along surveys user transit conducted stations, BRT 50 SR proposed the around audits walking review, literature completed in assisted students The semester. 2015 Spring the during course Communities Healthy Planning into the incorporated was HIA 50 SR the Program, (URP) Planning Regional and Urban withUCF’s partnership In advocates. health sector private and practitioners, health planning, transportation and urban in of leaders up made is Committee Steering regional This community. our in HIAs of use the furthering in interested primarily stakeholders community of Committee Steering HIA aregional have They formed Florida. Central in agencies advocacy health leading ofthe one is WPHF The Team. &Associates Kittelson the WPHF, UCF, ofthe and help the enlisted Orlando MetroPlan team, HIA’s ofthe leadership part As TEAM LEADERSHIP organizations. withcommunity meetings targeted and survey acommunity including conducted were activities outreach various addition, In stakeholders). and experts, health public and transit of body (an advisory Committee Steering the Team, and Leadership HIA ofthe formation involved the process HIA 50 SR The practice. HIA of the components core are outcomes HIA on feedback soliciting and process HIA the throughout input community Incorporating COMMUNITY OUTREACH SR 50HIAPARTNERSHIPS & • • • • • this, theemployed outreach effort severalstrategies including: to accomplish order In Corridor. Study 50 SR ofthe population diverse ofthe representative is that participation encouraging on focused was effort outreach The audience. a diverse reached and inclusive was process the to was ensure HIA 50 SR ofthe goal A primary COMMUNITY OUTREACH thoughts on the SR 50 HIA. 50 SR the on thoughts their to share participants allowing surveys distributed and website, project the promoted also Staff addressing. was study the indicators the and HIA, 50 SR ofthe goals the project, BRT 50 SR the describing materials informational provided staff event, At each – – – – – – include: BRT. 50 These SR to the related public the with conversations accessible and informal allowing events organized ofcommunity avariety Attending website; Orlando’s Twitter MetroPlan and Facebook, as such tools media social through engagement interactive Enhancing stakeholders; HIA 50 SR with communication active to allow forums input arranging and surveys Distributing input; solicit to as well as events, associated and project the about public the to inform methods based technology and traditional Using – – – – – – Azalea Park Safe Neighborhood Association – June 8, 2015 8, –June Association Neighborhood Safe Park Azalea 2015 2, –June District Improvement Neighborhood Hills Pine 2015 22, –May of Commerce Chamber West Orange 2015 21, –May Partnership Business Semoran 2015 14, –May Association Neighborhood Heights Eola Lake 2015 12, –May of Directors Board 50 Mills 23 SR 50 Bus Rapid Transit Health Impact Assessment STUDY CORRIDOR OVERVIEW SunRail Commuter Rail Corridor. LYNX’s Corridor. Five-Year Rail 2010 Commuter Strategic SunRail to the connection important an providing –and routes corridor six the day among per riders 12,000 –totaling routes transit performing highest of the some serving currently system transportation regional of the a keyalso link is 50 SR function, significant this Supporting 6 years 8-10 next over the to Downtown Orlando students to 13,000 10,000 about to bring expected is campus new the College, Community Valencia partner, its and UCF Between development. use mixed- Village Creative the within Downtown Campus anew build to State the and of Orlando City withthe working actively is UCF ofDowntown Orlando. area urban most the from distance with decrease slowly intensities and densities age, the where corridor, ofthe side to either Downtown Orlando from travels out one as chronologically traced be almost can 50 ofSR development and growth The by Corridor. the served groups types/population neighborhood the and ofdevelopment age the in also but mix use land the in just not apparent is Corridor ofthe diversity The population. ofthe cross-section diverse ethnically and racially most Region’s the representing communities, ofdistinctive aseries together ties also corridor The Central). Health (Orlando hospital agrowing and executive airport, an malls, parks), regional two business other and Park Research Florida (Central centers business thriving College), (Valencia (CBD), college agrowing District Business Central Orlando’s Florida), ofCentral (University university largest second Country’s the serves 50 SR County, ofOrange heart the Traversing through patterns. development and uses land various through transitions and nodes activity and centers ofcity anumber ties Corridor UCF, Study the and County ofOrange edge western the Between centers. educational and economic regional largest the connecting and buffer, two-mile its within jobs 130,000 about including Region, of the lifeline akey economic forms corridor The ofFlorida. state of the coasts west and east the to both ultimately and to Clermont Bithlo from extending ofOrlando City the through passing County Orange in east-west corridor amajor is 50 SR CORRIDOR CONTEXT OVERVIEW STUDY CORRIDOR

Orl,ando Sentinel, 2015. 6 . quality oflife. quality residents’ enhance and competitiveness economic to achieve policies and investments collective Florida’s Central leverage also will It Region. ofthe rest the and Corridor the for development economic future and current to support infrastructure necessary the provide will 50 SR along service transit and transportation in investment Thoughtful Corridor. the along connectivity transit enhanced to address a need now is there contexts, planning and physical Corridor’s the on Based mph. to 50 mph 40 from varies corridor the along speed posted The lanes. turn right and left separated with arterial divided asix-lane is road the Road, Hammock to Mitchell 50 From SR road. arterial principal urban an as classified Trail, is to Alafaya which north continues Corridor Study The lanes. turn right and to withleft six-travel lanes widened being Trail, to currently is Alafaya but travel lanes to down four back narrows 50 SR Road, ofDean East Road. Dean until arterial divided asix-lane Avenue itis ofBumby East Avenue. Bumby approaching until lane turn acenter with lanes to four narrows road the Downtown area, the throughout and From there arterial. divided asix-lane is Drive Tampa Colonial and Avenue, Drive Powers Between Corridor. Study the highway throughout access 5 Class as a 50 SR FDOT classifies growth. residential and employment to see continue will that corridor emphasis atransit as 50 SR the lists also Plan Transportation Range Long 2040 region’s The corridors. transit high-capacity its among transit premium implementing for priorities highest ofthe one as 50 SR ranked Plan 25 SR 50 Bus Rapid Transit Health Impact Assessment SOCIO-ECONOMIC CHARACTERISTICS Many factors affect the health of individuals and communities. The degree to which people have access to food resources, employment, health care, recreational and educational facilities, etc. influences families and individuals lifestyles. In order to fully understand the community’s socioeconomic, demographic and health status, data was collected from the 2010 U.S. Census, the 2009-2013 American Community Survey, and the 2013 Florida Behavioral Risk Factor Surveillance System (BRFSS). The BRFSS is a county-level, self- reported survey available through the Florida Department of Health. Health Impact Assessment Impact Health

26 SR 50 Bus Rapid Transit Estimates 5-Year Survey Community American 2009-2013 Bureau, Census U.S. Source: T by sector. Corridor Study ofthe characteristics ofdemographic Table abreakdown 2provides ofOviedo. city the is UCF of north just finally, And students. College Community Valencia and UCF the serves primarily development commercial and residential Trail, Alafaya on north Heading development. commercial low-density and population ofHispanic concentration ahigh hold Park Union and Park ofAzalea neighborhoods residential the east, Continuing district. business Town 50 Mills the as well Colonial as and Heights Eola of Lake neighborhoods historic the ofdowntown are east to the Immediately area. metro ofthe hub employment the downtown Orlando, lies east to the Afew miles community. African-American apredominantly is neighborhood historic Hills Pine the west, the from Beginning area. metropolitan Orlando the in corridors diverse most ofthe one is 50 SR POPULATION FEMALE (%) MALE (%) AVERAGE HOUSEHOLD SIZE POPULATION MEDIAN AGE MEDIAN HOUSEHOLD UNITS 2 able DEMOGRAPHIC CHARACTERISTICS OF SR 50 HIA STUDY HIA 50 CORRIDOR SR OF CHARACTERISTICS DEMOGRAPHIC Corridor 228,667 50.3% 49.7% Study Study 35.5 876 2.7 Pine Hills 36,648 13,821 48% 52% 3.1 37 Downtown Downtown Orlando 36,885 50.4% 49.6% 21,841 2.0 32 Union Park Union 26,956 10,260 52.6% 47.7% 2.9 33 Azalea Park Azalea 37,574 52.4% 16,541 47.6% 2.8 31 49.9% 16,401 51,817 50.1% UCF 2.7 24 Oviedo 38,787 50.8% 49.2% 14,019 3.2 35 27 SR 50 Bus Rapid Transit Health Impact Assessment MEDIAN AGE

The Study Corridor population includes a wide range of median age groups. For the purpose of this study, the median age population has been grouped by American generational cohorts: Millennials (individuals between 20 and 38), Generation X (individuals between 39 and 50) and Baby Boomers (individuals between 51 and 69) as they represent three distinct population groups that are seeking mobility choices but for different reasons.

As expected, there is a high concentration of Millennials in the areas surrounding UCF. However, remarkably, the median age group throughout the majority of the Study Corridor (75 percent) is also made up of Millennials. Azalea Park, Union Park, and portions of Pine Hills have a high concentration of individuals between 20 and 34. Research indicates that this generation seeks mobility choices (driving, transit, bicycle, or walk) because finances and quality of travel (availability, comfort, and convenience) are important to their daily lifestyle.7

Generation X, individuals born between 1965 and 1980, make up the second largest generational cohort in the Study Corridor. With 24

Health Impact Assessment Impact Health percent, the highest concentration of this cohort is in the Downtown area and in Oviedo. Generation X is also shifting away from private vehicles in nearly equal numbers as Millennials based on national 28 trends.8

Comprising only 1 percent of the total Study Corridor population, the Boomer generation (individuals between 51 and 69) hold a small share of the Study Corridor. Their concentration is in small sectors of Oviedo and East of Downtown Orlando, with its largest in the Pine Hills area. This generation prizes their mobility and active lifestyles and want to maintain them as long as possible.9 For many older people, driving remains the safest, easiest and most convenient means of transportation. However, this aging population will soon face

SR 50 Bus Rapid Transit significant transportation challenges, including a transportation system that likely can not accommodate the level of mobility and safety that they desire and expect.

7 APTA Millennials & Mobility: Understanding the Millennial Mindset (2013) 8 Kane, 2014 9 TRIP, 2012 Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates 5-year Survey Community American 2009-2013 Bureau, Census US Source: 3 FIGURE MEDIAN AGE MEDIAN SEMINOLE COUNTY ORANGE COUNTYORANGE

SR 50

SR 434 29 SR 50 Bus Rapid Transit Health Impact Assessment MINORITY POPULATIONS FIGURE 4 POPULATION BREAKDOWN BY RACE

The face of the Orlando metropolitan area is changing and the SR 50 HIA Study Corridor mirrors that demographic change. About half of the Study Corridor, 52 percent, considers themselves as a minority. Minorities, as defined by the US Census Bureau, are composed of several different race categories—African American, American Indian, Asian, Pacific Islander, Other, and population groups with two or more races. Hispanic or Latino is defined by the US Census Bureau as an ethnicity rather than a race but are also considered a minority.

Based on the latest US Census data, minority populations are concentrated in the Pine Hills, Azalea Park, and Union Park neighborhoods. These are diverse neighborhoods with African American, Hispanic, and Asian populations. This diversity is demonstrated by the variety of Caribbean and Asian retail shops and restaurants along segments of the Corridor.

About 68.4 percent of Study Corridor residents are White, 21.2 percent African American, 2.6 percent multi-racial, and 3.1 percent other. Of the total Study Corridor population, 20 percent consider themselves Hispanic. Looking at individual HIA sectors, Union Park and Azalea

Health Impact Assessment Impact Health Park have the largest concentration of Hispanic population, Pine Hills the largest concentration of African American, while Downtown Orlando and Oviedo have a large concentration of White population. 30

WHITE OTHER RACE 68.4% 3.1%

AFRICAN AMERICAN MULTI-RACIAL 21.2% 2.6%

ASIAN AMERICAN INDIAN/ 4.3% PACIFIC ISLANDER SR 50 Bus Rapid Transit 0.4%

Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates 5-year Survey Community American 2009-2013 Bureau, Census US Source: 5 FIGURE MINORITY POPULATION SEMINOLE COUNTY ORANGE COUNTYORANGE

SR 50

SR 434 31 SR 50 Bus Rapid Transit Health Impact Assessment INCOME POVERTY LEVELS

The 2013 median income for households in the SR 50 HIA Study Corridor Poverty levels across the Study Corridor were high in 2013, with about ($50,950) was considerably lower than the Orlando MSA ($58,500) 20 percent of the population living below poverty level. In 2013, average. However, as with the other demographic indicators reviewed, Orange County’s poverty rate was 18 percent, which was higher than there are notable differences among the HIA sectors. Downtown the national poverty rate of 16 percent. Of the 89 census blocks in the Orlando ($58,304) and Oviedo ($67,326) brought up the average Study Corridor, 11 are very high poverty (40 percent or more of the median household income for entire area. The rest of the sectors were population is below poverty line) and 32 are high poverty (20 to 40 not only below the region’s median income, they were also below percent of the population is below poverty line). The Study Corridor income guidelines for housing assistance. The median income in the sectors with the highest concentrations of poverty are UCF (29 UCF, Azalea Park, Union Park, and Pine Hills were below $42,000. percent), Pine Hills (28 percent), Azalea Park (24 percent), and Union Park (20 percent). The Oviedo and Downtown Orlando sectors were the only two areas that fell below the national poverty levels. FIGURE 6 MEDIAN INCOME ACROSS SECTORS

Health Impact Assessment Impact Health Orlando MSA Average Income $58,500

32 SR 50 Bus Rapid Transit

Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates 5-year Survey Community American 2009-2013 Bureau, Census US Source: 7 FIGURE Poverty Rate POVERTY RATEPOVERTY

SR 50

SR 434 33 SR 50 Bus Rapid Transit Health Impact Assessment ZERO-VEHICLE HOUSEHOLDS

One of the key indicators of multi-modal demand is a household’s access to a personal motor vehicle. This indicator may represent households who are unable to own a car or are unable to drive because of disability, as well as households with individuals who choose not to own a car.

Six percent of the Study Corridor households do not have a personal motor vehicle. As shown below in Figure 8, the Pine Hills (11.5 percent) and Union Park (6.4 percent) sectors stand out as having the highest concentration of “zero-vehicle” households. These sectors line up with the sector groups having the lowest median household income. Interestingly, with 6.4 percent, the Downtown Orlando sector also held a concentration of zero-vehicle households likely corresponding with behaviors of Generation X and Millennials. Health Impact Assessment Impact Health

34 SR 50 Bus Rapid Transit Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates 5-year Survey Community American 2009-2013 Bureau, Census US Source: 8 FIGURE Households Zero-Vehicle Percentage of ZERO-VEHICLE HOUSEHOLDS ZERO-VEHICLE SEMINOLE COUNTY ORANGE COUNTYORANGE

SR 50

SR 434 35 SR 50 Bus Rapid Transit Health Impact Assessment POPULATION AND HOUSEHOLD Table 3 POPULATION AND HOUSEHOLD DENSITIES POPULATION HOUSEHOLD DENSITIES DENSITY DENSITY (PERSONS (HOUSEHOLD Figure 9 shows the existing geographic distribution of the Study PER ACRE) PER ACRE) Corridor’s residential density. For the purposes of this study, population density is expressed as a function of total number of Study Corridor 6.0 2.0 individuals per acre and is based on Census 2013 block group data. The Pine Hills 5.7 1.8 highest population density is in Downtown Orlando and Azalea Park with several census blocks showing more than 12 individuals per acre. Downtown Orlando 6.6 2.8 The Pine Hills, UCF, and Union Park sectors also show medium density Union Park 6.3 2.5 levels, averaging 6 individuals per acre. Azalea Park 5.8 2.2 Household density was also analyzed to determine the highest UCF 5.6 1.7 concentration of household units. Relatively higher levels of population Oviedo 5.1 1.3 and household densities must exist in a corridor in order to support a successful transit service. Florida Department of Transportation Source: U.S. Census Bureau, 2013 American Community Survey 5-year Estimates (FDOT) Transit Oriented Development (TOD) Handbook states that an area with less than 5 dwelling units per acre can support hourly bus service (local bus service), 6 to 7 can support 30 minute service (intermediate bus service), 8 to 15 units can support 10 minute service (premium bus service), and anything above can support light rail

Health Impact Assessment Impact Health service. The 2013 Census data indicates that the Study Corridor has an average of 2 household units per acre, with the highest concentration in the Downtown Orlando, Union Park, and Azalea Park sectors. Table 36 3 provides the population and household densities breakdown by HIA sector. SR 50 Bus Rapid Transit Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates 5-year Survey Community American 2009-2013 Bureau, Census US Source: 9 FIGURE (Persons Per Acre) (Persons Population Density More than12.0 7.6 -12.0 5.1 -7.5 2.6 -5.0 Less than2.6 POPULATION DENSITY SEMINOLE COUNTY ORANGE COUNTYORANGE

SR 50

SR 434 37 SR 50 Bus Rapid Transit Health Impact Assessment The evaluation results in a numerical score for each sector, thus WALKING AUDITS creating the walking audit score. An example walking audit summary developed by the UCF class is shown in Figure 10. The scores were rated The UCF Healthy Community Planning class conducted walking audits qualitatively as follows: for ten locations along SR 50, during the day and early evening hours. These locations were potential station areas identified by the LYNX SR • 0–39 points indicates high risk and unattractive environment (red) 50/UCF Connector AA and are shown in Figure 11. • 40–69 points indicates medium-risk and average or The purpose of the walking audit was to assess pedestrian and non-descript (yellow) bicycling facilities and walking conditions near and around the proposed station areas. Students utilized the Center for Disease • 70 and above points indicates low-risk and pleasant (green) Control’s (CDC) Walkability Audit Tool to evaluate the safety or attractiveness of the walking routes. The Tool evaluates the sectors of an area using the ten features, listed below. Each feature has an associated value of high, medium, and low importance. The CDC FIGURE 10 WALKING AUDIT SUMMARY IN Tool places safety considerations as the most important, followed SR 50/FASHION SQUARE MALL AREA by factors like accessibility and aesthetics (medium importance) and shade (least important).

CDC WALKING AUDIT TOOL FEATURES Health Impact Assessment Impact Health HIGH IMPORTANCE 38 Pedestrian Pedestrian Crosswalks Facilities Conflicts Legend Safe and Attractive for Walking Moderatley Walkable MEDIUM IMPORTANCE Hazardous for Walking High-use Building Maintenance Buffer Accessibility SR 50 Bus Rapid Transit Path Size Universal Aesthetics

LOW IMPORTANCE Shade FIGURE 11 FIGURE UCF STUDENTS’ WALKING AUDIT STUDENTS’ LOCATIONSUCF State Road SEMINOLE COUNTY ORANGE COUNTYORANGE 436 39 SR 50 Bus Rapid Transit Health Impact Assessment The majority of the corridor scored as ‘medium risk and average attractiveness’ with a few locations scoring as ‘low risk’. Below is a summary of the walking audit results. This research agrees with LOW RISK & PLEASANT Walk Score, an online tool that ranks cities and neighborhoods according to access to transit, density, and other walkable community • SR 50 and John Young Parkway characteristics. According to Walk Score, Orlando has an average Walk • North and south on John Young Parkway Score of 39 which classifies it as a “car-dependent” and somewhat bikeable city. Detailed description of the SR 50 Walkability Audits can • SR 50 and Mercy Drive be found in Appendix A. • North and south on Mercy Drive

The majority of the Study Corridor is comprised of low-density • SR 50 and Mills Avenue residential and single use commercial land uses, characterized by large block sizes. These large block sizes make many trips inconvenient and • East on SR 50 to Shine Avenue uncomfortable for walking, especially with limited streetscaping to • East on Marks, north on Eola Drive, and east on Park Lake provide buffer and shade. In addition, there is a high concentration of Street vacant or underutilized parcels adjacent to SR 50 between Semoran • North on Summerlin Avenue Boulevard and SR 417. Although there are sidewalks and crosswalks • North on N. Hyer Avenue at intersections, high speeds frequently seen throughout the corridor contribute to a poor level of pedestrian comfort and safety. Additional • SR 50 and Fashion Square Mall information on the safety issues in the Study Corridor can be found in • Maguire and Herndon Avenue the ‘Health Indicators’ section of this report. • Mitchell Hammock Road and SR 434

Health Impact Assessment Impact Health • By the Alafaya Woods Apartment Homes

40 SR 50 Bus Rapid Transit • • • • • • • • &AVERAGE RISK MEDIUM • • • 434 SR and Road Hammock Mitchell • • • Trail Alafaya and 50 SR • • • • Trail NEconlockhatchee and 50 SR • • • Highway Cheney Old and 436 SR • • • • • Mall Square Fashion and 50 SR • Avenue Mills and 50 SR • Drive Mercy and 50 SR • Young Parkway John and 50 SR Mitchell Hammock Road to Alexandria Boulevard Alafaya Woods Boulevard to and center through Rd, Hammock Mitchell from Center) Shopping (Publix Square Alafaya and 434 SR 434 SR along Rd Hammock to Mitchell Albertsons vacant the Store and Grocery Aldi Apartments Way Manor to Ashton 50 SR from South heading 434 SR Church Catholic to StJoseph’s south heading 434 SE center) corporate (Alafaya 50 SR terminating south, heading BBQ) (Bubbalou’s 434 SR Westfall Drive Drive Westfall and 50 SR Road Dean and 50 SR Trail Econlockhatchee Little and 50 SR 436 to/from SR ramps WB 50 SR ofBravo Supermarket south 436 SR 436 ofSR east and west Highway Cheney Old Avenue Herndon at terminating 50, SR West on Library the at terminating 50, SR on East South heading Rd Lowell Blvd/Bennett Boulevard Maguire on Avenue terminating Herndon on North Avenue to Herndon Boulevard Maguire from 50 SR to Avenue Hyer Street Avenue to Marks Mills Drive) ofMercy (E 50 SR on east West and 50 SR on east West and • • • • &UNATTRACTIVE RISK HIGH • • 434 SR and 50 SR Trail Road –Foxbower NEconlockhatchee and 50 SR • Highway Cheney Old and 436 SR • • • Young Parkway John and 50 SR West on SR 50 to Big Lots to Big 50 SR West on Boulevard to Sophia 50 SR on East section highway to divided Bravo Supermarket from 436 SR end south the on Trailer Park Young Parkway John S. 50 SR 41 SR 50 Bus Rapid Transit Health Impact Assessment HEALTH CHARACTERISTICS Health data can provide a picture of current health conditions, trends and to the population, socio-economic, and ethnicity composition of each disparities within the Study Corridor. This information can help inform census tract. Although this methodology comes with limitations, it planners and community leaders on the best ‘infrastructure’ solutions for provides an overview on the existing health characteristics of the Study their communities and can allow them to track how changes to the built Corridor. environment are helping or harming their communities. The Behavioral Risk Factors Surveillance Survey (BRFSS) was used to document current Rates for obesity and chronic illness such as asthma, cardiovascular rates of conditions and behaviors associated with the selected health disease, and diabetes were analyzed to evaluate the existing health indicators. Much of the health data was not available at the U.S. Census characteristics within the SR 50 HIA Study Corridor. Detailed summaries tract or block group level, so Study Corridor percentages were calculated of the data on the existing health characteristics of the SR 50 HIA Study using the percentage share of the countywide BRFSS applied according Corridor are provided in Table 4 below.

Table 4 CHRONIC CONDITION RATES POPULATION OBESITY ASTHMA CARDIOVASCULAR DIABETES PREVALENCE PREVALENCE DISEASE (CVD) PREVALENCE PREVALENCE Overall 18+ Adults Rate Population Rate Population Rate Population Rate Population

Health Impact Assessment Impact Health Population Percentage Population STUDY 229,948 78.7% 181,038 25.3% 45,771 13.7% 24,865 7.3% 13,265 10.1% 18,277 42 CORRIDOR ORANGE 1,175,416 76.7% 901,544 25.0% 225,386 14.3% 225,386 7.5% 225,386 10.3% 225,386 COUNTY SEMINOLE 427,184 77.6% 331,495 26.8% 88,841 10.7% 88,841 6.4% 88,841 9.0% 88,841 COUNTY

FLORIDA 19,091,156 79.0% 15,082,013 26.4% 3,981,651 13.5% 2,036,072 10.3% 1,553,447 11.2% 1,689,185 UNITED 311,536,591 76.3% 237,702,419 28.9% 68,695,999 14.1% 33,516,041 8.6% 20,442,408 9.8% 23,294,837 STATES SR 50 Bus Rapid Transit 10 rate. obesity lowest the has bracket income more or $50,000 rate and obesity highest the has bracket income $0-14,999 the nationally, and Statewide averages. wide nation- and state the than greater percent 10 is bracket income 49,999 $35- rate ofthe obesity The percent. rate 22.6 at lowest the has bracket income $25-34,999 the and percent 39.1 at Corridor Study HIA 50 SR the rate in obesity highest the has bracket income $35-49,999 The percent. of26.4 average statewide the than Corridor Study the in higher rate is obesity population Hispanic The percent. 24.3 at population White the and percent 26.8 at population American by African the followed 27.3 at percent Corridor Study HIA 50 SR the rate in obesity highest the has population Hispanic The PREVALENCE OBESITY level. poverty federal the times four least at incomes with adults as health poor or fair in being to report likely as times five than more are poverty in living adults US pathways. complex and unhealthy neighborhood conditions) can harm health through (such low income as conditions living and education Inadequate income. and ethnicity, race, for accounting when population ofthe sub-groups for vary rates illness chronic and Obesity RATES ILLNESS CHRONIC AND OBESITY grain data. grain offiner absence the in areference as used was data County-wide level. income and ethnicity, by race, Corridor Study HIA 50 SR the for rates conditions chronic various ofthe overview an is Below Corridor. Study HIA 50 SR the throughout observed be can rates average than higher groups, income and ethnicity, race, among rates characteristic health these comparing However, when diabetes. and disease, cardiovascular asthma, obesity, of levels average to below average had Corridor Study the averages, national and state ofthe to many Corridor Study the comparing When Corridor. the throughout illness chronic and obesity with of those distribution population into the insight additional provide rates group demographic data was used to estimate averages according to ethnicity and income. and to ethnicity according averages to estimate used was data demographic socio- Census 2013 against data health BRFSS CHARTS Florida 2013 the of Analysis 10 These sub- These T T County Orange County O Study Corridor Florida County Seminole Corridor Study States United Florida County Seminole States United 5 able 6 able range range Overall 25.0% 28.9% 26.8% 26.4% 25.3% OBESITY RATES BY ÐNICITY OBESITY RACE OBESITY RATES BYOBESITY INCOME OVERALL 14.99K 14.99K $0- 25.0% 28.9% 26.8% 26.4% 25.3% 32.9% 33.3% 33.7% 27.5% 28.1% AMERICAN AFRICAN 24.99K 24.99K $15- 23.0% 32.9% 32.6% 27.2% 21.7% 34.2% 43.5% 26.8% 25.7% 37.9% 34.99K 34.99K $25- 26.5% 28.5% 22.6% HISPANIC 30.1% 21.8% 26.4% 25.9% 27.4% 27.3% 31.2% 49.99K 49.99K $35- 40.9% 29.9% 32.3% 28.7% 39.1% WHITE or more more or $50,000 26.8% 23.9% 24.6% 24.3% 24.3% 25.2% 22.6% 27.3% 24.1% 25.1% 43 SR 50 Bus Rapid Transit Health Impact Assessment ASTHMA PREVALENCE CARDIOVASCULAR DISEASE PREVALENCE

The overall asthma rate in the SR 50 HIA Study Corridor (13.7 percent) The White population has the highest cardiovascular disease rate is just above the statewide average of 13.5 percent. It is highest in the Study Corridor at 9.4 percent followed by the Hispanic among the African American population at 16 percent, followed by population at 6.5 percent (only includes Orange County data) and the Hispanic population (14.3 percent), and the White population the African American population at 4.8 percent. On the state level, (14.2 percent). The Study Corridor rate among African Americans is the White population has the highest rate followed by the African higher than both the state and nation-wide averages. In Florida, the American population and the Hispanic population. Nationally, the asthma rate is highest among the Hispanic population and the African African American and White populations have the highest rates of American population. cardiovascular disease.

Table 7 ASTHMA RATES BY RACE & ETHNICITY Table 9 CARDIOVASCULAR DISEASE RATES BY AFRICAN RACE & ETHNICITY OVERALL AMERICAN HISPANIC WHITE AFRICAN Study Corridor 13.7% 16.0% 14.3% 14.2% OVERALL AMERICAN HISPANIC WHITE Study Corridor 7.3% 4.8% N/A 9.4% Orange 14.3% 16.1% 14.4% 15.5% County Orange 7.5% 4.9% 6.5% 9.9% Seminole 10.7% 13.6% 13.4% 9.6% County County Seminole 6.4% 3.8% N/A 7.6% Health Impact Assessment Impact Health Florida 13.5% 14.2% 14.6% 13.2% County United States 14.1% 15.4% 10.2% 13.4% Florida 10.3% 10.0% 6.8% 12.2% 44 United States 8.6% 9.5% 6.0% 9.3% The highest incidence of asthma by income bracket in the Study Corridor is among the lowest income, more than five percent greater than both the state and nation-wide averages. The Study Corridor The $15-24,999 income bracket has the highest cardiovascular disease rate among the $50,000 and more range is also above the state rate at 12.4 percent and the $50,000 or more income bracket has the (11.5 percent) and nation-wide averages (12.2 percent). The Study lowest at 2.8 percent. The $15-24,999, $0-14,999, and $35-49,999 Corridor’s asthma rates by income are more varied compared to state income brackets have higher rates than the Study Corridor’s overall and national estimates, which indicate an inverse correlation between rate. On the state and national level, the cardiovascular disease rate is asthma and income. Across Florida and the United States, as income inversely correlated with income. increases, asthma rates decrease.

SR 50 Bus Rapid Transit Table 10 CARDIOVASCULAR DISEASE RATES BY Table 8 ASTHMA RATES BY INCOME INCOME Overall $0- $15- $25- $35- $50,000 Overall $0- $15- $25- $35- $50,000 14.99K 24.99K 34.99K 49.99K or more 14.99K 24.99K 34.99K 49.99K or more Study 13.7% 26.7% 10.5% 5.9% 13.6% 12.8% Study 7.3% 10.6% 12.4% 5.1% 7.9% 2.8% Corridor Corridor Orange 14.3% 29.1% 9.5% 6.6% 13.8% 14.8% Orange 7.5% 11.1% 12.2% 5.3% 8.7% 2.3% County County Seminole 10.7% 7.7% 18.0% 1.1% 12.8% 7.0% Seminole 6.4% 7.1% 13.6% 3.9% 4.7% 4.1% County County Florida 13.5% 20.1% 17.1% 13.0% 13.5% 11.5% Florida 10.3% 16.5% 12.7% 12.4% 10.5% 7.5% United 14.1% 19.7% 15.0% 13.0% 12.9% 12.2% United 8.6% 13.5% 12.0% 10.2% 8.3% 5.1% States States T T nationwide. and statewide rates highest the exhibits population this Corridor, Study the rate in lowest the has population American African the While averages. nation-wide and state the above also is population Hispanic the among rates Diabetes percent. 6.6 at population American African the and percent 10.6 at population by White the followed is This percent. 13.9 at population Hispanic the among Corridor Study the in highest the rate is diabetes The PREVALENCE DIABETES income workers and is inversely correlated with income. with correlated inversely is and workers income lower among highest typically rate is diabetes the States, United the and Florida Across percent. rate 5.1 at lowest the has bracket more or $50,000 the while percent 15.8 at Corridor Study the rate in diabetes highest the has bracket income $0-14,999 the bracket, income By States United Florida County Seminole County Orange Corridor Study States United Florida County Seminole County O Study Corridor 12 able 11 able range range 9.8% 11.2% 9.0% 10.3% 10.1% Overall DIABETES RATES BYDIABETES INCOME RATES BYDIABETES ÐNICITY RACE 9.8% 11.2% OVERALL 9.0% 10.3% 10.1% 14.99K 14.99K $0- 14.6% 16.4% 10.7% 16.4% 15.8% 13.9% 12.3% 10.4% 6.4% 6.6% AMERICAN AFRICAN 24.99K 24.99K $15- 13.2% 13.6% 9.7% 11.1% 10.9% 34.99K 34.99K $25- 11.5% 12.6% 11.1% 7.7% 8.1% 8.9% 10.8% 4.1% 15.0% 13.9% HISPANIC 49.99K 49.99K $35- 9.6% 11.2% 8.2% 9.7% 9.4% 9.1% 11.4% 10.7% 10.6% 10.6% WHITE or more more or $50,000 6.8% 7.5% 4.7% 5.2% 5.1% 45 SR 50 Bus Rapid Transit Health Impact Assessment SR 50 HIA GOALS & OBJECTIVES COMMUNITY MEMBERS THROUGH IMPROVED: EMOTIONAL AND HEALTH SOCIAL, PHYSICAL, OF IMPACTSTHE THE ON 50 BRT SR THE OF GOALTHE UNDERSTAND TO IS HIA THE OF BETTER meetings. committee ofthe one at goals HIA the developed jointly members Committee Steering HIA The AND OBJECTIVES SR 50HIAGOALS NON-AUTO NON-AUTO TRAVEL THROUGH MOBILITY SERVICES GOODS & ACCESS TO

EDUCATION OPPORTUNITIES DEVELOPMENT ECONOMIC JOBS & ACCESS TO selection, social cohesion, and affordable housing. goods and food healthy rate, obesity rate, crime cases, depression health/ mental illness, chronic in decrease uses, land supportive transit of levels life, of quality safety, pedestrian and bicycle activity, physical are indicators These outcomes. health influences project the well how to measure project BRT of the implementation the after to and prior monitored be will that indicators of health aset on agreed Committee Steering the Ultimately, stability. business and neighborhood and traffic, foot affect could stability business increased and income, disposable and levels stress affect would which jobs to more lead could development economic Lastly, time. discretionary/leisure to more lead could driving spent time less and quality, air in increase to an leading emissions vehicle in decrease a activity, physical increased and exposure to bicyclist/pedestrian leading walking in increase an include travel could non-auto increased for impacts and benefits The activity. physical to increased leading opportunities to recreational access and diets, to healthier leading sources food to healthy access cohesion, community and social to greater leading activities to civic access include could to services access increased of impacts and benefits The status. socio-economic in increase and attainment, educational higher activity, recreational for opportunities insurance, to health access include could education and jobs to access increasing of impacts and benefits immediate The BRT.50 SR of the implementation the through affected be could that outcomes health intermediate and immediate the identified Committee Steering the themes, these on Based development. economic encouraging and travel, non-automobile increased education, and to jobs access services, and to goods access goal: HIA the in encompassed themes four by following the organized were indicators health The concern. Committee level ofSteering the and evidence available best on the based them prioritized and findings reviewed the Team Leadership HIA The ofpathways identified. were a number Committee, Steering HIA ofthe knowledge collective the on Drawing the potential health impacts. among relationships dynamic and complex reflects that level approach toward acommunity- impacts individual on focusing from to shift (3) and outcomes, health affects BRT 50 SR the which pathways through various the (2) to illustrate connections, traditional or recognized outside BRT 50 SR of the impacts health ofpotential considerations to encourage (1) intended is and process HIA ofthe element acritical is pathway diagram The 12). (see Figure outcomes health and BRT 50 SR the between connections potential to outline order in pathway diagram a developed Committee Steering the process, HIA ofthe part As PATHWAY DIAGRAM 47 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 12 SR 50 HIA PATHWAY DIAGRAM

OUTCOMES

THEMES IMMEDIATE INTERMEDIATE INDICATORS

Access to Health Insurance Quality of Life Socio-Economic Status Access to Decrease in Chronic Illness (Diabetes, ACCESS TO Employment Cardiovascular Disease, Asthma) Opportunities for Recreational Activity JOBS & Access to Mental Health/Depression and Education Mental Health Admissions EDUCATION Educational Attainment Health Impact Assessment Impact Health Crime Rate Access to 48 Job Training Directly Related to one of the Four Major Health Indicators

Access to Access to Quality of Life Social Services Affordable Food Sources

Access to Social/Community Decrease in Chronic Illness (Diabetes,

SR 50 Bus Rapid Transit Civic Activities Cohesion Cardiovascular Disease, Asthma)

ACCESS TO Access to Screening/Detection/ Mental Health/Depression and GOODS & Health Care Vaccination Mental Health Admissions SERVICES Access to Healthy Diet Crime Rate Healthy Food Sources

Access to Physical Activity/ Obesity Rate Recreation Outdoor Exposure

Directly Related to one of the Four Major Health Indicators Decrease in Chronic Illness (Diabetes, (Diabetes, Illness Chronic in Decrease (Diabetes, Illness Chronic in Decrease Healthy Food and Goods Selection Cardiovascular Disease, Asthma) Disease, Cardiovascular Asthma) Disease, Cardiovascular Mental Health/Depression and Transit Supportive Land Uses Mental Health Admissions Four Major Health Indicators Health Major Four ofthe to one Related Directly Indicators Health Major Four ofthe to one Related Directly Sense ofCommunity Sense Fatality/Injury Rates AffordableHousing Bicycle/Pedestrian Social Cohesion/ Social Quality ofLife Quality INDICATORS Obesity

Stable Leasing Market Screening/Detection/ Discretionary Time/ Discretionary Disposable Income Bicycle/Pedestrian Bicycle/Pedestrian Outdoor Exposure Outdoor Physical Activity/ Physical Home Ownership Exposure LevelsExposure INTERMEDIATE Neighborhood Revitalization Stress Levels Stress Leisure Time OUTCOMES Vaccination Foot Traffic Air Quality Air

Reliable Health Care Health Reliable Time Spent Driving Spent Time Vehicle Emissions Travel Delay Time Business Stability IMMEDIATE Access to Access Walking Jobs NON-AUTO NON-AUTO OPPORTUNITIES DEVELOPMENT ECONOMIC TRAVEL THROUGH MOBILITY THEMES

49 SR 50 Bus Rapid Transit Health Impact Assessment HEALTH INDICATORS 11 illnesses. mental and physical ofboth risks the increases food healthy to access with supermarkets and housing, parks), affordable and paths, bike (e.g., sidewalks, ofinfrastructure oflack combination The morbidity. and of illness rates withdisproportionate burdened already populations low-income and minority among particularly health, mental and both physical on effects have significant can environment built the that shown has evidence ofscientific body A growing INDICATORS HEALTH

BICYCLE AND Hood, 2005 PEDESTRIAN PEDESTRIAN CII Y/ ACTIVIT PHYSICAL OBESITY SAFETY SUPPORTIVE LAND USESLAND LEVELS OF OF LEVELS QUALITY TRANSIT TRANSIT OF LIFEOF

11 premium transit such as BRT. as such transit premium of withimplementation outcomes health positive linking literature on based discussed is indicators ofthe Each pages. succeeding the in conditions baseline Corridor’s the to establish detail in described are indicators These HIA. 50 SR ofthe focus the to be chosen were indicators major Four indicator. to each related information and ofdata availability the on based evaluated were Pathway Diagram, the through Committee Steering by the identified indicators, health The benefits. and impacts health cumulative or indirect, to direct, operations and design transportation link that literature medical and scientific the in published by evidence driven is process HIA The

AND USE OF HEALTH OF USE AND OFTEN SERVICES CARE RELATIONSHIPS FAMILY AND WITH FRIENDS, - World Health Organization on Health Impact Assessments, Assessments, Impact Health on Organization - World Health IS DETERMINED BY CIRCUMSTANCES THEIR DETERMINED IS “WHETHER PEOPLE ARE HEALTHY PEOPLE ARE “WHETHER NOT, OR HEALTH. WHEREAS THE MORE COMMONLYHEALTH. MORE THE WHEREAS AND ENVIRONMENT.AND TO EXTENT, ALARGE CONSIDERED FACTORSCONSIDERED ACCESS AS SUCH GENETICS, INCOME, EDUCATION INCOME, LEVEL, GENETICS, ALL HAVE IMPACTS CONSIDERABLE ON HAVE AN IMPACT OF LESS HEALTH. ON FACTORS WE LIVE, WHERE AS SUCH THE STATE THE ENVIRONMENT, OUR OF http://www.who.int/hia/evidence/doh/en/ 51 SR 50 Bus Rapid Transit Health Impact Assessment ethnicity factors that tend to be indicators of high obesity rates. For HOW TRANSIT instance, the nation-wide obesity rate is higher for Hispanic and African American populations (27 percent rate). A higher concentration of CAN INFLUENCE Hispanics are located in Azalea Park and Union Park sectors and there PHYSICAL ACTIVITY is a higher concentration of African Americans in the Pine Hills sector. In the Study Corridor, among year-around, full-time workers, the income bracket with the highest obesity rate is the $35-49,999 range THE OBESITY EPIDEMIC at 39 percent. There is a higher concentration of this income range in the Downtown Orlando, University Park, and Oviedo sectors. The The U.S. is faced with a health crisis. More than one-third of adults 12 $0-14,999 income bracket has the second highest obesity rates at and 17 percent of youth in the United States are obese. Obesity is 28 percent. On the state level, the $0-14,999 income bracket has the a condition in which an individual has excess body fat (a Body Mass highest rate of obesity followed by the $35-49,999 income bracket. Index or BMI of 30 or greater), that can be harmful to their health The $50,000 or more range is the only income bracket with a often caused by social and environmental factors and/or genetic statewide obesity rate that is lower than the overall state obesity rate. disposition. Obesity-related health conditions include heart disease, Nationally, the obesity rate decreases as income increases19. stroke, Type-2 diabetes, asthma and certain types of cancer — some of the leading causes of preventable death.13,14

The prevalence of obesity has reached epidemic proportions in the HEALTH COSTS United States with the national obesity rate doubling over the past 35 years. The average American is 24 pounds heavier today than Cost-of-illness (COI) modeling is routinely used by health economists in 1960.15 The direct and indirect economic costs of obesity total to understand cost-effectiveness and to forecast national costs of a 20 Health Impact Assessment Impact Health between $190 and $215 billion annually in the U.S.16,17 This equates to disease given its prevalence and treatment trends. COI estimates approximately 21 percent of healthcare costs nationwide. the financial burden associated with an illness by identifying the direct (payments to doctors, hospitals and pharmacies) and indirect 52 (lost income and productivity) costs associated with an illness. COI is utilized by many government agencies and national disease OBESITY AND OBESITY-RELATED associations including the Environmental Protection Agency, CDC, CHRONIC ILLNESS American Heart Association, and American Diabetes Association to track specific diseases. Throughout the SR 50 Study Corridor, the overall obesity rate is approximately 26 percent and obesity is estimated to affect Literature review of governmental guidance and national medical approximately 45,800 out of 183,930 adults. Of the obesity-related association publications was conducted to compare national COI chronic illnesses, asthma has a 14 percent rate (25,000 affected information to the Region and Study Corridor. Tables 13 & 14 provide adults), diabetes has a 10 percent rate (18,000 affected adults) and estimates of national COI by disease, adjusted to 2010 dollars and 18 SR 50 Bus Rapid Transit cardiovascular disease has a 7 percent rate (13,300 affected adults) . scaled by the proportion of the U.S. population living within the Orlando Metropolitan Statistical Area in 2010 (0.7 percent). The Although the Study Corridor obesity rate is below state and national COI health impacts total $489,200,000 for the Orlando MSA and averages, there are particular sectors along the Corridor that likely $55,920,000 for the Study Corridor. In the Study Corridor, obesity- have higher obesity rates because of concentrations of race and related health costs total over $69 million annually. Even just stabilizing the obesity rate will save health care costs and other expenses linked to obesity. If the obesity rate increases by five percent over the next

12 Cynthia L. Ogden, Margaret D. Carroll, Brian K. Kit, & Katherine M. Flegal, 2014 decade, the Study Corridor will potentially incur over $1 billion in 13 Shore, 2013 healthcare expenses related to obesity. 14 Ogden et al., 2014 15 APTA Millennials & Mobility: Understanding the Millennial Mindset (2013) 16 Hammond and Levine, 2010 19 This data does not account for part-time, seasonal, retired, or unemployed workers 17 Cawley and Meyerhoefer, 2012 or those who are unable to work due to age, disability or some other circumstance. 18 These rates are based on countywide, 2013 Behavioral Risk Factors Surveillance It also does not account for household dynamics such as spousal income, financial System (BRFSS) health data by the Florida Department of Health and the Centers for dependents, etc. Disease Control and Prevention. 20 U.S. Environmental Protection Agency, 2007 conditions including Pine Hills, Azalea Park, and Union Park. Union and Park, Azalea Hills, Pine including conditions chronic to these linked characteristics income and ethnic, have race, that are those impact financial most the experienced havethat likely areas The calculations. COI the on based cost in dollars million over $68 in to have resulted estimated is Corridor Study the rate in percent a 25 has which Obesity, Corridor. Study the within share prevalence lowest the hold conditions health two these million) although (almost $360 diseases other to relative the cost oftotal share largest the had disease disease, diabetes, and asthma in 2012. Diabetes and cardiovascular cardiovascular ofobesity, aresult as dollars abillion ofover half cost estimated an has Corridor Study the abasis, as COI national the Using dollars. 2010 on * Based T T * Based on 2012 dollars. 2012 on * Based ASTHMA DIABETES CARDIOVASCULAR – DISEASE HEART CARDIOVASCULAR – STROKE CONDITION OBESITY CONDITION OBESITY HEART DISEASE &STROKE DISEASE HEART – CARDIOVASCULAR ASTHMA DIABETES 14 able 13 able HEALTH CARE EXPENSES IN THE STUDY CORRIDOR BASED ON COI ON BASED STUDY THE CORRIDOR IN HEALTH EXPENSES CARE COI CALCULATIONS DISEASE BY CHRONIC PER PERSON* EXPENSES NATIONAL $13,700 $8,200 $3,300 $1,500 Total (BILLIONS) NATIONAL

$245.0 $148.8 $56.0 $33.6 $21.6 Total COI* POPULATION 102,200 45,800 24,900 18,300 13,300 (MILLIONS) ORLANDO $489.2 $150.9 $104.1 $171.5 $39.2 $23.5 COI* MSA MSA HEALTH EXPENSES* (MILLIONS) CORRIDOR STUDY STUDY $250,394,900 $108,693,400 $509,158,500 $55.9 $82,054,500 $19.6 $17.2 $11.9 COI* COI* $68,015,700 $4.5 $2.7 STUDY CORRIDOR Asthma and Allergy Foundation of America, 2015 of America, Foundation Allergy and Asthma American Diabetes Association, 2015 Association, Diabetes American 2015 Association, Heart American 2015 Association, Heart American Centers for Disease Control and Prevention, 2010 Prevention, and Control Disease for Centers SOURCE RATE DISEASE OF 25% 10% 14% 8% CHRONIC DISEASE COST RELATED TO RELATED COST PERCENTAGE OF 49% 16% 14% 21% 53 SR 50 Bus Rapid Transit Health Impact Assessment ACTIVE COMMUTING AS A HOW TRANSIT COMMUNITY TOOL TO REDUCE CAN INFLUENCE OBESITY AND OBESITY-RELATED CHRONIC ILLNESS SAFETY For all modes, individuals need a basic level of safe infrastructure in Healthcare professionals attribute a decrease in physical activity and order to have access to work, school, healthcare facilities, grocery an increase in poor nutrition as two of the major causes of the obesity stores, recreation, etc. Safety is even more important for the vulnerable epidemic. Additionally, increased car dependency over the past users of our transportation system, including pedestrians and cyclists, century has led to many Americans driving more and walking less even and younger and older population groups. Our Region is particularly for short-distances. Walking to and from public transportation can help challenged with this issue with the Orlando Metro Area being ranked as physically inactive populations, especially low-income and minority the most dangerous for pedestrians.24 groups, attain the recommended level of daily physical activity. Therefore, increased access to public transit may help promote and Between 2009 and 2014, 509 pedestrian and bicycle crashes occurred maintain active lifestyles. in the 22-mile Study Corridor, with 101 of those crashes leading to incapacitating injuries and 40 leading to fatalities. As shown in Figures Physical activity is defined by the World Health Organization as 13 & 14, pedestrian injuries –both moderate and incapacitating– were “bodily movement produced by skeletal muscles that requires energy concentrated in Pine Hills, Azalea Park, Union Park, and the UCF Study expenditure”. Adults need at least 150 minutes of moderate-intensity Corridor sectors. Bicyclist injuries were focused in the Pine Hills, Union aerobic activity (i.e., brisk walking) every week. A daily, 20-minute walk Park, and UCF sectors. The 2014 data indicated this area had 100 can reduce the risk of early death between 16 and 30 percent.21 Studies pedestrians and bicyclist crashes, with 28 sustaining incapacitating Health Impact Assessment Impact Health have demonstrated that commuters who ride public transportation injuries and 10 ending in fatalities occurred along the Corridor. tend to walk at least 20 blocks a month and 240 blocks a year. Additionally, those who used a BRT service identified higher average Various research studies indicate that transit is one of the safest forms 54 22 self-reported distances walked versus the local bus. of transportation. In general, buses and trains have lower risks than light duty vehicles for passenger deaths when evaluated based on Public transit encourages active commuting such as walking and biking. passenger miles of travel. In 2012, the passenger death rate in light Transit availability combined with bicyclist and pedestrian-supportive duty vehicles (includes passenger cars, light trucks, vans and sports infrastructure is a critical component of active commuting. Incorporating utility vehicles) was 0.49 per 100 million passenger-miles. The rates for physical activity into a commuter’s daily routine can help reduce the risk buses and trains were 0.04 and 0.02 respectively.25 This means that as of developing several leading chronic illnesses, including cardiovascular SR 50 BRT riders shift their travel mode from cars to transit, they are disease (e.g., heart attacks, strokes), colon cancer, and non-insulin- also reducing their exposure to the greater risks of injury and death dependent diabetes, as well as their precursors (e.g., high blood associated with driving or riding in a car. pressure, hypertension). In the US, 29 percent of those who use transit

SR 50 Bus Rapid Transit are physically active for 30 minutes or more each day, solely by walking to and from public transit.23

21 University of Cambridge, 2015 22 Kristen Day, 2014 24 Dangerous by Design, Smart Growth America, 2014 23 Kaiser Permanente , 2015 25 National Safety Council, 2015 Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates 5-year Survey Community American 2009-2013 Bureau, Census US Source: 13 FIGURE FREQUENCY OF PEDESTRIAN & BICYCLIST CRASHES WITH INJURIES &BICYCLIST CRASHES PEDESTRIAN OF FREQUENCY SEMINOLE COUNTY ORANGE COUNTYORANGE

SR 50

SR 434 55 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 14 FREQUENCY OF PEDESTRIAN & BICYCLIST CRASHES RESULTING IN FATALITIES

SEMINOLE COUNTY 434 SR ORANGE COUNTY Health Impact Assessment Impact Health

56

SR 50 SR 50 Bus Rapid Transit

Source: US Census Bureau, 2009-2013 American Community Survey 5-year Estimates corresponding to a fraction of a fatality. ofafatality. to afraction corresponding avalue class injury each to to assign VSL applied be can that acoefficient level yields Each critical. and severe, serious, moderate, minor, levels: into five grouped are scores These health. of perfect alternative the with comparison in years, life ofquality-adjusted scale a on duration) and ofseverity terms (in injury ofaccidental type each rates USDOT equation. into the valued and estimated be should income, reduced and suffering and pain both including oflife, quality in losses resulting the principle, In probability. as severity, well in as widely vary and fatalities than common more far are injuries Nonfatal million. to $9.4 VSL the increased and incomes real in changes and prices in changes for to account estimates VSL the updated USDOT 2015, June In party. by particular any endured to be having costs actual represent not does and risk mortality in reduction a for to pay” “willingness individuals’ ofmany aggregation the is VSL 26 T risk. in ofreduction valuation the but alife, on avalue put not does VSL safety”. in improvements for to bear willing be would individuals that cost additional “the as defined is VSL afatality. preventing and of safety “value” the on guidance published has USDOT 1993, Since investments. and regulations Department’s of the benefits and cost the terms monetary to in by evaluate executive order required is Transportation of Secretary the of Office The (VSL). Life ofaStatistical Value (USDOT) ofTransportation Department US the is tools ofthose One project. transportation potential ofa cost-effectiveness the to calculate available oftools have avariety planners and engineers Transportation users. all for safety maximize would that solution the determine to analysis extensive through goes crosswalks, and lanes bicycle ofsidewalks, placement the including improvement, infrastructure many transportation planning decisions, projects, and policies. Every in factor asignificant plays oflife loss and ofinjury prevention The VALUE ASTATISTICAL OF LIFE FATAL CRITICAL SEVERE SERIOUS MODERATE MINOR 15 able

U.S. DepartmentU.S. of Transportation, 2015 SEVERITY CRASH SEVERITY AND VSL AND SEVERITY CRASH FRACTION OF VSL OF FRACTION 0.003 0.047 0.266 0.593 0.105 1.00 26

ON VSL ON BASED COUNTER MEASURES POTENTIAL TOTAL COST OF the VSL cost and figures are shown below. shown are figures and cost VSL the of analysis The crashes. have these prevented could that improvements roadway safety targeted in invested have been could that resources potential to the equivalent is amount this that surmised be could It span. five-year the in occurred crashes bicycling and of pedestrian “worth” dollars’ billion $1.1 that suggests guidance VSL rating. “critical” a given were crashes incapacitating and rating, give a“moderate” were crashes injury minor value, VSL afull given were crashes fatal to 2014, 2009 from reports crash areview ofthe on Based conducted. was Corridor the along ofcrashes equivalent VSL ofthe analysis An T

VSL CALCULATIONS VSL FATAL INJURIES INCAPACITATING TOTAL MINOR INJURIES BICYCLE TOTAL FATAL INJURIES INCAPACITATING MINOR INJURIES PEDESTRIAN 16 able SEVERITY CRASH CRASH 2009 TO 2014 CORRIDOR CRASHES AND AND TO CRASHES 2009 2014 CORRIDOR CRASHES NO. OF OF NO. 235 274 179 191 63 38 32 6 PER CRASH CRASH PER USDOT VSL VSL USDOT $9,400,000 $9,400,000 $5,574,200 $5,574,200 TYPE $441,800 $441,800 $1,083,660,200 IMPROVEMENTS IMPROVEMENTS BASED ON VSL VSL ON BASED POTENTIAL $300,800,000 COSTS OF OF COSTS $352,603,400 SAFETY SAFETY $731,056,800 $56,400,000 $84,383,800 $351,174,600 $211,819,600 79,082,200 57 SR 50 Bus Rapid Transit Health Impact Assessment In 2014, the Study Corridor had a total of 100 crashes involving Table 18 POTENTIAL REDUCTION ON 2014 pedestrian and bicyclists. Applying VSL, the area could have seen $277 PEDESTRIAN & BICYCLING CRASHES & ASSOCIATED million worth of improvements that could have reduced these crashes. However, it is recognized that safety is a complex issue and no single COSTS BASED ON VSL solution can completely address an identified safety problem. If a 32 CRASH REDUCTION FACTOR = 32% 27 percent bicycle and pedestrian crash reduction factor is assumed , POTENTIAL COSTS up to $87 million worth of crashes could have been reduced. The $87 USDOT VSL OF SAFETY million statistical cost of these bicycle and pedestrian crashes could CRASH NO. OF BY CRASH IMPROVEMENTS have otherwise been invested in targeted safety improvements for SEVERITY CRASHES TYPE BASED ON VSL pedestrians and bicyclists. MINOR INJURIES 20 $441,800 $8,836,000 Table 17 2014 CORRIDOR CRASHES AND VSL INCAPACITATING 9 $5,574,200 $50,167,800 CALCULATIONS INJURIES POTENTIAL FATAL 3 $9,400,000 $28,200,000 COSTS OF USDOT VSL SAFETY POTENTIAL TOTAL COST OF $87,203,800 CRASH NO. OF PER CRASH IMPROVEMENTS SEVERITY CRASHES TYPE BASED ON VSL COUNTER MEASURES BASED ON VSL PEDESTRIAN MINOR INJURIES 34 $441,800 $15,021,200

Health Impact Assessment Impact Health INCAPACITATING 16 $5,574,200 $89,187,200 INJURIES 58 FATAL 8 $9,400,000 $75,200,000 TOTAL 58 $179,408,400

BICYCLE MINOR INJURIES 28 $441,800 $12,370,400 INCAPACITATING 12 $5,574,200 $66,890,400 INJURIES FATAL 2 $9,400,000 $18,800,000 TOTAL 42 $98,060,800 SR 50 Bus Rapid Transit POTENTIAL TOTAL COST OF $277,469, 200 COUNTER MEASURES BASED ON VSL

27 Based on a sample of pedestrian improvement Crash Reduction Factors taken from FHWA CMF Clearinghouse 29 28 slightly by 2percent. increased thecorridor along traffic automobile a time when during with by fell crashes happened This injuries 39 percent. by and 6percent decreased crashes improvements, the After lanes sidewalks added, widened, and landscaping added. bicycle to four from of thoroughfare the lanes, three blocks Greenway Travel Charlotte. in eight were along reduced lanes Little the Sugar Boulevard /West light rail station and East the Boulevard between of East section the on diet project DOT Carolina completed ahalf-million road dollar North transport, and automobile travel. public cycling, walking, including uses and users diverse accommodate roadways that to ensure intended practices planning and ofpolicies set a is Streets Complete policies. Streets of Complete implementation the with achieved be can improvements infrastructure Transit supportive targets. activity physical achieving areas walkable ofless residents for 27percent to just compared targets, activity physical daily their achieve ofhome minutes ten within to walk places safe with people of percent 43 have that shown Studies benefits. health overlooked often but large provide can development oriented transit- and to transit etc.) to connect sidewalks, wider improvements, bicycling infrastructure improvements (such ascrosswalk wayfinding, and Pedestrian community. vibrant economically and a healthy of component important an is users all for streets safe Providing AS ATOOL TO IMPROVE SAFETY INFRASTRUCTURE IMPROVEMENTS crosswalks, and bus bulbs. bulbs. bus and crosswalks, enhanced extensions, curb crossings, raised as such improvements, intersection oriented pedestrian ROW, consider limited could has but to 50,000 40,000 between range AADT where Corridor, Study of the portion eastern the on improvements Streets Complete improvements. other among reduction, lane streetscaping, additional islands, safety pedestrian sidewalks, wider consider Of-Way could availability, (ROW) Right- wider has and to 30,000 20,000 AADTs between where range Trail, Blossom Orange and Drive Powers between 50 ofSR portions western the on improvements Streets Complete Corridor, Study the In setting. urban an in Street Complete a than different much look would Street Complete a setting arural in instance, For forefront. the at context community its 30

Litman, Evaluating Public Transportation Health 2010 Benefits, Litman, Evaluating Public Transportation Health 2010 Benefits, Smart Growth America, 2015 America, Growth Smart 30

29 Complete Streets are designed with with designed are Streets Complete 28 objectives. planning other support and benefits health public multiple provide to tend trip, each for option efficient most the to choose options travelers offer strategies (TDM) management demand Transportation strategies. safety transportation ofvarious impacts the compared Institute Policy Transport Victoria The transit. from to and access bicycling and pedestrian quality safe, in investing and connection mile last the addressing requires transit premium successful in Investing Corridor. of the safety overall on the impacts positive significant have could crashes, bicyclist and level pedestrian ahigh has which 50, SR like acorridor in elements Streets Complete Implementing community. entire of an needs transportation the balancing is Streets ofComplete focus fundamental the Corridor, Study entire the Along 31 2013 Benefits, Reduction Congestion and Costs Congestion Traffic Of Analysis Comprehensive Litman, Source: T STRATEGIES DEVELOPMENT POLICIES DEVELOPMENT GROWTH SMART STREETS COMPLETE MARKETING MANAGEMENT MOBILITY REFORMS TRANSPORT PRICING IMPROVEMENTS TRANSIT PUBLIC BICYCLING) IMPROVEMENTS AND (PEDESTRIAN TRANSPORT ACTIVE TRAFFIC CALMING STRATEGIES 19 able

Reduction 2013 Benefits, Congestion and Costs Congestion Traffic Of Analysis Comprehensive Litman, 31 BENEFITS OF TRANSPORTATION OF BENEFITS DEMAND Large Medium to Small Large Large to Medium Large BENEFITS SAFETY OF MAGNITUDE Multiple Reduced Congestion Parking Congestion Trafficand Reduced OTHER IMPACTS Services Public Efficient More Preservation, Space Open

59 SR 50 Bus Rapid Transit Health Impact Assessment Conventional strategies, such as roadway expansion, generally achieve only one or two planning objectives. Moreover, as roadway widening HOW TRANSIT projects induce additional vehicle travel, the results of these projects may tend to contradict some other community objectives. On the other CAN INFLUENCE hand, Complete Street strategies tend to achieve multiple planning objectives and are generally more cost-effective than conventional QUALITY OF LIFE single-focused roadway projects. Quality of life is defined by the World Health Organization as “an Table 20 COMPARISON OF ROADWAY EXPANSION & individual’s personal satisfaction with the cultural or intellectual conditions under which they live.” The degree to which people have COMPLETE STREET PROJECTS access to employment, health care, food sources, and educational PLANNING ROADWAY facilities influences the quantity and quality of lifestyle choices they OBJECTIVE EXPANSION COMPLETE STREETS can make. Increasing transportation choices can help residents participate in the communities and gives them essential and equitable USER CONVENIENCE access to goods, services, education, and employment. In addition, AND COMFORT + + financial prosperity can affect the emotional and mental well-being of CONGESTION community individuals. Aside from providing increased mobility to the REDUCTION + + transit-dependent population along the Corridor, the SR 50 BRT could PARKING COST also provide a valuable alternative to automobile use for residents SAVINGS - + and workers which can consequently improve the quality of life in a community. ROADWAY FACILITY COST SAVINGS

Health Impact Assessment Impact Health - + CONSUMER COST QUALITY OF LIFE SURVEY SAVINGS - + 60 In partnership with UCF’s Urban and Regional Planning Program, a REDUCED TRAFFIC survey was conducted along the Study Corridor to assess different CRASHES - + quality of life indicators. Although the survey approach was not meant IMPROVED MOBILITY to capture a statistically significant sample, the responses gave insight OPTIONS - + into the current levels of perceived quality of life among residents and LAND USE provided input on how the SR 50 BRT could impact the quality of life OBJECTIVES - + of both transit-dependent and choice riders. The students conducted two surveys over a two-week period: one was targeted to individuals POLLUTION near the proposed transit stops (station areas) and another targeted to REDUCTION - + individuals who either reside, run a business, or work along the Study

SR 50 Bus Rapid Transit PHYSICAL AND Corridor (broader community). A total of 244 survey responses were FITNESS HEALTH - + collected for both surveys. Source: Litman, Comprehensive Analysis of Traffic Congestion Costs and Congestion Reduction Benefits, 2013

People who live or work in communities with high quality public transportation tend to drive significantly less and rely more on alternative modes (walking, cycling and public transit) than they would in more automobile-oriented areas. This reduces traffic crashes, increases physical fitness and mental health, and provides access to medical care and healthy food. Streetscape and roadway improvements can also positively influence the propensity to walk, bicycle, and take the bus to transit stations.32

32 Weinzimmer, Sanders, Dittrich, & Cooper, 2014 Survey Life of Quality HIA BRT 50 SR MetroPlan 2015 Source: T neighbors to connected feel who Respondents stop atransit to live near important itis feel who Respondents transportation problems of late to because or work miss often they said Respondents ofbecause transportation problems service care health accessing trouble have often they said Respondents Respondents who get around by bus have acar who Respondents OTHER QUESTIONS Average Age AGE Other Hispanic American African store grocery to the get respondents How Caucasian RACE Female Male GENDER 21 able QUALITY OF LIFE SURVEY RESULTS SURVEY LIFE OF QUALITY COMMUNITY BROADER BROADER Vehicle Private 80% 46% 84% 84% 54% 24% 78% 27% 10% 14% 9% 9% 4% 7% 50 STATION AREAS 20% 39% 39% 42% 29% 59% 63% 26% 53% Bus 41% 31% 21% 5% 33

less stressful than driving. travel transit public quality high find commuters that and activities; recreational and to social access improving and cohesion, community improving activities, employment and to education access people’s by improving stress emotional reduce can transit public quality high that shows Research neighbors. to their connected feel they said However, 42 percent of transportation. because services care health to or to work get unable have been ofrespondents percent 21 and 39 individual. have an on can transportation unreliable that impact the reflect results respondent survey Area Station hand, other the On options. to have mobility respondents of desire the indicate results These household. the in vehicle private a to even having with work getting challenges had of respondents percent 14 addition, In stop. atransit to live near important felt still acar, 24 had percent respondents survey community broader of the percent 80 Although neighbors. and community to their connected feel not do individuals ofcorridor percent 60 approximately that seen was It riders. potential and riders transit existing both for of life quality improve will that option atransit requires Corridor Study 50 SR ofthe diversity the that showed survey The 33 of future the region. the to transitby options important and improving transportation congestion traffic prefer reducing residents Florida Central of addition, life. In quality their impacts that most factor the ability place their getand to and from as place to traffic to to thisFloridians”. survey six in identified respondents One Values the Priorities of and Central “Understanding 2014 called in survey was conducted A Region-wide also 34

Heart+Mind Strategies, 2014 Litman, Evaluating Public Transportation Health 2010 Benefits, 33 34 61 SR 50 Bus Rapid Transit Health Impact Assessment The poorest sectors in the Study Corridor (Azalea Park, Union Park and item. Additionally, the report analyzes survival budgets for a single Pine Hills) could potentially see significant improvement to their quality adult ($20,776) as well as for a family with children ($49,635). Based of life. Putting or keeping public transportation in communities with on ALICE calculation, on top of the 18 percent of Orange County high unemployment produces up to 2.5 times more jobs than putting households (67,838) that fall under the federal poverty guidelines, public transportation in communities with low unemployment.35 32 percent of Orange County households (199,274) are struggling to afford the basic needs. Table 22 CORRIDOR SEGMENT INCOME LEVELS The Study Corridor has a higher average number of households living COMPARED TO THE REGION & STATE below the ALICE threshold than Orange County. In total, more than MEDIAN PERCENTAGE OF 99,000 households in the Corridor– 50 percent (five points higher than HOUSEHOLD POPULATION the State) are struggling to support themselves. The Azalea Park and INCOME LIVING IN POVERTY Orlovista Census Designated Places (CDP) have the highest share of households living in poverty and under the ALICE threshold. The Pine OVIEDO $67,326 12% Hills CDP comes in third at 57 percent. Although the United Way report UCF $41,341 29% showcases Census 2012 numbers and the municipal-level boundary AZALEA PARK $36,919 24% data may overlap, these findings still remain consistent with the 2013 Census ACS poverty numbers previously discussed. UNION PARK $41,993 20% DOWNTOWN ORLANDO $58,304 17% FIGURE 15 2012 STUDY CORRIDOR HOUSEHOLD PINE HILLS $36,648 28% INCOME

ORLANDO MSA $58,500 18% Health Impact Assessment Impact Health FLORIDA $46,956 16%

Source: 2013 U.S. Census American Community Survey 62 BELOW ALICE & ABOVE POVERTY ALICE THRESHOLD HOUSEHOLDS 32% ABOVE ALICE In 2014, the United Way released the Asset Limited, Income HOUSEHOLDS Constrained, Employed (ALICE) report which presented a broad 50% picture of the financial insecurity that millions of Americans deal with at the county and town level. The report includes findings on BELOW households that earn below the ALICE threshold, which consist of POVERTY SR 50 Bus Rapid Transit the cost of basic household necessities by county, but are above the HOUSEHOLDS 36 federal poverty level. ALICE households include individuals and 18% families who work hard, live above what is considered “poverty” level but are still facing financial challenges to afford the basic necessities of housing, food, child care, health care, and transportation.

The Household Survival Budget used in the report follows the original intent of the U.S. poverty rate as a standard for temporary sustainability.37 This budget identifies the minimum cost option for each of the basic household necessities (housing, child care, food, transportation, health care, and taxes) along with a miscellaneous line

35 Smart Growth America, 2011 36 United Way, 2014 37 Blank, 2008 2014 Fall Report, Way, ALICE United Source: T THRESHOLD FLORIDA COUNTY ORANGE AVG. CORRIDOR STUDY CDP HILLS PINE CDP ORLOVISTA ORLANDO PARK CDP AZALEA PARK CCD UNION OVIEDO 23 able POPULATIONS LIVING IN POVERTY & ALICE &ALICE POVERTY IN LIVING POPULATIONS HOUSEHOLD 7,197,943 599,870 423,987 98,965 10,088 20,144 72,791 TOTAL TOTAL 4,324 2,189 THRESHOLD POVERTY POVERTY PERCENT PERCENT BELOW BELOW 26% 22% 16% 18% 18% 21% 15% 15% 7% THRESHOLD POVERTY POVERTY PERCENT PERCENT ALICE & ALICE BELOW BELOW ABOVE 30% 20% 36% 38% 35% 32% 35% 25% 31% THRESHOLD PERCENT PERCENT BELOW BELOW ALICE ALICE 40% 60% 60% 50% 45% 47% 57% 27% 51% and the risk of diabetes by 1.3 percent. by 1.3 of diabetes risk the and percent, by 2.2 disease ofheart risk the reduces italso percent; by 1.8 ofmortality risk the lowers ofeducation years four additional an that indicates Research degree. Associate an have or obtained education college have that some residents 25,000 the or degree bachelor’s have not a do but diploma school ahigh havethat obtained Corridor the live along that residents 50,000 to the access increase may BRT 50 SR the downtown campus, anew opening College Community Valencia and of UCF possibility the With threshold. ALICE the below living households 100,000 the for decision acrucial be can trainings advanced or salary ahigher Obtaining SEGMENTSCORRIDOR EDUCATIONAL ATTAINMENT BY 38 Survey Community American Census U.S. 2013 Source: T SEGMENTS PINE HILLS OVIEDO ORLANDO DOWNTOWN UNION PARK PARK AZALEA UCF 24 able

David M. Cutler, June 2006 June Cutler, M. David EDUCATIONAL ATTAINMENT BY CORRIDOR WITH HIGH HIGH WITH PERCENT SCHOOL DEGREE OF POP. 44% 48% 38% 56% 53% 71% PERCENT OF EDUCATION POP. WITH COLLEGE SOME SOME 20% 20% 19% 16% 14% 17% 38

BACHELOR’S BACHELOR’S PERCENT OF POP. WITH WITH POP. DEGREE 23% 10% 17% 11% 8% 5% BACHELOR’S BACHELOR’S PERCENT OF GRADUATE POP. WITH WITH POP. & POST & POST 37% 27% 16% 15% 12% 6% 63 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 16 HOW NEIGHBORHOOD FEATURES INFLUENCE TRANSPORTATION COSTS

WALKABLE AVERAGE AUTO DEPENDENT ENVIRONMENT AMERICAN FAMILY ENVIRONMENT

HOUSING HOUSING 32% OTHERS 32% 59% HOUSING OTHERS OTHERS 32% 49% 43% Health Impact Assessment Impact Health

64

TRANSPORTATION TRANSPORTATION TRANSPORTATION 9% 19% 25%

Source: Center for Transit Oriented Development (2008) “The Affordability Index Toolbox” (Oakland, CA: Reconnecting America). SR 50 Bus Rapid Transit compared to 150 percent citywide since 2008. since citywide percent to 150 compared percent by grown 250 has Line Silver Boston the along base tax The development. in billion $4.3 catalyzed has BRT HealthLine Cleveland 40 39 streetcars. or transit rail light TOD than more in resulted has BRT conditions, similar under and investment oftransit dollar per rail, light versus investment BRT comparing when fact, In county. the across all development economic promoting in projects ofBRT ability the have demonstrated studies Several Corridor. the along redevelopment for acatalyst be BRT, 50 can SR the as such system, transit A premium density. population significant and uses land withmixed areas well-developed requires system transit public asuccessful Furthermore, acommunity. within lifestyles healthy inhibit or support either help can policies use land and Zoning amenities. and to goods access limiting and streets to unsafe individuals by subjecting outcomes to negative even contribute or health, to improved obstacles present also can It opportunities. recreational provide and services, to access facilitate activity, physical encourage centers, employment and travel to/from commercial person’s a affect can patterns Development related. intricately are use land and Transportation in place. in incentives development economic and codes zoning transit-supportive have appropriate the should revitalization, housing and commercial and values, tax property increased jobs, paying good bring could that development land quality higher and more to see desire that communities time, same At the routines. daily into their commuting) (such active as decisions healthy to incorporate choice the to make individuals for allow should infrastructure transportation and Policies acommunity. in environments healthy ofoptimum development to barriers create these if to determine plans comprehensive and codes zoning existing examine to critically important is It U.S.). in the BRT LYNX’s first (the Line LYMMO Orange the from mile aquarter created have been jobs to 28,000 close and spurred have been investment ofprivate dollars billion $2.9 than more

Walter Hook, 2013 Petrie, 2013 LAND USE CAN INFLUENCE HOW TRANSIT 40 In Central Florida, Florida, Central In 39 The The environment is less likely to be created. to be likely less is environment pedestrian ahealthy pattern, block urban amore without implemented are ofuses amix and intensity only If environments. walkable creating in size essential are block and ofintensity relationship size. The block of the regulation the a without TOD benefit not would area an within ofuses mix and intensity density, the increasing example, For 67). review page policy (see in the outlined element each of influences and interrelationship the on evaluation acareful be should there then elements, site design ofthe all regulating comfortable not is municipality alocal if to that note important is It of development. TOD form asuccessful create would HIA this in included analysis policy use land the in outlined elements site design ofthe All development regulations. land and plans comprehensive their in integrating to consider municipalities for TOD Guidebook aFlorida published also FDOT has TOD. The on amodule including code sustainable anew developing be will and regulations development land their re-writing currently is County Orange over years. ten for Florida in and U.S. the throughout occurring TOD have for been improvements Policy transit. supports that intensity and apattern in occur that redevelopment incentivize will that policies and guidance establish must governments Local outcomes. to health positive contributes turn, in and, resources community and networks, social education, strengthens community thriving economically An jobs. value high create that investments public support will and Corridor the along environment business the improve will strategies development economic Implementing care. health of preventable cost the increases population unhealthy An regions. and to individuals burden economic an generate illness and health poor section, Activity’ ‘Transit +Physical under shown As 16). (see Figure residents area walkable ofless 27 percent just with compared targets, activity physical achieve percent 43 home, of minutes ten within to walk places withsafe people Of health. public to support tend also transit support that features design Neighborhood opportunities. educational and to jobs access have will better residents corridor, BRT 50 SR the along to occur begins redevelopment planned As base. tax overall the and incomes individual supporting and jobs retaining and by creating acommunity for oflife quality the improve to designed are policies development Economic interests. supportive mutually- are development economic and health community Improved VITALITY THECOMMUNITY ON THE IMPACTS ECONOMIC OF 65 SR 50 Bus Rapid Transit Health Impact Assessment TARGET DEMONSTRATION AREAS FIGURE 17 FIGURE 434. 50/SR SR (3) and 436, 50/SR (2) SR Road, Hills 50/Pine SR (1) are: areas demonstration target three The conditions. current to compared perform indicators health various the well how on based evaluated was area demonstration target Each densities. and patterns development may influence transit how illustrate scenarios future The scenario. long-term and scenario, short-term area: target each for developed were Two scenarios station. future potential the of ahalf-mile within scenarios use land future ofpotential concepts illustrative developed and conditions use land a review ofexisting conducted team the area, demonstration each For ofOrlando. City the within area target 50 436/SR SR ofthe portion asmall with County, Orange within located are areas target three The locations. station potential as Study AA Connector LYNX the 50/UCF SR during identified previously were that areas demonstration three selected Team Leadership HIA The health. community impact can patterns use land varying and investment transit new the how on insights provide help can detail more in areas demonstration target specific Analyzing AREAS DEMONSTRATION TARGET LAND USE LAND ZONING/ EXAMPLE RELATIONSHIP OF ZONING & LAND USE POLICIES TO HEALTH THE POLICIES USE INDICATORS ZONING &LAND OF RELATIONSHIP EXAMPLE • • • • • • STANDARDS SITE DESIGN Building Design Building Pedestrian Standards Vehicular Standards Parking Setbacks ofUses Mix (Walking /Bicycling) TRANSPORTATION HIA. this for identified indicators health the on based communities Corridor 50 SR of the health overall the ofways to influence avariety in regulated be can categories major of these Each features. building and standards, pedestrian standards, vehicular parking, setbacks, with TOD -uses, community ahealthy and/or inhibit may support that categories regulation design building site reviewed six and audit The municipality. each for audit ofthe results the B) outlines (Appendix Memorandum Policy Use Land The plans. area special and districts, zoning relevant categories, use land future municipalities’ of the audit policy detailed a Team conducted Leadership the evaluation, area demonstration ofthe part As 17). (see Figure uses land transit-supportive and of life, quality illness, chronic and –obesity HIA the in presented indicators final four of the to three connects environment pedestrian-friendly amore example, For acommunity. within destinations of unhealthy establishment the limit or acommunity in pattern growth of ahealthy any, if establishment to the remove barriers, can policies Existing HIA. the by identified indicators health the to influence BRT 50 SR the for potential the inhibit or support help can policies Use Land and Zoning DEMONSTRATION AREAS POLICY REVIEWOFTARGET ACTIVE ACTIVE

Obesity & Chronic Illness Rate Illness &Chronic Obesity Transit Supportive Land Uses Quality ofLife Quality 67 SR 50 Bus Rapid Transit Health Impact Assessment These six regulatory standards were evaluated because of the 4. Vehicular Standards following specific influences on community health: a. Block Standards - Regulating block size creates a walkable area 1. Uses that provides for safe pedestrian access and linkages to and from transit areas. a. A mix of uses in an area provides for an environment that promotes walking and allows for a variety of activities to occur b. Cross Access - Cross access can create a more connected without the need to use an automobile. network of vehicular and pedestrian access that will allow for movement internal to adjacent sites without access to a more b. A municipality can encourage healthy related use/types regional road to get to transit. by prohibiting uses that are not consistent with a healthy environment (i.e., auto-oriented uses, fast food restaurants, c. Landscape - Landscape features provide both comfort and liquor stores) while permitting uses that support a healthy buffers from roadways and drive aisles for pedestrian comfort environment (i.e., farmers markets, urban farms, agriculture and safety. uses in residential areas). 5. Pedestrian Standards 2. Setback (from the roadway): Buildings, and where they are sited on a parcel, provide the greatest site design opportunity to support a. Sidewalks - Sidewalk placement and size will affect the the pedestrian network. The farther a building is setback from the walkability and pedestrian activity along SR50. roadway, the more challenging it is for a pedestrian and transit rider, in terms of general walkability and access, to surrounding b. Connections - Continuous pedestrian networks within a land uses. development or connections to adjacent developments are important to access a transit stop. Health Impact Assessment Impact Health 3. Parking Requirements c. Lighting - Well-lit pedestrian walkways and sidewalks improve a. Minimum and maximum standards - By establishing maximum pedestrian safety. 68 parking ratios, a development will not exceed typical “minimum” standards. High minimum parking standards are d. Landscape - Landscaping along pedestrian walkways can offer typically associated with more auto-oriented uses and does not a sense of security and safety from vehicles, while providing encourage the use of other modes. shade for pedestrians.

b. Location - Regulations that permit buildings to “face” a parking 6. Building Features: The design of a building can provide shelter; lot can prohibit and limit a pedestrian experience. visual interest, safety and can increase the legibility of the entire pedestrian network. The three key building features to regulate are: c. On-street - On-street provides opportunities for a more walkable roadway design. a. Entryways - Entryways that are facing the street, and or the pedestrian connections contribute to a walkable area. SR 50 Bus Rapid Transit d. Shared - Permitting shared parking between uses allows for a reduction in parking standards. b. Transparency - Transparency can make connections with the inside of the building (seeing people, various activities, e. Bicycle - Requiring or allowing bicycle parking in lieu or in window shop) with the pedestrians walking on the sidewalk. addition to vehicular parking. Providing “eyes” on the street and contributes to the walking environment of an area.

c. Facade - A good facade adds interest to the walking and bicycling trip to access transit, and can entice people to walk or bicycle farther. Building awning and facade elements can also provide shelter to pedestrians. T development for each municipality: each for development transit-oriented and use transit may influence that policies existing the Table summarizes 25 ofOrlando. City the within is area target 50 436/SR SR ofthe portion asmall and County, Orange within located mostly are areas demonstration target three The

BY DESIGN REGULATION CATEGORIESBY DESIGN FEATURES BUILDING STANDARDS PEDESTRIAN STANDARDS VEHICULAR STANDARDS PARKING SETBACKS USES REQUIREMENTS 25 able SUMMARY OF POLICY REVIEW FINDINGS FINDINGS REVIEW POLICY OF SUMMARY overlay. of this outside is Corridor Study ofthe majority and overlay” city “traditional city’s ofthe outside requirements design have not additional any does ofOrlando City The development. commercial for requirements design overall has County Orange applicant should provide. an what on parameters specific include not does but walkways, pedestrian requires County Orange size standards. block have not maximum does County the ofwalkability; supportive standard block amaximum has ofOrlando City The some requirements. with permitted is parking Shared jurisdiction. either in are provisions parking maximum or requirements location No parking. bicycle for provide County Orange and ofOrlando City Both provision. setback amaximum provides municipality Neither area. target each in category use land predominant the up make which categories use land commercial their in uses residential permit not does County However, Orange Areas. Target Demonstration the within allowed intensity use land sufficient have County Orange and ofOrlando City the Both FINDINGS land development code. development land County’s the in adopted have yet been not parameters and standards BRT.design for However, Corridor specific Study 50 SR ofthe vision overall ofthe supportive generally is Plan Area Special The Policy. area was implemented through the County’s Special Area Planning station 50 436/SR SR the covering Plan Area Special 50 436/SR SR The provisions. PUD the on based built-out already all Trail/SR are they Target Alafaya 50 the and Area within located mostly are PUDs The areas. demonstration target three the within Plan Area Special one and (PUD) Developments Unit Planned are there requirements, regulatory zoning overall to the addition In 69 SR 50 Bus Rapid Transit Health Impact Assessment SR 50/PINE HILLS ROAD TARGET DEMONSTRATION AREA The following illustrates potential development scenarios for SR 50 and FIGURE 19 SR 50/PINE HILLS ROAD STATION AREA Pine Hills Road station area. These scenarios are not meant to indicate EXISTING STREET NETWORK any approved or proposed plans but to illustrate a possible and hypothetical development scenario and to understand how transit and transit-supportive development can influence the health of the community around the stations.

CURRENT CONDITIONS SR 50 As seen in Figure 19, the Pine Hills Road station area has a limited street network with a limited amount of full intersections and through streets. The land uses are primarily single-use commercial with large shopping plaza parking lots facing the roadway. In addition, the Pine Hills Trail runs to the northwest section of the site, creating a potential

Health Impact Assessment Impact Health connection to the regional bike-pedestrian trail system. SR 50 through this area has a wide cross section, exhibiting six 12’ lanes with a wide Pine Hills Rd center median, buffered bike lane and posted speed of 45 mph. This 70 makes for a difficult and often uncomfortable pedestrian environment through the heart of the station area. Block sizes along this sector Existing Signalized Pine Hills Trail are, on average, two and three times the size of standard blocks sizes Intersection Extension with the largest blocks in the area being more than five times the size of a typical city block (Figure 21). The limited connections and an Existing Four-Way environment that encourages higher vehicular speeds have caused Signalized Intersection motorists and pedestrians to utilize parking aisles as “streets” to cut through the large blocks (Figure 20). FIGURE 20 SR 50/PINE HILLS ROAD STATION AREA FIGURE 18 SR 50/PINE HILLS ROAD STATION AREA EXISTING BLOCK STRUCTURE SR 50 Bus Rapid Transit

SR 50 SR 50 Pine Hills Rd Pine Hills Rd catalyst for TOD to for occur. catalyst the as serve could and redevelopment for likelihood have highest the parcels value). These land plus building total ofthe 40% than less are that values have that improvement those are properties underutilized study, ofthis purposes (for the property the in to re-invest owner property the may encourage that athreshold at is value improvement its when underutilized considered is Aproperty 22). (Figure potential use land maximum their reach not do currently that parcels several are there determined parcels ofunderutilized analysis An USES LAND EXISTING 21 FIGURE SR 50/PINE HILLS ROAD STATION HILLS 50/PINE SR AREA SR 50 SR

Pine Hills Rd UNDERUTILIZED PARCELS UNDERUTILIZED 22 FIGURE Residential Commercial SR 50/PINE HILLS ROAD STATION HILLS 50/PINE SR AREA Recreational Institutional SR 50 SR Underutlized Property

Pine Hills Rd 71 SR 50 Bus Rapid Transit Health Impact Assessment SR 50/PINE HILLS ROAD STATION AREA ILLUSTRATIVE SHORT-TERM SCENARIO

In this scenario, the Pine Hills Trail could be extended through a linear park to the SR 50 signalized intersection in front of the shopping plazas to encourage safe bike and pedestrian crossings. The existing Chinatown character could be carried through, creating a park around the existing gateway arch and fronting it with infill development. Redevelopment could occur in the short-term as individual infill of Commercial properties and likely on the underutilized parcels. As redevelopment occurs, some of the parking aisles can be rebuilt as streets. The Residential new open space created by the trail can be utilized to create new development blocks. This will increase connectivity, break-up the large Institutional blocks, and improve overall walkability. The redevelopment could use this opportunity to create new shared community open space areas Recreational that could encourage increased physical activity. BRT Station FIGURE 23 SR 50/PINE HILLS ROAD SHORT-TERM ILLUSTRATIVE SCENARIO Health Impact Assessment Impact Health

72

SR 50 SR 50 Bus Rapid Transit Pine Hills Rd 25 FIGURE 24 FIGURE SR 50/PINE HILLS ROAD SHORT-TERM HILLS 50/PINE SR POTENTIAL BLOCK STRUCTURE ROAD SHORT-TERM HILLS 50/PINE SR NETWORK POTENTIAL STREET SR 50 SR 50 SR

Pine Hills Rd Pine Hills Rd any approved or proposed plans. proposed or approved any indicate to meant not are These stations. the influence the health of the communityaround and transit-supportive development can transit how understand help to tools provide and scenario development hypothetical and apossible illustrate to meant are &73 72 pages on presented scenarios The NOTE: Unsignalized Intersection Four-Way New Unsignalized Intersection Existing Four-Way Existing Signalized Intersection Roadway New Trail Hills Extension Pine Created by Network New Created Space Open New by Network New Created New Block

73 SR 50 Bus Rapid Transit Health Impact Assessment SR 50/PINE HILLS ROAD STATION AREA Commercial

ILLUSTRATIVE LONG-TERM SCENARIO Residential In the long-term, as redevelopment continues, the area may see additional Institutional streets connections and new intersections. The Pine Hills Trail could be connected all the way through the site and to the south. Parking could be Recreational placed internal to the site, with street alleys serving various land uses. SR 408 could be buffered by establishing taller office buildings to the south. BRT Station The additional new streets will create significantly smaller sized blocks, more typical of an urban environment, forming a more walkable development pattern. The new development may incorporate shared green spaces of various sizes and may consists of a mix of uses, heights, and densities.

FIGURE 26 SR 50/PINE HILLS ROAD ILLUSTRATIVE LONG-TERM SCENARIO Health Impact Assessment Impact Health

74

SR 50 SR 50 Bus Rapid Transit Pine Hills Rd 28 FIGURE 27 FIGURE SR 50/PINE HILLS ROAD POTENTIAL HILLS 50/PINE SR LONG-TERM BLOCK STRUCTURE ROAD POTENTIAL HILLS 50/PINE LONG-TERMSR NETWORK STREET SR 50 SR SR 50 SR

Pine Hills Rd Pine Hills Rd plans. proposed or approved any indicate to meant not are These stations. the around community the of health the influence can development understand how transit and transit-supportive help to tools provide and scenario development hypothetical and apossible illustrate to meant are 74 &75 pages on presented scenarios The NOTE: Unsignalized Intersection Four-Way New Unsignalized Intersection Existing Four-Way Existing Signalized Intersection Roadway New Trail Hills Extension Pine Created by Network New Created Space Open New by Network New Created New Block

75 SR 50 Bus Rapid Transit Health Impact Assessment The short and long-term illustrative scenarios were evaluated to gauge how each scenario can influence the outcomes of the various health indicators. Table 26 provides a summary of measures related to each health indicator when comparing the short and long-term scenarios to the current conditions. The short and long-term scenarios resulted in significant increases in housing density, street connectivity, and green space; a significant decrease in average block size, and a modest traffic volume growth compared to the population and tax base added to the community. The development of a network of slower speed roads can also result in a lower potential for severe bike and pedestrian crashes.

Table 26 SR 50/PINE HILLS ROAD DEMONSTRATION AREA METRICS ILLUSTRATIVE METRIC HEALTH SCENARIOS EXISTING INDICATORS SHORT- LONG- TYPE UNIT TERM TERM Housing density dwelling unit per acre 0.00 0.00 17 Employees number of employees 2,600 2,900 8,100 Housing units number of units 4 14 1,650

Health Impact Assessment Impact Health Public streets linking north-south direction linear feet 12,500 23,600 23,300 TRANSIT SUPPORTIVE LAND USES Public streets linking east-west direction linear feet 9,700 11,100 22,700 76 Peak hours trip generated (traffic volume trips 3,690 3,960 9,350 generated during peak hour) number of Overall street connectivity 29 37 91 intersections Publicly accessible parks and open space acres 0 1.6 9.9 Amount of Trails linear feet 0 1,800 3,800 Diversity of land use types per building number of uses 1 2 3 QUALITY OF LIFE/ number of housing SOCIAL COHESION Diversity of housing types 1 2 3

SR 50 Bus Rapid Transit types Average block size acres 15 9 2 Ability to allow land-use changes number of blocks 8 13 38 Average block perimeter (walkability) linear feet 3,300 2,300 1,100 OBESITY RATE Streets w/ ped/bike facilities linear feet 22,000 24,800 46,300 Streets w/ fronting uses/street trees linear feet 0 7,800 237,900 Streets w/ 30 mph or less linear feet 38,260 47,110 194,650 Percentage of network with high potential for PED/BIKE FATALITY/ percentage 52% 47% 18% ped/bike incidents (no bike lanes, high speeds) INJURY RATE Percentage of network with low potential for ped/ percentage 48% 53% 82% bike incidents (bike lanes, lower speeds) 29 FIGURE Corridor. Study 50 SR the in intersections all among fatalities of pedestrian levels highest the ithas and district Park Azalea of the boundary western the is area station This area. SR436 and 50 SR for scenario development long-term and short-term apotential illustrates following The DEMONSTRATION AREA SR 50/SR 436TARGET SR 50/SRSR STATION 436 AREA for TOD tofor occur. catalyst the as serve could and redevelopment for likelihood highest have the parcels value). These land plus building total ofthe 40% than less are that values have that improvement those are properties study, underutilized of this purposes (for the property the in re-invest to owner property the may encourage that athreshold at is value improvement its when underutilized considered is Aproperty 33). (Figure potential maximum their reach not do currently that parcels several are there determined parcels ofunderutilized analysis An 30). (Figure blocks large the to through cut “streets” as aisles parking to utilize motorists have caused speeds vehicular higher encourages that environment an and connections limited The connectivity. vehicular and pedestrian both in limitations creating intersections, right-out” in, into “right- converted have been interchange ofthe downstream and up intersections full Several environment. pedestrian ahostile created further has interchange 436 50/SR SR ofthe construction recent the roadway. addition, the In facing lots parking withlarge commercial single-use primarily are uses land The 31). sizes (Figure block standard size the of times three average on are sector this sizes along Block indicators. health HIA the influence positively could that mixes and patterns use land encourage further would development new in seeks County the what defining regulations use land additional designation, Plan Area aSpecial holds currently area demonstration 436 SR and 50 SR ofthe majority the Even though CURRENT CONDITIONS 77 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 30 SR 50/SR 436 STATION AREA EXISTING FIGURE 31 SR 50/SR 436 STATION AREA EXISTING STREET NETWORK BLOCK STRUCTURE SR 436 SR 436 Health Impact Assessment Impact Health

78

SR 50 SR 50 SR 50 Bus Rapid Transit

New Block Cady Way Trail Extension Existing Signalized Created by New Network Intersection New Roadway New Open Space Created by New Network Existing Four-Way New Four-Way Unsignalized Intersection Unsignalized Intersection LAND USES LAND 32 FIGURE Residential Commercial SR 50/SRSR STATION 436 EXISTING AREA SR 50 Recreational Institutional

SR 436 Underutlized Property UNDERUTILIZED PARCELS UNDERUTILIZED 33 FIGURE SR 50/SRSR STATION 436 AREA SR 50

SR 436 79 SR 50 Bus Rapid Transit Health Impact Assessment SR 50/SR 436 STATION AREA ILLUSTRATIVE SHORT-TERM SCENARIO

Redevelopment could occur in the short-term as individual infill of properties Commercial and likely on the underutilized parcels. As redevelopment occurs, some of the parking aisles can be rebuilt as streets. This will increase connectivity, break-up Residential the large blocks, and improve overall walkability. The redevelopment could use this opportunity to create new shared open space/green space areas that could Institutional encourage physical activity. Recreational

FIGURE 34 SR 50/SR 436 ILLUSTRATIVE SHORT-TERM SCENARIO BRT Station

CONVERT PARKING AISLES INTO REAL STREETS SR 436 Health Impact Assessment Impact Health

BUILD NEW STREETS TO FORMALIZE 80 RESIDENTIAL BLOCKS

CREATE PARK SPACE ADJACENT TO

SR 50 Bus Rapid Transit TRANSIT STATION

FORMALIZE SOME PARKING AISLES AS STREETS TO BREAK UP LARGE BLOCKS; INFILL REDEVELOPMENT WITH SMALLER FOOTPRINTS SURROUNDED BY PARK SPACE; SR 50 SHORT-TERM STREET NETWORK 35 FIGURE Unsignalized Intersection Four-WayExisting Intersection Signalized Existing

SR 50 SR 50/SRSR STATION 436 AREA

SR 436 Unsignalized Intersection Four-WayNew New Roadway New Way TrailCady Extension stations. These are not meant to indicate any approved or proposed plans. proposed or approved any indicate to meant not are These stations. the around community the of health the influence can development transit-supportive and transit how understand help to tools provide and scenario development hypothetical and apossible illustrate to meant are & 81 80 pages on presented scenarios The NOTE: SHORT-TERM BLOCK SIZE 36 FIGURE Created by Network New Created Space Open New by Network New Created New Block

SR 50 SR 50/SRSR STATION 436 AREA

SR 436 81 SR 50 Bus Rapid Transit Health Impact Assessment SR 50/SR 436 STATION AREA ILLUSTRATIVE LONG-TERM SCENARIO

As redevelopment continues, the area may see additional streets Commercial connections and new intersections. The new streets will create smaller sized blocks forming a more walkable development pattern. The new Residential development may incorporate shared green spaces of various sizes. This new green network can connect to the existing Cady Way Trail connection. Institutional

FIGURE 37 SR 50/SR 436 STATION AREA ILLUSTRATIVE Recreational LONG-TERM SCENARIO BRT Station

INFILL HOUSING (SINGLE FAMILY HOMES, DUPLEXES, TOWNHOMES, LIVE/WORK) IN A

BLOCK AND ALLEY STRUCTURE SR 436 Health Impact Assessment Impact Health CONNECT TO CADY WAY TRAIL 82

CREATION OF ALLEYS TO DEFINE NEIGHBORHOOD EDGE AND SEPARATE DIFFERING LAND-USES

SR 50 Bus Rapid Transit INFILL DEVELOPMENT WITH A MIX OF USES AND MIX OF HEIGHTS/DENSITIES WITH OPEN SPACE; TALLER, DENSER BUILDINGS CLOSER TO THE TRANSIT STATION, STEPPING DOWN IN DENSITY AND INTENSITY TOWARDS THE NEIGHBORHOOD.

SR 50 BREAK UP BIG BLOCKS INTO SMALLER FOOTPRINTS SURROUNDED BY PARK SPACE POTENTIAL LONG-TERM NETWORK STREET 38 FIGURE Unsignalized Intersection Four-WayExisting Intersection Signalized Existing

SR 50 SR 50/SRSR STATION 436 AREA

SR 436 Unsignalized Intersection Four-WayNew New Roadway New Way TrailCady Extension stations. These are not meant to indicate any approved or proposed plans. proposed or approved any indicate to meant not are These stations. the around community the of health the influence can development transit-supportive and transit how understand help to tools provide and scenario development hypothetical and apossible illustrate to meant are &83 82 pages on presented scenarios The NOTE: POTENTIAL LONG-TERM BLOCK STRUCTURE 39 FIGURE Created by Network New Created Space Open New by Network New Created New Block

SR 50 SR 50/SRSR STATION 436 AREA

SR 436 83 SR 50 Bus Rapid Transit Health Impact Assessment The short and long-term illustrative scenarios were evaluated to gauge how each scenario can influence the outcomes of the various health indicators. Table 27 provides a summary of measures related to each health indicator when comparing the short and long- term scenarios to the current conditions. The short and long-term scenarios resulted in significant increases in housing density, street connectivity, and trail space; a significant decrease in average block size, and a modest traffic volume growth compared to the population and tax base added to the community.

Table 27 SR 50/SR 436 DEMONSTRATION AREA METRICS ILLUSTRATIVE METRIC HEALTH SCENARIOS EXISTING INDICATORS SHORT- LONG- TYPE UNIT TERM TERM Housing density dwelling unit per acre 0.0 1.6 8.3 Employees number of employees 1,700 2,900 3,700 Housing units number of units 490 534 1,720 Public streets linking north-south direction linear feet 29,400 32,200 33,000

Health Impact Assessment Impact Health TRANSIT SUPPORTIVE LAND USES Public streets linking east-west direction linear feet 15,900 18,200 19,200 Peak hours trip generated (traffic volume trips 2,720 4,140 5,770 84 generated during peak hour) number of Overall street connectivity 43 65 84 intersections Publicly accessible parks and open space acres 0 10.3 12.0 Amount of Trails linear feet 0 0 475 Diversity of land use types per building number of uses 2 2 3 QUALITY OF LIFE/ number of housing SOCIAL COHESION Diversity of housing types 2 3 3 types SR 50 Bus Rapid Transit Average block size acres 11 6 2 Ability to allow land-use changes number of blocks 20 38 56 Average block perimeter (walkability) linear feet 3,000 3,800 1,100 OBESITY RATE Streets w/ ped/bike facilities linear feet 45,000 51,200 64,100 Streets w/ fronting uses/street trees linear feet 0 8,600 30,500 Streets w/ 30 mph or less linear feet 36,350 42,600 46,000 Percentage of network with high potential for PED/BIKE FATALITY/ percentage 19% 17% 16% ped/bike incidents (no bike lanes, high speeds) INJURY RATE Percentage of network with low potential for ped/ percentage 81% 83% 84% bike incidents (bike lanes, lower speeds) 40 FIGURE 42). (Figure blocks large the to through cut “streets” as aisles to utilize parking pedestrians and motorists have caused speeds vehicular higher encourages that environment an and connections limited The 43). (Figure block city size the ofatypical times ten than more being area the in blocks largest sizes withthe blocks of standard size the five times average, on are, sector this sizes along Block area. station ofthe heart the through environment pedestrian uncomfortable often and adifficult for makes This mph. of45 speed aposted and lanes seven 12’ having section, cross awide exhibits roadway the intersection 434 50/SR SR the Near 50. SR fronting outparcels and commercialprimarily with single-use plaza large shopping lots parking are uses land The intersections. ofsignalized amount alimited with network street limited avery has area 434 SR the 41, Figure in seen As CURRENT CONDITIONS Lakes. Waterford and –UCF centers activity major two between roads volume high oftwo intersection the at County Orange east in located is area station This area. station 434 50/SR SR for scenario development long-term and short-term apotential illustrates following The DEMONSTRATION AREA SR 50/SR 434TARGET A SR 50/SRA SR STATION 434 AREA

STREET NETWORK 41 FIGURE BLOCK STRUCTURE 42 FIGURE SR 50 SR Intersection Signalized Existing

SR 50/SRSR STATION 434 EXISTING AREA SR 50/SRSR STATION 434 EXISTING AREA

SR 50 SR

SR 434 SR SR 434 SR 85 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 43 SR 50/SR 434 STATION AREA EXISTING FIGURE 44 SR 50/SR 434 STATION AREA LAND USES UNDERUTILIZED PARCELS

SR 50 SR 50

SR 434 SR 434

An analysis of underutilized parcels determined there are several Commercial Institutional Underutlized Property Health Impact Assessment Impact Health parcels that currently do not reach their maximum potential and tax capacity (Figure 44). A property is considered underutilized when its Residential Recreational improvement value is at a threshold that may encourage the property 86 owner to re-invest in the property (for the purposes of this study, underutilized properties are those that have improvement values that are less than 40% of the total building plus land value). These parcels have the highest likelihood for redevelopment and could serve as the catalyst for TOD to occur. SR 50 Bus Rapid Transit

FIGURE 45 FIGURE activity. physical encourage could that areas space open community shared to new create opportunity this use could redevelopment The walkability. overall improve and blocks, large the break-up connectivity, increase will This blocks. development new to utilized create be can space open new The parcels. footprint smaller the in space park adding and blocks large of the some up breaking streets, as formalized be could lots parking large the in aisles Parking parcels. underutilized on the likely and properties of infill individual as short-term the in occur could redevelopment scenario, this In SCENARIO SHORT-TERM ILLUSTRATIVE SR 50/SR STATION 434 AREA SR 50 SR

SR 50/SRSR STATION 434 ILLUSTRATIVE AREA SHORT-TERM SCENARIO SR 434 SR or proposed plans. proposed or approved any indicate to meant not are These stations. the around community the of health the influence can supportive development transit and transit- help understand how to tools provide and scenario development hypothetical and apossible illustrate to meant are 87 &88 pages on presented scenarios The NOTE: BRT Station BRT Recreational Institutional Residential Commercial 87 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 46 SR 50/SR 434 STATION AREA FIGURE 47 SR 50/SR 434 STATION AREA SHORT-TERM POTENTIAL STREET NETWORK SHORT-TERM POTENTIAL BLOCK STRUCTURE

SR 50 SR 50

SR 434

SR 434 Health Impact Assessment Impact Health

New Block Existing Signalized New Roadway Created by New Network 88 Intersection New Open Space Existing Four-Way New Four-Way Created by New Network Unsignalized Intersection Unsignalized Intersection SR 50 Bus Rapid Transit

48 FIGURE 50. SR on trips vehicle reducing potentially site, to the internally trips more trips,and shorter much create could ofuses mix This densities. and heights ofuses, ofamix consist sizes and of various spaces green shared may incorporate development new The oflife. quality improved an and activity physical for potential to the add could space park and retention, water storm space, ofopen creation The neighborhoods. to residential closer comes development as back scaled be could uses Residential pattern. urban walkable amore creating streets, as formalized be could aisles drive More intersections. new and connections streets additional may see area the continues, redevelopment as long-term, the In ILLUSTRATIVE LONG-TERM SCENARIO SR 50/SR STATION 434 AREA SR 50 SR

SR 50/SRSR STATION 434 ILLUSTRATIVE AREA LONG-TERM SCENARIO SR 434 SR BRT Station BRT Recreational Institutional Residential Commercial 89 SR 50 Bus Rapid Transit Health Impact Assessment FIGURE 49 SR 50/SR 434 STATION AREA POTENTIAL LONG-TERM STREET NETWORK New Roadway

Existing Signalized Intersection

Existing Four-Way Unsignalized Intersection SR 50 New Four-Way Unsignalized Intersection

SR 434 Health Impact Assessment Impact Health

90 FIGURE 50 SR 50/SR 434 STATION AREA LONG-TERM BLOCK STRUCTURE New Block Created by New Network New Open Space Created by New Network SR 50 Bus Rapid Transit

SR 50

SR 434

NOTE: The scenarios presented on pages 89 & 90 are meant to illustrate a possible and hypothetical development scenario and provide tools to help understand how transit and transit- supportive development can influence the health of the community around the stations. These are not meant to indicate any approved or proposed plans. T potential for severe bike and pedestrian incidents. pedestrian and severe bike for potential alower in results roads speed ofslower creation The community. the to added base tax and population to the compared growth volume traffic modest a and size, block in average decrease a significant space; green and uses of land mix connectivity, street density, housing in increases significant in resulted scenarios long-term and short the areas, demonstration other to the Similar conditions. current to the scenarios long-term and short the comparing when indicator health to each related of measures asummary Table provides 28 indicators. health various of the outcomes the influence can scenario each how to gauge evaluated were scenarios illustrative long-term and short The INJURY RATE INJURY FATALITY/ PED/BIKE OBESITY RATE OBESITY INDICATORS HEALTH SOCIAL COHESION SOCIAL LIFE/ OF QUALITY LAND USES LAND SUPPORTIVETRANSIT 28 able

SR 50/SR 434 DEMONSTRATION AREA METRICS 50/SRSR DEMONSTRATION AREA 434 Streets w/ 30 mph or less or w/ mph Streets 30 bike (bike incidents lower lanes, speeds) ped/ for withlow potential of network Percentage (noped/bike incidents bike high speeds) lanes, for potential withhigh of network Percentage trees uses/street w/Streets fronting Streets w/ ped/bike facilities w/Streets ped/bike (walkability) perimeter Average block changes land-use to allow Ability size Average block Diversity of housing types ofhousing Diversity building per types use ofland Diversity Amount of Trails Amount generated during peak hour) volume (traffic generated trip hours Peak Public streets direction linking north-south Employees TYPE Publicly accessible parks and open space open and parks accessible Publicly connectivity street Overall Public streets linking east-west direction Housing units Housing Housing density METRIC linear feet linear percentage percentage feet linear linear feet linear feet linear of blocks number acres types of housing number of uses number linear feet linear trips linear feet linear number of employees UNIT acres intersections of number feet linear number of units number acre per unit dwelling EXISTING 3,900 2,900 5,600 8,200 6,850 8,100 9,310 43% 0.13 81% 20 22 19 0 0 0 2 7 1 SHORT- 22,800 22,800 10,300 12,500 6,440 3,500 5,300 TERM 6,700 0.08 83% 23% 39 25 2.1 10 11 0 2 ILLUSTRATIVE 1 SCENARIOS 20,900 34,500 22,600 LONG- 41,400 31,300 5,200 TERM 6,530 1,000 1,100 9.20 84% 17% 5.6 38 76 0 3 3 2 91 SR 50 Bus Rapid Transit Health Impact Assessment RECOMMENDATIONS support them are summarized below. that findings literature associated and recommendations primary These implemented. be can HIA the from recommendations additional before place taking begin must actions However, primary two corridor. of the challenges safety and health access, the address help can that changes use land significant catalyze could BRT 50 SR The RECOMMENDATIONS economic benefits to individuals and municipalities alike. alike. municipalities and individuals to benefits economic providing development, and growth encouraged has transit public that show Studies to tourism. health public from of life, area every into nearly reach can transit public facilities, healthcare and attractions, local school, to work, people transporting By circulator. downtown and rail light their to expand years recent in billion $2.5 spent has City Lake Salt housing. affordable and transportation for dollars billion $1.26 includes proposal budget 2015 Denver’s transit. public premium in invested significantly have all areas metropolitan peer Region’s Our areas. metropolitan withother competitive remain to order in to transit in invest needs area Orlando the addition, In 50. SR along services and goods, ofpeople, mobility improve and residents, for options transportation increase facilities, educational and markets to job access provide could BRT 50 SR the in Investment citizens. of our of life quality and economic to the essential is and system transportation Region’s to the component acritical is transit Public Overview TRANSIT RAPID BUS 50 SR THE OF EXPENSES OPERATING CAPITAL AND TO FUND AGENCIES PARTNERING AND COUNTY ORANGE FOR PRIMARY RECOMMENDATION 1 # investing public transit in low unemployment communities. (SGA, 2011) (SGA, communities. unemployment low in transit public investing to compared jobs more times to 2.5 up produces unemployment with high communities in transportation public Expanding same period). 2011) (SGA, the during citywide percent to 150 (compared percent by 250 grown has corridor Line Silver Boston the in base tax the while development, in billion $4.3 catalyzed has BRT HealthLine Cleveland The 2007) (APTA, costs. time and fuel in million $73 and time travel in hours million 1.3 travelers Utah saved transportation Public 2015). (APTA, returns. economic in generated are dollars four transportation, public in invested dollar every For 1999) (APTA, sales. business increased in million $30 yields transportation public in investment operating or capital in million $10 Every Related Literature Findings that Recommendation Support 93 SR 50 Bus Rapid Transit Health Impact Assessment PRIMARY RECOMMENDATION # 2

FOR FDOT, PARTNERING AGENCIES, AND GOVERNING BODIES TO ADOPT AND IMPLEMENT COMPLETE STREETS POLICIES ALONG THE SR 50 STUDY CORRIDOR

Overview Related Literature Findings that Support Recommendation

Implementing a successful premium transit service requires 60 percent of people walk to transit stops. Yet even if these stops are investing in safe, quality pedestrian and bicycling access. Complete close by, walking to them can often be inconvenient or even dangerous. Streets policies focus on the safe access for all users, including (APTA, 2007) pedestrians, bicyclists, motorists and transit riders of all ages and abilities. Between 2009 and 2014, the Study Corridor had 509 bicycle and pedestrian crashes with 40 fatalities. (MetroPlan Analysis, 2015). Projects that enable the safe access for all users also encourage more multimodal travel and increased local business activity. Out of 37 Complete Street Projects, approximately 56 percent Throughout the US, trips by foot, bicycle, and transit have experienced a reduction in injuries. (SGA, 2015) increased after the completion of Complete Streets projects. Policies that increase the numbers of people walking and bicycling

Health Impact Assessment Impact Health Locally, the Edgewater Drive corridor has seen 77 net new appear to be an effective route to improving the safety of people businesses open and 560 new jobs created since 2008 when the walking and bicycling. (Injury Prevention, 2003) corridor was rebuilt as a Complete Street. Since its completion, 94 the value of property adjacent to Edgewater Drive has risen 80 percent, and the value of property within half a mile of the road has risen 70 percent.

With a corridor that has seen more than 500 pedestrian and bicycle crashes in the last five years, implementing Complete Streets policies will also make the corridor a safer place to walk or bike.

A Complete Streets approach fills in the critical first- and last-mile connections to transit stops and improves the overall connectivity of the street network. As every transit user is a pedestrian or SR 50 Bus Rapid Transit a cyclist, without safe and convenient walking and bicycling infrastructure, the SR 50 BRT will have a smaller catchment area and capture fewer potential riders. benefits of the SR 50 BRT and take advantage of potential ongoing ongoing potential of advantage take and BRT 50 SR of the benefits To optimum initiatives. the such achieve for support further as maybe regarded recommendations the cases, In these efforts. ongoing agency and government local into current incorporated be already may recommendations of the Some recommendations. the support or implement potentially could that those are recommendations to the entities partnering or lead the as listed agencies The project. BRT 50 SR of the part as outcomes health positive to advance actions ofrecommended aset developed Committee Steering HIA BRT 50 SR the findings, HIA BRT 50 SR the on Based LYNX LYNX Winter Park Health Foundation Department of Health Foundation Health Park Winter Department of Health LYNX Seminole County Orange County Orlando of City Seminole County Orange County Orlando of City LYNX POTENTIAL AGENCY LEAD SERVICES AND TO GOODS ACCESS Major Employers Seminole County Orange County Orlando of City Chambers of Commerce Hospitals Social Service Providers Hospitals Social Service Providers LYNX Hospitals Social Service Providers Institutions Community Development Fund Economic Development Departments Community/ Government’s Local Department of Health OTHER PARTNERING ENTITIES Recreation Departments and Parks Government’s Local

Corridor businesses (e.g. grocery stores, institutions, etc.) throughout available etc.) passes, bus (maps, materials transit-related Make elderly. and children serve that those especially clinics, specialty and offices care health near stations Locate services. transit available on constituents their link and to inform organizations service Encourage etc. locations, food healthy services, social facilities, care health on emphasis with system bus feeder supporting and system BRT on users BRT potential and existing educate and market Strategically areas. TOD within etc.) trucks, food fairs, health market, (farmer’s events health-oriented and community program and services) recreational and health, (civic, hubs community of development the Promote websites. and maps, facilities, recreational Corridor at maps route LYNX bus posting and website; and vehicles, LYNX in facilities, maps recreation and park by posting opportunities to recreational connections transit Promote RECOMMENDATIONS implementing these recommendations. when mechanisms policy and organizational utilize existing and communities to local out to reach bodies governing and agencies local encourages Orlando MetroPlan recommendations. and concerns the address to tools regulatory and policy various and needs different has and unique is Corridor Study the within community each addition, In project. BRT 50 SR ofthe completion the upon contingent be not should and possible as soon as advanced be should recommendations opportunities, 95 SR 50 Bus Rapid Transit Health Impact Assessment INCREASE NON-AUTO TRAVEL POTENTIAL LEAD AGENCY OTHER PARTNERING ENTITIES RECOMMENDATION MetroPlan Major Employers Develop targeted marketing campaigns on health benefits of using transit for different user groups (existing riders and future choice riders) and promote LYNX physical fitness programs that link to transit use (e.g. incentives for employees to Department of Health use transit, etc.). FDOT Local Property Owners Improve bicycle and pedestrian infrastructure around station areas to connect to major destinations/origins (schools, hospitals, parks, community centers, etc.), City of Orlando including sidewalks, crosswalks, pedestrian paths, and bicycle paths. Orange County Seminole County City of Orlando Local Property Owners Evaluate and improve connectivity from individual sites to public right-of-way that link major destinations/origins (schools, hospitals, parks, community centers, etc.) Orange County Civic Users Seminole County

MetroPlan City of Orlando Develop a framework of premium transit service to connect with SR 50 BRT (SR 436, Phase II of SR 50 LPA). LYNX Orange County FDOT Seminole County Health Impact Assessment Impact Health City of Orlando Local Government’s Planning and Consider regulatory changes that better support walkability, including regulations Zoning Departments on pedestrian access and connections, block sizes, etc. Orange County 96 Seminole County

City of Orlando FDOT Improve bicycle and pedestrian streetscape amenities (e.g. benches, bicycle parking/lockers, shelters, etc.) Orange County Local Government Public Works Departments Seminole County

MetroPlan Best Foot Forward Strengthen partnerships with bicycle and pedestrian safety organizations to increase bicycle and pedestrian safety education campaigns along the Corridor,

SR 50 Bus Rapid Transit FDOT Winter Park Health Found especially in the high crash areas. FDOT LYNX Improve wayfinding to transit routes and stations to and from major Corridor destinations, major thoroughfares, and shared-use paths. City of Orlando Local Government Public Works Departments Orange County Seminole County

MetroPlan LYNX Co-locate BRT and bike share stations at BRT stations and promote education on bike share and car share in relation to transit use. ReThink Juice Bikes Major Employers MetroPlan City of Orlando Maintain quality levels of service for transit (i.e. acceptable frequency, reliability, effective transit schedule communication, etc.) LYNX Orange County FDOT Seminole County LYNX ReThink LYNX MetroPlan LYNX FDOT LYNX MetroPlan MetroPlan POTENTIAL AGENCY LEAD EDUCATION AND TO JOBS ACCESS OTHER PARTNERING ENTITIES Seminole County Orange County Orlando of City Major Employers Force Task Transportation Florida Central Florida Central Source Career Large Employers LYNX FDOT (ReThink) Seminole State College Sail Full University Barry Valencia UCF LYNX Florida Central Source Career Chambers of Commerce Unemployment Centers (SBDC) Small Business Development Center RECOMMENDATIONS Locate stations near employment centers/concentrations. employment near Locate stations system. bus feeder supporting and system BRT on institutions, educational and employers major on emphasis with users, educate and Market schedules. shift varying with those and workers evening and weekend for consideration special including needs, users’ match that services transit Implement programs. and campaigns ReThink of part as service BRT Include students. for subsidies transit provide to College) State Seminole College, (Valencia “colleges” to allow Legislature State Florida Encourage classes. or evening activities hour off-peak including needs, student and staff to support BRT 50 SR for opportunities any address and to understand corridor the along institutions educational with Collaborate resources along the Corridor. training to job use transit and BRT to promote campaign marketing Develop 97 SR 50 Bus Rapid Transit Health Impact Assessment ENCOURAGE ECONOMIC DEVELOPMENT POTENTIAL LEAD AGENCY OTHER PARTNERING ENTITIES RECOMMENDATION City of Orlando Sustainable Communities Regional Preserve existing attainable housing (housing units that are affordable by Planning Grant Housing Consortium those whose income is below the median household income) and support the Orange County (ECFRPC) development of attainable and mixed-income housing around station areas Seminole County East Central Florida Regional Planning Council City of Orlando Local Government’s Planning and Consider zoning and regulatory changes (i.e. allowing for mix-use patterns, cross- Zoning Departments access easements, reduction in parking minimums, etc.) and implement strategies Orange County to incentivize developers and property owners to consider TOD patterns (i.e. Seminole County streamlined permitting, planning and design guidance as part of development review) City of Orlando Local Government’s Planning and Encourage pedestrian and bicycling infrastructure investments within station Zoning Departments areas through overlay districts. Orange County Seminole County LYNX Large Property Owners Consider establishing shared parking agreements with property owners and business around station areas. Create incentives for shared parking; reduce the City of Orlando Major Businesses number of parking spaces required. Orange County Health Impact Assessment Impact Health Seminole County LYNX MetroPlan Participate in public/private partnership to develop TOD. Utilize FTA’s Joint Transit Development program to encourage TOD around BRT stations. 98 City of Orlando FDOT Orange & Seminole County Large Property Owners LYNX Main Streets Partner with local businesses to advertise BRT and promote TOD businesses along Corridor (e.g. advertising program to allow TOD businesses to advertise for Neighborhood Improvement Districts free along the line) Neighborhood Services City of Orlando Chambers of Commerce Consider designating economic development coordinators to help recruit, facilitate, and retain TOD-supportive businesses along the Corridor Orange County Central Florida Transportation Task Force Seminole County SR 50 Bus Rapid Transit City of Orlando Chambers of Commerce, Central Consider creating a special district or organization (e.g. neighborhood Florida Transportation Task Force improvement districts, main street districts, etc.) to help engage chambers, Orange County property owners, businesses, and neighbors around transit stations to support Seminole County TOD. MetroPlan City of Orlando Establish an economic development website for the SR 50 BRT where businesses and residents can learn the benefits of the BRT and the incentives available to LYNX Orange County them. Seminole County 99 SR 50 Bus Rapid Transit Health Impact Assessment MONITORING monitoring plan seeks to determine the following: the to determine seeks plan monitoring This system. transit enhanced Region’s to the related into decisions HIA this from recommendations priority to incorporate partners local and withregional work also can Orlando MetroPlan report. this in described indicators health the on BRT 50 SR ofthe impact the document and track could MPO the ofOrlando, City the and Counties, Seminole and withOrange relationships ongoing Orlando’s ofMetroPlan part As MONITORING AND IMPROVEAND HEALTH? ENACTED TOBEEN PROTECT PROVIDED HAVE HIA THIS IN RECOMMENDATIONSWHICH OPERATION? AND DEVELOPMENT A RESULT BRT’S THE OF HEALTHCOMMUNITY AS IN FOR CHANGES THERE WHAT IS EVIDENCE RECOMMENDED ACTIONS? A RESULT HIA’S THE OF HEALTHCOMMUNITY AS IN FOR CHANGES THERE WHAT IS EVIDENCE 101 SR 50 Bus Rapid Transit Health Impact Assessment The following outlines general baseline numbers referencing data currently available. Where data is not readily available at a corridor level, the next higher level of geographic scale was used (census block, census block group, census tract, zipcode, or county-wide). Where a larger geographic scale data was used, the measure was adjusted proportionally to the corridor’s size. These numbers can be updated when monitoring occurs and when more refined/granular data is available at the time of monitoring.

ACCESS TO GOODS AND SERVICES INDICATOR RESPONSIBLE AGENCY TIMING BASELINE Percentage of adults who have diabetes 10% Percentage of adults who are obese 25% Percentage of adults who have asthma 14% Department of Health Annual Percentage of adults with a cardio vascular disease 7% Percentage of adults participating in recommended level of physical 50% activity Health Impact Assessment Impact Health

102 ACCESS TO JOBS AND EDUCATION INDICATOR RESPONSIBLE AGENCY TIMING BASELINE Percentage of study corridor individuals with a high school degree 51% Percentage of study corridor individuals with some college education 17% Percentage of study corridor individuals with a bachelors degree MetroPlan Orlando Annual 12% Number of net new businesses 0 Number of jobs created 0 SR 50 Bus Rapid Transit Number of students utilizing the BRT LYNX, Educational Institutions 2-Years 0 Average study corridor poverty percentage MetroPlan Orlando 3-Years 22% Number of new businesses of new Number 50 ofSR amile half within ofproperty Average value 50 to SR adjacent ofproperty Average value density population corridor Study INDICATOR ENCOURAGE ECONOMIC DEVELOPMENT transportation by public commuting Workers paths shared-use adjacent utilizing of users Number sidewalk the using bicyclist and of pedestrians Number data Trafficcongestion accidents pedestrian and of bicycle Number Corridor transit ridership INDICATOR INCREASE NON-AUTO TRAVEL County MetroPlan Orlando/ Orange MetroPlan Orlando RESPONSIBLE AGENCY MetroPlan Orlando County MetroPlan Orlando/ Orange MetroPlan Orlando LYNX RESPONSIBLE AGENCY WALKING AUDITS APPENDIX A TIMING 3-Years 2-Years Annual TIMING 5-years 2-Years Annual 6 persons per acre per 6 persons daily transit riders riders transit daily (corridor-wide) $1,202,900 BASELINE BASELINE $384,200 12,000 Varies 0.5 % 0.5 N/A N/A 100 N/A

103 SR 50 Bus Rapid Transit Health Impact Assessment REFERENCES 17. 16. 15. 14. 13. 12. 11. 10. 9. 8. 7. 6. 5. 4. 3. 2. 1. REFERENCES 21. 20.

Congestion ReductionVictoria Benefits. and Costs TransportPolicy Institute. Congestion Traffic Of Analysis Comprehensive T. (2013). Litman, ,1512-1516. Health and Activity Physical of .Journal Walking? Promote Transit Rapid Bus Does (2014). L. Day, L. Kristen http://share.kaiserpermanente.org/static/reduceyouruse/transit.html Lightly!: Tread from Retrieved Transit? Active Why 18). September .(2015, Permanente Keiser generation-x-commuting-trends-kane-tomer : http://www.brookings.edu/blogs/the-avenue/posts/2014/10/07-millennials- Institution Brookings from 2015, 21, September Retrieved Hold? Trends the Will But Car, by Less XCommuting Generation and Millennials 7). October (2014, J. Kane, content/9/3/205.full http://injuryprevention.bmj.com/ Prevention. Injury from Retrieved walking safer bicycling”. and bicyclists and walkers more Numbers: in “Safety (2003). PL. Jacobsen, Florida Partnership. Central Orlando: Floridians. Central of Priorities and Values the Understanding (2014). Strategies. Heart+Mind MA. Cambridge, Center. Poverty National Policies”,. Non-Health of Effects Health The 2006). (June L.-M. A. Cutler, M. David JAMA. DC: Washington, Association. Medical of American Journal States. United the in Obesity Adult and Childhood of Flegal, Prevalence M. (2014). P. &Katherine M., M. Kit, K. Brian M., Carroll, D. Margaret P., Ogden, L. Cynthia Retrieved -Obesity. Signs from CDC: http://www.cdc.gov/vitalsigns/AdultObesity Vital 3). August (2010, Prevention. and Control Disease for Centers 233-254. pp. ,pp. Management, and Analysis Policy of Journal in States. United the Measurement Poverty Improve to How Address: Presidential (2008). M. R. Blank, aafa.org https://www. America: of Foundation Allergy and Asthma from Retrieved and Facts Figures. Asthma 15). September (2015, America. of Foundation Allergy and Asthma resources/reportsandpublications/documents/twenty_first_century.pdf http://www.apta.com/ Association. Transit Public American Century. 21st the for American Public Transportation Association. (2007). Public Transportation: Benefits reportsandpublications/Documents/Economic-Recovery-APTA-White-Paper.pdf http://www.apta.com/resources/ Association. Transit Public American Promoting Growth. Recovery Economic (2015). Association. Transportation Public American com/resources/reportsandpublications/Documents/vary.pdf http://www.apta. Association. Transit Public American Economy. Nation’s the and American Public Transportation Association. (October 1999). Public Transportation e283. ,p. Journal AHA Update. Stroke and Statistics—2015 Disease Heart 27). January (2015, Association. Heart American news-events/cost-of-diabetes.html http://www.diabetes.org/advocacy/ Association: Diabetes American Retrieved from Diabetes. of Cost The 15). September (2015, Association. Diabetes American National Safety Council. (2015). Injury Facts. National Safety Council. Safety National Facts. Injury (2015). Council. Safety National Health. of Institutes National Chart Book. 2012 &Mortality: Morbidity (2012). Institute. Blood and Lung Heart National TransportationPublic Association.American Benefits. Health Transportation Public Evaluating T. (2010). Litman, 24. 23. 22. 34. 33. 32. 31. 30. 29. 28. 27. 26. 25.

Funding and Job Creation. Washington, DC: Smart Growth America. Growth Smart DC: Washington, Creation. Job and Funding Transportation Stimulus: the from Lessons Recent (2011). America. Growth Smart Magazine. Transit Mass Growth. Economic Rapid Means Transit Rapid Bus (2013). J. Petrie, World Health Organization: http://www.who.int/about/definition/en/print.html Organization: from World Health Retrieved Health. of definition WHO 10). June (2015, Organization. Health World http://www.who.int/hia/about/defin/en/ Organization: World Health . from Retrieved (HIA) Assessment Impact Health 10). June (2015, Organization. Health World California. of .University California in Program Transit to Routes Safe the of Evaluation (2014). J. &Cooper, H., Dittrich, R., Sanders, D., Weinzimmer, Development. and Transportation for Institute York: New Corridors. Transit American North 21 of Analysis An Dollar: Transit Your for Development More (2013). L. S. Hook, Walter of Clinical Nutrition. Journal American (EPIC). Study Nutrition and Cancer into Investigation Prospective European the women: and men European in adiposity abdominal across and overall of levels mortality all-cause and Activity 14). January (2015, Cambridge. of University Florida. Way of United Jersey: New Report. ALICE Way. (2014). United Agency. Protection Environmental U.S. Washington, DC: Handbook. Illness of Cost (2007). Agency. Protection Environmental U.S. U.S. DepartmentDC: of Transportation. Washington, Crashes. Pedestrian for Effectiveness Potential Their and Countermeasures of Toolbox (2008). Administration. Highway DOT Federal U.S. files/docs/VSL2015_0.pdf from Department ofRetrieved U.S. Transportation:Policy. of Office https://www.transportation.gov/sites/dot.gov/ 17). June (2015, Transportation. of Department U.S. ASSHTO. DC:Washington,Officials. Transportation and Highway State of Association .American Americans Older Safety of and Mobility the Preserving Mobile: Boomers Baby Keeping (2012). TRIP. Coalition. Streets DC: Complete Washington, National Economies. Stronger Streets, Safer (2015). America. Growth Smart 105 SR 50 Bus Rapid Transit Health Impact Assessment