PUBLIC INVOLVEMENT

PLAN

GO Enhance RTS Study

Existing/Future Conditions Report

December, 2012

GO Enhance RTS Study

EXISTING/FUTURE CONDITIONS ANALYSIS REPORT

Prepared for: RTS/City of Gainesville

Prepared by: Renaissance Planning Group

February 2013

Existing and Future Conditions Analysis Report TABLE OF CONTENTS

TABLE OF CONTENTS

1.0 INTRODUCTION ...... 1-1 1.1 Purpose of the Report ...... 1-1 1.2 Content of the Report ...... 1-3 1.3 Refined Project Corridor from Rapid Transit Feasibility Study ...... 1-3

2.0 TRAVEL MARKET ANALYSIS ...... 2-1 2.1 Analysis of the Built Environment ...... 2-1 2.1.1 Distribution of Population and Employment ...... 2-1 2.1.2 Opportunities and Constraints ...... 2-7 2.1.3 Destination Accessibility ...... 2-10 2.2 Analysis of Travel Patterns ...... 2-14 2.2.1 Santa Fe / Newberry Village ...... 2-16 2.2.2 Oaks Mall / Student Village / Butler Plaza ...... 2-19 2.2.3 University of Florida / Shands & VA Hospitals ...... 2-22 2.2.4 Downtown Gainesville ...... 2-25 2.2.5 East Gainesville/Regional Airport Area ...... 2-28 2.3 Travel Market Context Assessment ...... 2-32

3.0 ROADWAYS ...... 3-1 3.1 Functional Classification ...... 3-1 3.2 Street Configurations ...... 3-4 3.3 Traffic Signals ...... 3-6 3.4 2035 Cost Feasible Projects ...... 3-6 3.4.1 SE 16th Avenue...... 3-6 3.4.2 Multimodal Emphasis Corridors ...... 3-6 3.4.3 I-75 Interchange Modifications ...... 3-7 3.5 Transportation Mobility Supportive Policies ...... 3-7 3.5.1 Transportation Concurrency Exception Area ...... 3-7 3.5.2 Transportation Mobility Districts ...... 3-7

4.0 TRANSIT ...... 4-1 4.1 Route Locations ...... 4-1 4.1.1 Service Frequency/Hours of Operation ...... 4-1 4.2 Ridership and Stop Boardings/Alightings ...... 4-6 4.3 Service Performance ...... 4-10 4.4 Infrastructure ...... 4-11 4.4.1 Rider Survey ...... 4-12 4.5 2035 Cost Feasible Transit Projects ...... 4-12

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4.5.1 RTS Maintenance Facility ...... 4-12 4.5.2 Bus Rapid Transit ...... 4-12

5.0 TRAFFIC ...... 5-1 5.1 Daily Traffic Volumes ...... 5-1 5.2 Daily Traffic Level of Service ...... 5-3 5.2.1 Congested Roadways...... 5-3 5.2.2 Multimodal Quality of Service ...... 5-6 5.3 Crash Experience ...... 5-6

6.0 PARKING ...... 6-1 6.1 Parking Supply ...... 6-1 6.2 UF Park-and-Ride Analysis ...... 6-1 6.2.1 Driving distance from home to park-and-ride facility ...... 6-4 6.2.2 Development density in the area around park-and-ride lot ...... 6-10

7.0 PEDESTRIAN AND BICYCLE FACILITIES ...... 7-1 7.1 Pedestrian Facilities ...... 7-1 7.2 Bicycle Facilities ...... 7-4 7.3 Multimodal Policy Framework ...... 7-7 7.3.1 Alachua County ...... 7-7 7.3.2 City of Gainesville ...... 7-7 7.4 2035 Cost Feasible Bicycle and Pedestrian Projects ...... 7-8 7.4.1 University Avenue and NW 13th Street Multimodal Emphasis Corridors 7-8 7.4.2 Cross Campus Bicycle and Pedestrian Enhancements ...... 7-8 7.4.3 Hull Road Connector Bicycle and Pedestrian Enhancements ...... 7-8

8.0 TRAVEL DEMAND MANAGEMENT ...... 8-1 8.1 Carpool / Carsharing Programs ...... 8-1 8.2 Other Strategies ...... 8-1

9.0 DEMOGRAPHICS ...... 9-1 9.1 General Population ...... 9-1 9.2 Transit- Dependent Populations (2010) ...... 9-3 9.2.1 Minority ...... 9-3 9.2.2 Percent of Low Income Population ...... 9-3 9.2.3 Low Car Ownership ...... 9-7 9.2.4 Students ...... 9-7 9.2.5 Employment ...... 9-7

10.0 LAND USE AND ENVIRONMENT ...... 10-1 10.1 Land Use ...... 10-1

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10.1.1 Land Use Patterns ...... 10-1 10.1.2 Transit Supportive Land Use Guidelines ...... 10-4 10.2 Environmental ...... 10-6 10.2.1 Environmentally Sensitive Areas ...... 10-7 10.3 Community Services ...... 10-11 10.4 Planned Developments...... 10-16

11.0 ECONOMIC DEVELOPMENT ...... 11-1 11.1 Economic Development Trends ...... 11-1 11.1.1 Existing Development Conditions ...... 11-4

12.0 SUMMARY AND CONCLUSIONS...... 12-1

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LIST OF FIGURES

Figure 1-1: 2010 Study Area Corridor ...... 1-2 Figure 2-1: Student Population ...... 2-3 Figure 2-2: Low Income Population ...... 2-4 Figure 2-3: Households with Zero to One Vehicle ...... 2-5 Figure 2-4: Minority Population ...... 2-6 Figure 2-5: 2007 Accessibility Analysis ...... 2-12 Figure 2-6: 2035 Accessibility Analysis ...... 2-13 Figure 2-7: Map of Travelsheds ...... 2-15 Figure 2-8: Santa Fe College/Newberry Village O-D Patterns (2007) ...... 2-17 Figure 2-9: Santa Fe College/Newberry Village O-D Patterns (2035) ...... 2-18 Figure 2-10: Oaks Mall/Student Village/Butler Plaza O-D Patterns (2007) ...... 2-20 Figure 2-11: Oaks Mall/Student Village/Butler Plaza O-D Patterns (2035) ...... 2-21 Figure 2-12: University Of Florida/Shands and VA Hospitals O-D Patterns (2007) ...... 2-23 Figure 2-13: University Of Florida/Shands and VA Hospitals O-D Patterns (2035) ...... 2-24 Figure 2-14: Downtown Gainesville O-D Patterns (2007) ...... 2-26 Figure 2-15: Downtown Gainesville O-D Patterns (2035) ...... 2-27 Figure 2-16: East Gainesville/Airport Area O-D Patterns (2007) ...... 2-29 Figure 2-17: East Gainesville/Airport Area O-D Patterns (2035) ...... 2-30 Figure 3-1: Existing Weekday Peak Level Of Service...... 3-2 Figure 3-2: Roadway Functional Classification ...... 3-3 Figure 3-3: Roadway Jurisdiction ...... 3-5 Figure 3-4: Traffic Signals ...... 3-8 Figure 3-5: MTPO 2035 Cost Feasible Roadway Projects ...... 3-9 Figure 4-1: Existing RTS Transit Service...... 4-2 Figure 4-2: Weekday Peak Hour Bus Trips ...... 4-5 Figure 4-3: Average Weekly Passengers by Route ...... 4-9 Figure 4-4: MTPO LRTP 2035 Cost Feasible Transit Projects ...... 4-13 Figure 5-1: Existing Annual Average Daily Traffic ...... 5-2 Figure 5-2: Level of Service ...... 5-4 Figure 5-3: 2035 Congested Roadways ...... 5-5 Figure 5-4: Crashes Per Road Segment Mile 2009-2011 ...... 5-7 Figure 5-5: Crashes Involving Pedestrians and Pedestrian Injuries/ Fatalities by Intersection 2009-2011 ...... 5-9 Figure 6-1: On-Street Parking for the University of Florida ...... 6-2

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Figure 6-2: Parking Avilability Near Downtown ...... 6-3 Figure 6-3: Park-and-Ride Lot Capture Area using Model Nodes for Travel Time ...... 6-6 Figure 6-4: Generalized Capture Areas for All Potential Park-and-Ride Lots ...... 6-7 Figure 6-5: Park-and-Ride Lot Locations and Accessibility Analysis ...... 6-12 Figure 7-1: Alachua County Existing Sidewalk Locations ...... 7-2 Figure 7-2: Alachua County Existing Bicycle Facilities ...... 7-5 Figure 7-3: MTPO 2035 Cost Feasible Bicycle and Pedestrian Projects ...... 7-9 Figure 8-1: Vehicle Occupancy Entering UF Campus ...... 8-2 Figure 9-1: 2007 Persons Per Acre ...... 9-2 Figure 9-2: Projected 2035 Persons Per Acre ...... 9-4 Figure 9-3: Percent of Minority Population ...... 9-5 Figure 9-4: Percent of Population Below Poverty ...... 9-6 Figure 9-5: Low Income Map ...... 9-8 Figure 9-6: UF Student Population 2010-2020 ...... 9-9 Figure 9-7: 2007 Employees Per Acre ...... 9-10 Figure 9-8: Projected 2035 Employees Per Acre ...... 9-1 Figure 10-1: Existing Land Use ...... 10-2 Figure 10-2: Generalized Future Land Use ...... 10-3 Figure 10-3: Existing Environmental Conditions ...... 10-8 Figure 10-4: Potential Hazardous Sites ...... 10-9 Figure 10-5: Fish and Wildlife Habitat ...... 10-10 Figure 10-6: Community Services ...... 10-13 Figure 10-7: Historic Sites ...... 10-15 Figure 10-8: New and Planned Development ...... 10-18 Figure 11-1:Median Home Sales Price, Expressed in 2011 Dollars ...... 11-3 Figure 11-2: Year Built of Housing, 2010...... 11-4 Figure 11-3: Housing Stock by Type, 2010 ...... 11-5

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LIST OF TABLES

Table 1-1: BRT Supportive Criteria ...... 1-4 Table 2-1: Existing RTS Weekday Ridership by Corridor ...... 2-8 Table 2-2: Origin and Destination Summary ...... 2-31 Table 4-1: Transit Route Charicteristics ...... 4-3 Table 4-2: Existing RTS Weekday Ridership by Corridor ...... 4-6 Table 4-3: Faculty and University Study Transit Ridership by Route, 2009 ...... 4-8 Table 4-4: RTS System Productivity By Month ...... 4-10 Table 4-5: Existing Route Charicteristics ...... 4-11 Table 5-1: 2012 Roadway Level of Service Report ...... 5-3 Table 5-2: Alachua County MLOS ...... 5-6 Table 6-1: Population and Employment in Park-and-Ride Lot Capture Areas ...... 6-9 Table 6-2: UF Employee and Students within Three Miles of Potential Park-and-Ride Lots .. 6-11 Table 7-1: Planned Bicycle/Pedestrian Trail Projects ...... 7-1 Table 7-2: Pedestrian Quality Level of Service ...... 7-3 Table 7-3: Bicycle Quality of Service ...... 7-6 Table 7-4: Alachua County Multimodal Level of Service Standards ...... 7-7 Table 9-1: Population and Employment 2010 ...... 9-1 Table 9-2: Household Income Distribution, 2000 and 2010 ...... 9-3 Table 10-1: ETDM Screening ...... 10-6 Table 10-2: Community Services ...... 10-12 Table 10-3: National Historic Registry Sites ...... 10-14 Table 10-4: New and Planned Development Sites ...... 10-17 Table 11-1: Household Income Distribution, 2000 and 2010 ...... 11-2

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1.0 INTRODUCTION

The City of Gainesville Bus/Bus Rapid Transit Alternatives Analysis (AA), herein referred to as the Go Enhance RTS Study, depends upon a foundation of existing and planned transportation and land development activities that influence potential public transportation alternatives within a defined corridor study area connecting Santa Fe College, Oaks Mall, University of Florida, Downtown Gainesville and the Gainesville Regional Airport. The 16.6 mile conceptual alignment is incorporated into the 2035 Long Range Transportation Plan adopted on October 27, 2010 by the Metropolitan Transportation Planning Organization (MTPO) for the Gainesville Urbanized Area. The City of Gainesville approved the findings from a Rapid Transit Feasibility Study as a foundation for this study. The purpose of the current study project is to develop and screen the costs and benefits of a range of transit enhancement alternatives, and select a locally preferred alternative (LPA) to present to the Federal Transit Administration (FTA) in an application requesting authorization to enter the project development phase for either a Small Starts or Very Small Starts project.

The Gainesville Regional Transit System (RTS) Rapid Transit Feasibility Study, approved March 2010, evaluated nine corridors to assess the feasibility of premium transit throughout the City and define a preferred mode where the service would provide the most benefit. Figure 1-1 shows the extent of the preferred general alignment from the Rapid Transit Feasibility Study. The preferred alignment connects residential, retail, commercial, service and institutional land uses within the Gainesville Urbanized Area. The feasibility study evaluated bus rapid transit as the premium transit service technology that should operate on the corridors connecting the Oaks Mall to Downtown Gainesville (minimal operating segment) while periphery segments, such as those connecting Santa Fe College and the Regional Airport in East Gainesville, might be considered as possible enhanced bus service extensions during a subsequent phase. As part of this Alternatives Analysis many other alignment options will be considered. 1.1 Purpose of the Report

The focus of this report is the development and evaluation of data gathered for existing and future conditions to provide a planning and data framework that will guide the development of the Alternatives Analysis. The Alternatives Analysis will include a problem statement, a purpose and need statement, which will define the evaluation of alternatives to select a conceptual alignment for future implementation of BRT enhanced service in the community. The initial assessment of existing conditions builds on the previous study efforts undertaken for the 2010 Rapid Transit Feasibility Study, the 2035 MPTO Long Range Transportation Plan (LRTP), the SW 62nd Blvd. PD&E Study, the 2009 RTS Transit Rider Survey, and 2009 data from the University of Florida Campus Master Plan Transportation Element. The following data were developed and analyzed from those prior studies and plans, and augmented with new data developed for this report:

Plans, policies and committed transportation projects Transit ridership and performance data Traffic, crash, and parking data Pedestrian and bicycle data Land use and environmental data Demographic and socio-economic data

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Figure 1-1: 2010 Study Area Corridor

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1.2 Content of the Report

The content of this report includes a comprehensive travel market analysis based on an evaluation of existing transit ridership data, study corridor characteristics, residential and employment density, demographic data, student population, transportation projects in local plans, analysis of planned future development, and traffic data collection.

This analysis builds upon data from previous studies including the 2009 RTS Transit Rider Survey and 2009 data from the University of Florida Campus Master Plan Transportation Element. Those studies provided key travel information as inputs into the assessment of potential markets for new premium transit service. 1.3 Refined Project Corridor from Rapid Transit Feasibility Study

Based on the evaluation of nine corridors conducted as part of the 2010 Rapid Transit Feasibility Study, a conceptual alignment for rapid transit was identified to extend from Oaks Mall (University Drive) to Gainesville Regional Airport. The six criteria that were identified to measure the conceptual alignment include the following.

Existing Ridership Density Threshold Assessment (2007) Transit Dependency University Context Area University Ridership Environmental Justice

Table 1-1 is from the 2010 Rapid Transit Feasibility Study and describes the BRT supportiveness according to selected criteria for the preferred alignment corridor segments.

In the current study, an extension of the corridor west to serve Santa Fe College and potentially NW 39th Avenue is also being evaluated.

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Existing and Future Conditions Analysis Report 1.0 - INTRODUCTION

Table 1-1: BRT Supportive Criteria

Source: Gainesville RTS Rapid Transit Feasibility Study Final Report, March 2010

1-4 December 2012

Existing and Future Conditions Analysis Report 2.0 – TRAVEL MARKET ANALYSIS

2.0 TRAVEL MARKET ANALYSIS

The travel market analysis reflects a summary of existing and future conditions in the study corridor that will influence the drafting of a purpose and need statement for the project and development of alternatives. Travel markets represent key socioeconomic and travel characteristics that influence the demand for public transportation services. These characteristics also influence preferential treatments for Bus Rapid Transit based on the conceptual route alignment identified in the City of Gainesville’s 2010 Rapid Transit Feasibility Study.

This section includes an evaluation of key demographic, socioeconomic, transportation and land use patterns throughout the corridor study area. Existing conditions generally reflect 2011 conditions or the most recent year for which data are available. The future year analysis uses 2035 projections as developed for the Long Range Transportation Plan, MTPO adopted in 2010. The analysis of travel markets also accounts for origin-destination travel forecasts that respond to transportation network characteristics and the location of activity centers where concentrations of population or employment exist. 2.1 Analysis of the Built Environment

The built environment primarily entails the characteristics of developed areas, including population and employment, transportation networks and associated travel patterns, opportunities and constraints. Based on the 2010 Census the Gainesville urbanized area includes a population of 187,781 and the City of Gainesville population is 124, 354 people.

2.1.1 Distribution of Population and Employment

Students

Student population is an important component of transit ridership as a result of student activity fees providing unlimited rides for the University of Florida and Santa Fe College students and the constrained parking on the University of Florida main campus. Figure 2-1 presents a map showing the percentage of University of Florida student population by traffic analysis zone (TAZ). There is no data showing the location of Santa Fe students by TAZ. Within the corridor study area, the highest concentrations of students occur on SW 20th Avenue, in and around the intersection of SW 34th Street and Archer Road, and along SW 13th Street near SW 16th Avenue.

Low Income Areas

For purposes of this market assessment, transit dependent populations include households below the poverty level, which includes TAZs where average household income was less than $39,636 per the 2011 American Community Survey (ACS), and those with zero or one vehicle available per household. Vehicle availability is often used as a surrogate measure for income, especially in a university community like the Gainesville area. Figure 2-2 shows the percentage of population by TAZ that is below the national poverty level, and Figure 2-3 shows the percent of households by TAZ that have 0 and 1 vehicle available as developed by the MTPO for use in the 2007 base year Alachua County travel demand model. As shown in the two maps, the corridor study area generally reflects the highest percentage area of transit-dependent population, reflecting both student-oriented housing areas and lower income areas in East Gainesville.

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Minority Population The analysis also considered the geographic distribution of minority population as reflected in the 2011 (ACS). As identified in Figure 2-4, the minority populations also fall largely within the study corridor, with concentrations near the intersection of Archer Road and SW 34th Street, south of SW 16th Avenue, along Depot Avenue, and the Williston Road/Waldo Road corridor in East Gainesville.

Activity/Employment Centers Major activity centers are defined as those areas with a significant concentration of residential and non-residential development, and serve as regional focal points for commerce, education, employment and services. They also function as either mixed use areas or important regional destinations that account for a significant portion of trip-making within Alachua County and the North Central Florida region. All the county’s largest activity centers are contained within the corridor study area, including:

Spring Hills Development and AvMed Health Park Santa Fe College main campus Oaks Mall Butler Plaza Shands Medical Center / Veterans Administration Hospital University of Florida main campus Downtown Gainesville Gainesville Regional Airport

Emerging Centers Newberry Village Celebration Pointe University Village Innovation Square

Each activity center is generally surrounding by adjacent complementary land uses, such as industrial and institutional development around the airport, and smaller retail and multifamily residential around the Oaks Mall, which offer various options for station locations and route alignment.

Emerging activity centers within the corridor study area include Newberry Village west of I-75 at Newberry Road, Butler Plaza North, the Student Village area located along SW 20th Avenue, Innovation Square on the site of the former Alachua General Hospital at SW 2nd Avenue and SW 6th Street and Celebration Pointe located just northwest of Archer Road and Interstate 75 and within the Southwest Transportation Improvement District. Those existing and emerging activity centers are discussed in more detail later in the report.

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Figure 2-1: Student Population

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Figure 2-2: Low Income Population

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Figure 2-3: Households with Zero to One Vehicle

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Figure 2-4: Minority Population

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2.1.2 Opportunities and Constraints

Opportunities

The built environment sets an important context for the consideration of travel markets that could support a rapid transit investment. First, the presence of the University of Florida and Santa Fe College provide both a strong regional trip-making destination and the financial support through student activity fees for higher levels of daily transit usage. The presence of some 70,000 college students and thousands more staff and faculty living in the study corridor represents a significant market to capture for any transit investment. With parking constraints around campus, the University of Florida, in particular, depends on public transportation to get students, faculty and staff to their destinations on time.

Largely as a result of the university presence and student population, Gainesville’s Regional Transit System is one of the most productive transit providers in the state as well as the country. Transit ridership in the corridor is strong, with service along the 20th Avenue corridor carrying the highest percentage of the system’s total weekday ridership. Table 2-1 presents a summary of RTS 2012 weekday ridership by corridor.

Another important opportunity is that development patterns in the Gainesville Urbanized Area have occurred in a way that enables a transit corridor to emerge that serves each of the identified major activity centers in a predominantly linear corridor without substantial route deviation. Other urbanized areas in Florida have development patterns that require substantial out-of-direction travel to connect with their multiple activity centers; however, in Gainesville and Alachua County, these trip destinations can be largely served with a more efficient route alignment that can provide a competitive travel time for a larger percentage of the existing and potential transit ridership.

As defined in the Plan East Gainesville study that served as a foundation for this Alternatives Analysis, there is an acknowledged reverse commute travel demand between the East Gainesville area and commercial, employment and service destinations in the western part of the urbanized area. Even with the recent construction of a new Wal-Mart Supercenter on Waldo Road, there is a lack of retail and employment opportunities in East Gainesville, which requires many lower income and minority residents of that area to take relatively longer trips for shopping, services and employment activities. Despite its proximity to downtown, East Gainesville’s residential population experiences mobility limitations that can be overcome through better transit service that more efficiently connects the area with critical destinations.

Another outcome of Plan East Gainesville was a more detailed analysis of the Waldo Road corridor by the Florida Community Design Center. This study resulted in recommendations for a multi-way boulevard that would support the planned BRT segment to the airport and provide a parallel local street on the western side of the road for enhanced pedestrian and bicycle accessibility to support redevelopment. Other recommendations included bicycle and pedestrian crossing treatments on Waldo Road. Additionally, Waldo Road is part of the Waldo Road Multiway Boulevard located on University Avenue to NE 39th Street.

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Table 2-1: Existing RTS Weekday Ridership by Corridor

AVERAGE ROUTE CORRIDOR WEEKDAY RIDERSHIP

1 Downtown to Butler Plaza: via Archer Road 2, 647

2 Downtown to Wal-Mart Supercenter 457

5 Downtown to Oaks Mall: via University Avenue 1,843

6 Downtown to Gainesville Mall: via NW 6th 506 Street 7 Downtown to E. Meadows 463

8 Shands to Northwood Village 1,452

9 Reitz Union to Hunters Run 3,982

11 Downtown to E Meadows 590

12 Reitz Union to Butler Plaza 3,858

13 Beaty Towers to Florida Works 2,137

15 Downtown to Gainesville Mall: via NE 15th 1,327 Street 16 Beaty Towers to Sugar Hill 792

17 Beaty Towers to Downtown 890

20 Reitz Union to Oaks Mall: via 20th Avenue 5,412

21 Reitz Union to Cabana Beach 3,011

22 Reitz Union to SW 43rd Street at SW 24th 213 Avenue 23 Oaks Mall to Santa Fe 971

24 Downtown to Job Corps 437

25 UF-Commuter Lot to Airport 247

27 City Eastside Circulator 117

28 HUB to SW 20th Avenue 647

35 Reitz Union to Homestead Apartments 261

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AVERAGE ROUTE CORRIDOR WEEKDAY RIDERSHIP

36 Reitz Union to Williston Plaza 886

38 HUB to Gainesville Place 2,946

39 Santa Fe to Airport 160

43 Downtown to SFC (via NW 39 Avenue) 1,146

46 UF-Downtown Circulator 688

62 Oaks Mall to Lexington Crossing 186

75 Oaks Mall to Butler Plaza 1,124

76 Oaks Mall to SW 24th Avenue at SW 75th Street 243

During the development of the 2035 Long Range Transportation Plan and the University of Florida Campus Master Plan Transportation Element, project stakeholders recognized an emerging trend of greater student and faculty interaction between Santa Fe College and the University of Florida. With Santa Fe becoming a four year college, enrollment limitations at the University of Florida and other factors, this interaction is growing and is expected to continue into the future. Transit service between the two main campuses is expected to support that increasing trip interaction. Many students living around both campuses travel to one or both colleges on a weekly basis.

Transit ridership largely depends on having good pedestrian accessibility. Some of the travel market areas and destinations are very pedestrian accessible, such as the University of Florida and downtown Gainesville; however, the Oaks Mall, Butler Plaza, Santa Fe College and the airport are currently auto-oriented activity centers that depend largely on people driving, and lack good connectivity with nearby residential or other complementary land uses.

In each case, there are wide and high speed roads that create barriers for pedestrian and transit accessibility to those destinations. Plans for Butler Plaza and the area around Santa Fe College have the potential to change that situation in the future.

Constraints

Interstate 75 is a major barrier for east-west travel in Gainesville and Alachua County, with only seven crossings in the urbanized area. All of them, especially Newberry Road and SW 20th / 24th Avenue, have physical constraints that make widening for transit dedicated lanes a challenge. Heavy traffic presents a constraint to converting general purpose lanes on these facilities into dedicated transit lanes that will need to be considered further in subsequent project tasks.

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The campus-wide posted speed limit of 20 miles per hour presents a constraint that needs to be considered in the development of Rapid Transit service through the University of Florida main campus. Routing through the University campus will ensure access to several major destinations within an easy walk; however, the slower running speeds on campus roadways could make the service less attractive for all users, especially those who are going to destinations other than the University of Florida.

Finally, a significant constraint is the barriers to pedestrian access for transit along major roadways of the corridor study area. Facilities such as Archer Road, SW 34th Street, NW 39th Avenue and Newberry Road are wide, high speed roadways that are designed to move automobile traffic. In some cases, like Archer Road east of SW 34th Street, there are few traffic signals to support safe pedestrian crossings for people trying to reach a bus running in the other direction. Both Archer Road and SW 34th Street have substantial numbers of crashes that involve bicyclists and pedestrians, including injuries and fatalities. Subsequent steps in the study will need to address the accessibility aspects of the corridor alignment options to accommodate the safety and convenience of potential users of the service.

2.1.3 Destination Accessibility

The analysis in the 2035 Long Range Transportation Plan also revealed that strategic investments in public transportation services can help reverse that trend. The adopted plan elements focusing on transit expansion – the conceptual Bus Rapid Transit corridor – help to slow the trend of increasingly lower levels of overall countywide accessibility. The implications from the accessibility analysis relate directly to policy and investment decisions to be made by the MTPO, Alachua County and the City of Gainesville.

As part of developing the 2035 Long Range Transportation Plan, an accessibility analysis examined the built environment to evaluate conditions and develop alternatives for mobility and accessibility throughout the Gainesville Urbanized Area. The accessibility analysis was employed to help the MTPO consider and answer key questions for development of the plan and selection of transportation project priorities. To address those questions, a GIS-based model was developed to evaluate the land use and transportation network characteristics relative to accessibility. Natural breaks in the data were used to divide the grid cells into low, medium or high accessibility areas. This analysis indicated that the corridor study area, particularly around downtown Gainesville and the University of Florida, provides a relatively high level of accessibility compared to the rest of the county. Areas of moderate accessibility generally fall within the city limits, primarily east of I-75, and in the cities outside of the urbanized area. Much of the remainder of Alachua County was classified as having low accessibility, including much of the rapidly growing western areas of the county. While about 55 percent of countywide employment is in highly accessible locations, less than 30 percent of dwelling units are in such areas. In fact, from 2007 to 2035, the percentage of dwelling units in highly accessible locations actually declines by three percent; those in low accessible areas increase almost 15 percent. Clearly, that’s not a desirable direction for the support of future investments in public transportation service.

The maps are a thematic representation of the relative proximity of accessibility factors for each of the 1/10th of an acre grid cells in Alachua County for both 2007 and 2035.. Figures 2-5 and 2- 6 present the outcome of the accessibility analysis for 2007 and 2035 reflecting the availability of multimodal transportation networks and land use characteristics. The maps show that the corridor study area meets the test of accessibility, with areas high in employment including the Oaks Mall, the University of Florida and downtown. The accessibility measure is a composite of

2-10 December 2012 Existing and Future Conditions Analysis Report 2.0 – TRAVEL MARKET ANALYSIS several geographic indicators reflecting an analysis of connectivity of the built environment. Highly accessible areas reflect the presence of transit, bicycle and pedestrian facilities, mixture of land use and street connectivity.

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Figure 2-5: 2007 Accessibility Analysis

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Figure 2-6: 2035 Accessibility Analysis

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2.2 Analysis of Travel Patterns

This section of the travel market analysis provides an overview of origin and destination trip making characteristics within each of the five travel sheds developed to characterize the journey to work, shopping and University of Florida-related travel within the study area corridor. For analysis purposes, the study area has been divided into the following five areas in Figure 2-7:

Santa Fe College / Newberry Village Oaks Mall / Student Village / Butler Plaza University of Florida / Shands & Veterans Administration hospitals Downtown Gainesville East Gainesville / Airport area

The following travel shed summaries provide an overview of forecasted travel patterns within travel sheds (intra trips), forecasted trips with destinations in the corridor study area (internal trips), and trips with destinations outside the study area (internal to external). The networks and data used for the analysis are from the MTPO’s validated 2007 travel demand model and the 2035 Cost Feasible Plan model. The purpose of this analysis is to highlight the trips that have the potential of using premium transit to reach their destinations within the corridor study area.

Table 2-2 will be provided at the end of this section to show the origin and destination trip pattern summaries.

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Figure 2-7: Map of Travelsheds

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2.2.1 Santa Fe / Newberry Village

The Santa Fe/Newberry Village travel shed area is created from the Traffic Analysis Zones (TAZs) that would have a one quarter mile buffer around the conceptual alignment and possible alternative alignments of the premium transit service, which include the following corridors:

NW 83rd Street NW 23rd Avenue Fort Clarke Boulevard Newberry Road

The analysis is for both the 2007 base year conditions from the validated model and forecasted future conditions based on the adopted 2035 Long Range Transportation Plan.

Travel Shed Summary (See Figures 2-8 and 2-9)

26 percent of the trips generated have destinations within the travel shed or corridor study area in both existing and future scenarios 12 percent of all trips stay internal to the travel shed 5 percent of all trips are going to the Oaks Mall/Student Village/Butler Plaza travel shed 7 percent of all trips going to the University of Florida/Shands/VA travel shed

Total trips are projected to increase by 31 percent from 2007 to 2035. A high percentage of trips associated with this travel shed are external trips coming into the Santa Fe College area.

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Figure 2-8: Santa Fe College/Newberry Village O-D Patterns (2007)

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Figure 2-9: Santa Fe College/Newberry Village O-D Patterns (2035)

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2.2.2 Oaks Mall / Student Village / Butler Plaza

The travel shed for the Oaks Mall Student Village /Butler Plaza area is created from the TAZs that would have a one quarter mile buffer around the conceptual alignment and possible alternative alignments of the premium transit service, which include the following corridors:

SW 62nd Boulevard SW 20th Avenue SW 24th Avenue SW 34th Street

The analysis is for both the 2007 conditions from the validated model and forecasted future conditions based on the adopted Long Range Transportation Plan.

Travel Shed Summary (See Figures 2-10 and 2-11)

Nearly 40 percent of the trips generated have destinations within the travel shed or study area in both existing and future scenarios

o About 10 percent of all trips stay internal to the travel shed o About 25 percent of all trips are going to the University of Florida/Shands travel shed in 2007 o 20 percent of all trips going to the University of Florida travel shed in 2035

Total trips are projected to increase by 46 percent between 2007 and 2035.

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Figure 2-10: Oaks Mall/Student Village/Butler Plaza O-D Patterns (2007)

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Figure 2-11: Oaks Mall/Student Village/Butler Plaza O-D Patterns (2035)

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2.2.3 University of Florida / Shands & VA Hospitals

The travel shed area for the UF/Shands VA Hospital area is created from the TAZs that comprise the University of Florida main campus and would have a one quarter mile buffer around the conceptual alignment and possible alternative alignments of the premium transit service, which include the following corridors:

Archer Road SW 13th Street SW 16th Avenue University Avenue

The analysis is for both the 2007 base year conditions from the validated model and forecasted future conditions based on the adopted Long Range Transportation Plan.

Travel Shed Summary (See Figures 2-12 and 2-13)

26 to 27 percent of the trips generated have destinations within the travel shed or study area in both existing and future year scenarios

21 percent of all trips stay internal to the travel shed 1 to 2 percent of all trips are going to adjacent travel sheds

Total trips are projected to increase by 11 percent by 2035. A high percentage of trips associated with this travel shed are being made internally within the study area, or generated from outside the study area coming to the University of Florida.

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Figure 2-12: University Of Florida/Shands and VA Hospitals O-D Patterns (2007)

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Figure 2-13: University Of Florida/Shands and VA Hospitals O-D Patterns (2035)

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2.2.4 Downtown Gainesville

The Downtown Gainesville travel shed area is created from the TAZs that comprise the Downtown Gainesville area and would have a one quarter mile buffer around the conceptual alignment and possible alternative alignments of the premium transit service, which include the following corridors:

SW 13th Street Main Street University Avenue Depot Avenue

The analysis is for both the 2007 base year conditions from the validated model and forecasted future conditions based on the adopted Long Range Transportation Plan.

Travel Shed Summary (see Figures 2-14 and 2-15)

45 Percent of the trips generated have destinations within the travel shed or corridor study area in both existing and future scenarios 6 percent of all trips stay internal to the travel shed 32 to 33 percent of all trips are going to the University of Florida travel shed

Total trips are projected to increase by 16 percent by 2035.

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Figure 2-14: Downtown Gainesville O-D Patterns (2007)

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Figure 2-15: Downtown Gainesville O-D Patterns (2035)

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2.2.5 East Gainesville/Regional Airport Area

The travel shed for the East Gainesville/ Regional Airport area is created from the TAZs that would have a one quarter mile buffer around the conceptual alignment and possible alternative alignments of the premium transit service, which include the following corridors:

E. University Avenue Williston Road/Waldo Road

The analysis is for both the 2007 base year conditions from the validated model and forecasted future conditions based on the adopted 2035 Long Range Transportation Plan.

Travel Shed Summary (see Figures 2-16 and 2-17)

27-29 percent of the trips generated have destinations within the travel shed or study area in both existing and future scenarios 6 percent of all trips stay internal to the travel shed 11 to 13 percent of all trips are going to the University of Florida travel shed

Total trips are projected to increase by 14 percent. A high percentage of trips associated with this travel shed are shopping or service trips coming in from areas outside the study area.

2-28 December 2012 Existing and Future Conditions Analysis Report 2.0 TRAVEL MARKET ANALYSIS

Figure 2-16: East Gainesville/Airport Area O-D Patterns (2007)

2-29 December 2012 Existing and Future Conditions Analysis Report 2.0 TRAVEL MARKET ANALYSIS

Figure 2-17: East Gainesville/Airport Area O-D Patterns (2035)

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Origin and Destination trip patterns are summarized in Table 2-2. Approximately 32 percent of the trips generated will remain in the study corridor today and in the future.

Table 2-2: Origin and Destination Summary 2007 Travel Market Analysis

INTERNAL TRIPS EXTERNAL TRIPS

(staying in corridor) (Trips existing corridor)

PERSON TRIPS PERCENT PERSON TRIPS PERCENT

Butler Plaza 34,776 39% 53,924 61%

UF Campus 45,969 26% 132,964 74%

Downtown Gainesville 37,422 45% 45,448 55%

Airport 11,273 29% 26,973 71%

Santa Fe College 22,360 26% 63,328 74% Travel Market Summary 151,800 32% 322,636 68%

2035 Travel Market Analysis

INTERNAL TRIPS EXTERNAL TRIPS

(staying in corridor) (Trips existing corridor)

PERSON TRIPS PERCENT PERSON TRIPS PERCENT

Butler Plaza 49,365 38% 79,935 62%

UF Campus 52,867 27% 145,821 73%

Downtown Gainesville 43,662 45% 52,867 55%

Airport 11,556 27% 31,905 73%

Santa Fe College 28,657 26% 83,689 74%

Travel Market Summary 186,107 32% 394,217 68%

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2.3 Travel Market Context Assessment

Based on the travel market analysis, the corridor study area captures the socioeconomic and travel characteristics that demonstrate support for premium transit. There are two fundamental travel market observations that will influence the subsequent steps of the project:

The trips within travel sheds in the western part of the corridor study area are projected to increase by up to three times between 2007 and 2035. That growth threatens to further congest an already constrained network that does not have the ability or capacity for accommodating road future development travel demands. For example, 35 percent of the trips associated with the Oaks Mall/ Student Village/Butler Plaza travel shed are projected to stay within the conceptual alignment of the corridor study area. This means that a potential rapid transit route could capture a significant portion of trips between this travel shed and other travel sheds within the corridor. Although there is not substantial growth in the downtown Gainesville area, an additional finding from this market analysis is that the trips associated with downtown and the University of Florida are projected to have nearly a 40 percent capture between the two markets. This represents the growth anticipated with the emerging activity center of Innovation Square and other new developments planned in the downtown Gainesville area. From an economic development standpoint, the corridor study area presents an opportunity to better integrate multiple activity centers with clearly demonstrated trip interactions that occur today and will increase in the future. The travel market summary indicates that the combination of rising levels of traffic congestion, along with policy and physical constraints on roadway expansion, puts greater strain on the regional roadway network than it can be expected to handle. From the standpoint of Gainesville/Alachua County and the University of Florida as a regional destination of statewide significance, transportation is a critical issue. Quality of life and economic vitally will suffer from existing and projected congestion on principal arterial roadways between I-75 and the University of Florida. Those effects will ripple through the local community and the 11-county North Central Florida region, and could reduce the area’s economic competitiveness within the state and among similar educational/research communities in the nation.

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3.0 ROADWAYS

In addition to the travel market patterns, the existing and future conditions analysis addresses existing roadway conditions. By identifying roadway congestion within the corridor, opportunities may exist to reduce travel distances and times while improving existing transit service. The most congested roadways identified within the corridor are Newberry Road, Archer Road and SW 20th Avenue. Within these congested corridors current travel speeds are between 35 and 45 mph. Speeds tend to slow when approaching areas closer to the University of Florida, SE 11th Street and Waldo Road.

Figure 3-1 shows some of the most congested roadways in the corridor as categorized with existing weekday peak hour level of service (LOS) E and F LOS:

SW 20th Avenue Archer Road University Avenue Newberry Road NW 23rd Avenue SW 34th Street NW 13th Street 3.1 Functional Classification

Existing roadway functional classification and street configurations are intended to provide the character of service. Urban areas provide boundaries established by the Florida Department of Transportation. The following roadway functional classification has been identified:

Archer Road, Newberry Road, University Avenue and West 13th Street are urban principal arterials serving the major centers of activity in the region. SW 20th Avenue and SW 34th Street are minor arterials providing connectivity to the urban principal arterial system. NW 83rd Street, Fort Clarke Boulevard, and SW 62nd Boulevard are collector roads providing both land access service and traffic circulation within residential neighborhoods, commercial and industrial areas. Figure 3-2 identifies the functional classification of major roads in the study area.

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Figure 3-1: Existing Weekday Peak Level Of Service

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Figure 3-2: Roadway Functional Classification

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3.2 Street Configurations

This section describes the number of travel lanes and constraints on the existing roadway network. For the most part the corridor study area reflects a strong network of well-connected roadways that provide options for potential transit route alignments.

The western part of the corridor study area is generally defined by a limited number of arterial roadways and limited street connectivity. Most traffic going to major destinations has to access roads like NW 39th Avenue, Newberry Road, SW 20th Avenue, SW 34th Street and Archer Road, which contributes to higher levels of traffic congestion than other areas of the study corridor.

There following opportunities for additional roadway capacity through widening and planned street connections have been identified to better connect residential and commercial areas:

1. The center part of the study area includes the University of Florida to Downtown Gainesville and represents a more traditional grid street network with a high level of street connectivity. Most roads in this section are constrained by existing development patterns or policies that limit their expansion. The University of Florida presents a travel barrier for through traffic because of the 20 mph on campus speed limit and the auto restricted zone in the northwest quadrant of the historic campus. The neighborhood east of the University of Florida to downtown is generally well connected with multiple parallel streets; however it is primarily residential in character with a high level of non-motorized travel. Downtown Gainesville has a tight grid network with on street parking prevalent throughout the district. 2. The eastside of the corridor study area exhibits a fairly conventional grid pattern that ends at Waldo Road, which serves as a barrier between residential areas and commercial activities. This area is largely residential with the exception of the main arterial roadways. There are limited opportunities to add street connectivity and lanes in this area.

Figure 3-3 identifies the roadway jurisdiction, maintenance responsibility and street configuration for the corridor study area.

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Figure 3-3: Roadway Jurisdiction

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3.3 Traffic Signals

There are 39 signalized intersections along the recommended 16.6 mile BRT corridor in the 2010 Rapid Transit Feasibility Study. The number of signalized intersections along this corridor results in an average of little over two signals per mile with heavy signal density on Newberry Road, West 13th Street and University Avenue, limiting the overall roadway capacity within the corridor.

Figure 3-4 shows a high number of traffic signals along University Avenue and in areas close to the University of Florida campus. Signal conditions along major roadways on the corridor study area include:

Newberry Road with nine signals between Fort Clarke Boulevard and SW 62nd Boulevard has a signal density of 5.5 signals per mile SW 13th Street with eight signals between SW 16th Avenue and University Avenue has a signal density of 7.4 signals per mile University Avenue with 14 signals between SW 13th Street and Waldo Road has a signal density of 8.3 signals per mile 3.4 2035 Cost Feasible Projects

In 2010, the Metropolitan Transportation Planning Organization (MTPO) for the Gainesville Urbanized Area adopted the 2035 Long Range Transportation Plan. Consistent with previous plans that focused on improved transit service and non-motorized travel needs, the 2035 LRTP places an emphasis on multimodal mobility and accessibility strategies.

The Cost Feasible Plan, as shown in Figure 3-5, displays the 2035 cost feasible roadway projects. The priority projects support multimodal accessibility and mobility along key corridors: as well as the expansion of the transit network with relatively few roadway capacity projects which are all on the state highway system.

3.4.1 SE 16th Avenue

Widening this road to four lanes between Main Street and Williston Road is needed to bring it up to standard for potential designation as SR 24 in the future, and to better handle truck movement and direct non-local traffic around downtown Gainesville to Williston Road (SR 331) and SE Hawthorne Road (SR 20), which are part of Florida’s Strategic Intermodal System. However, the MTPO has requested that this project be scaled-down to only include intersection modifications at Main Street and Williston Road along with multi-modal improvements to this segment. This project is currently under design and programmed for construction in 2016.

3.4.2 Multimodal Emphasis Corridors

The plan designates segments of University Avenue and West 34th Street to Waldo Road as multimodal emphasis corridors to develop design solutions that enhance safety, comfort, convenience and access for all users, whether in a car, on foot, on a bicycle or using transit. Design elements may include signage, pavement markings, medians, facility modifications or additions (including narrower travel lanes, wider sidewalks and bike lanes), operational strategies, and curb extensions.

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The MTPO 2020 Livable Community Reinvestment Plan proposes transforming the character of University Avenue from NW 34th Street to Waldo Road from a five-lane, high-speed corridor to a three-lane roadway with one lane of traffic each way and a center turn lane. This concept allows for on-street parking and wider sidewalks, making the corridor area more of a pedestrian- friendly destination.

3.4.3 I-75 Interchange Modifications

Reflecting the I-75 Master Plan, the LRTP identifies interchange modification in the Cost Feasible Plan at four interchanges in the Gainesville Urbanized Area to improve traffic operations and safety. Interchange modifications in the study area include Newberry Road and NW 39th Avenue and the recently completed Archer Road interchange. 3.5 Transportation Mobility Supportive Policies

Establishing a multi-modal transportation system that supports mobility for a variety of modes including transit and bicycle/pedestrian is a priority for the Alachua County and the City of Gainesville. This involves an alternative approach to transportation concurrency in the urban areas including utilizing the provisions in transportation concurrency exception and multi-modal transportation districts that promote multi-modal mobility and reduce congestion.

3.5.1 Transportation Concurrency Exception Area

Besides transportation concurrency management, the TCEA encourages compact development, supports redevelopment in the urbanized areas, and promotes transportation choices. The TCEA is further subdivided into three zones with specific transportation mobility objectives. The Gainesville Urbanized Area includes a TCEA as an alternative transportation concurrency management approach.

The City of Gainesville has adopted a Transportation Concurrency Exception Area (TCEA) as a strategy to encourage economic vitality and promote urban redevelopment, infill development, and a wider range of viable travel choices. All land uses and development located within the TCEA, except for Developments of Regional Impact (DRI), are exempt from transportation concurrency for roadway level of service standards. However, the TCEA does not relieve requirements for development to mitigate its impact through multimodal transportation strategies, such as walking, bicycling and transit use, and urban design features.

The City of Gainesville is transitioning away from using TCEA and is in the process of amending its Comprehensive plan policies to delete this approach in favor of a new Transportation Mobility Program (TMP) that will be adopted as part of the update of the Comprehensive Plan. The new TMP will largely be based on the principles established in the Concurrency Management Element that ties land use development and transportation planning together to support a multi- modal transportation system.

3.5.2 Transportation Mobility Districts

Outside the urbanized area of Gainesville, the Alachua County Comprehensive Plan identifies several Transportation Mobility Districts to support roadway network connectivity, multimodal mobility and enhanced accessibility.

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Figure 3-4: Traffic Signals

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Figure 3-5: MTPO 2035 Cost Feasible Roadway Projects

3-9 December 2012

Existing and Future Conditions Analysis Report 4.0 – TRANSIT

4.0 TRANSIT

The study area includes a system of multimodal corridors. This section will help determine the feasibility for each alternative by identifying the potential for transit ridership and travel demand within the study area. This analysis will include existing transit information that will reflect the special student trip generators and trip purposes related to university and college campus trip making. 4.1 Route Locations

The existing ridership is at maximum capacity on several RTS bus stop and routes locations due to high travel demand and limited RTS funding. Buses travelling on several popular routes within the corridor are not able to increase ridership unless RTS expands its operational facilities.

Figure 4-1 identifies existing RTS route locations.

4.1.1 Service Frequency/Hours of Operation

The RTS service area operates routes on weekdays that provide a high level of service on segments of the study corridor. The service area provides fixed route service six days a week with services spanning from approximately 6:00am to 3:00am during weekdays. Service headways during peak service range from 10 to 60 minutes and 15 to 90 minutes during off peak hours.

RTS existing route characteristics are summarized in Table 4-1.

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Figure 4-1: Existing RTS Transit Service

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Table 4-1: Transit Route Charicteristics

Existing Routes Route Characteristics

Travels from the Rosa Parks downtown station to Butler Plaza. This includes about 10 Route 1 minute headways during peak hours and 30 minutes headways during off peak hours. Service is provided approximately over a 16 hour span.

Travels from the Rosa Parks downtown station to the Wal-Mart Supercenter on Waldo Route 2 Road. This includes about 60 minute headways during peak and non-peak hours. Service is provided approximately over an eight hour span.

Travels from the downtown station to the Oaks Mall. This includes about 20 minute Route 5 headways during peak hours and 30 minute headways during off--peak hours. Service is provided approximately over a 19 hour span.

Route 8, 9, 12, 16, 17, 35, 36 and 43 all travel on Archer Road to Shands Health Center Routes 8, 9, 12, 16, 17, and VA Hospital. This includes about 10 minute headways during peak hours, 20-23 35, 36, and 43 minutes for the remainder of the day. Service is provided approximately over a 16 hour span.

Travels on SW 62nd Boulevard to the Oaks Mall. This includes about 10 minute headways Route 20 during peak hours, 30 minutes for the remainder of the day and 30 minutes on weekends. Service is provided approximately over a 19 hours span.

Travels on SW 20th Avenue from Southwest 34th to Southwest 62nd. This includes about Route 21 seven minute headways during peak hours during weekdays. Service is provided approximately over a nine hour span.

Travels from University of Florida near Museum Road to Regional Airport. This includes Route 25 about 65 minute headways during peak hours during weekdays and on Saturday. Service is provided over an 11 hour span.

Travels from the Rosa Park s Downtown Station to the Walmart Supercenter. This includes Route 27 about 60 minute headways during peak hours during weekdays and weekends. Service is provided approximately over a seven hour span.

Travels the same as Route 20 with service into Cabana Beach. This includes service Later Gator Route C Thursday through Sunday.

Travels from Santa Fe to Regional Airport. This includes about 90 minute headways during Route 39 peak and non peak hours during weekdays only. Service is provided approximately over a ten hour span.

Travels from the downtown to Santa Fe College. This includes about 35 minute headways Route 43 during peak hours and 105 minutes headways during non peak hours.

Travels from Museum Road to Arlington Square. This includes about 15-30 minute Route 46 headways during peak hours during weekdays only. Service is provided approximately over a ten hour span.

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Travels from the Oaks Mall to Lexington Crossing. This includes about 60minute headways Route 62 during peak hours during weekdays only. Service is provided approximately over a nine hour span.

Travels to along Newberry Road from Oaks Mall to Butler Plaza. This includes about 35 Route 75 minute headways during peak hours and 53 during off peak hours.

Travels from Santa Fe College to Haile Market Square. This includes about 60minute Route 76 headways during peak hours during weekdays only. Service is provided approximately over a nine hour span.

Figure 4-2 shows number of weekday bus trips on a given segment during peak hour service. For example, dividing the number of buses per segment by 60 would give an effective headway of a bus every three and half minutes on Archer Road between SW 34th Street and SW 13th Street. SW 20th Avenue has a similarly high composite service frequency.

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Figure 4-2: Weekday Peak Hour Bus Trips

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4.2 Ridership and Stop Boardings/Alightings

Tables 4-2 and 4-3 and Figure 4-3 show the 2012 weekday ridership by corridor and results from the 2009 ridership survey.

Transit ridership in the corridor is strong, with service along 20th Avenue carrying the highest weekday ridership. The 2009 survey identified that more than 70 percent of the existing ridership is comprised of students travelling to the downtown and areas near the University of Florida campus. Students at Santa Fe College and the University of Florida pay a transportation fee each semester and receive unlimited ridership, contributing to the overall success of the system.

Table 4-2: Existing RTS Weekday Ridership by Corridor

CORRIDOR AVERAGE WEEKDAY RIDERSHIP

Downtown to Butler Plaza: via Archer Road 2, 647

Downtown to Wal-Mart Supercenter 457

Downtown to Oaks Mall: via University Avenue 1,843

Downtown to Gainesville Mall: via NW 6th Street 506

Downtown to E. Meadows 463

Shands to Northwood Village 1,452

Reitz Union to Hunters Run 3,982

Downtown to E Meadows 590

Rietz Union to Butler Plaza 3,858

Beaty Towers to Florida Works 2,137

Downtown to Gainesville Mall: via NE 15th Street 1,327

Beaty Towers to Sugar Hill 792

Beaty Towers to Downtown 890

Reitz Union to Oaks Mall: via 20th Avenue 5,412

Rietz Union to Cabana Beach 3,011

Reitz Union to SW 43rd Street at SW 24th Avenue 213

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CORRIDOR AVERAGE WEEKDAY RIDERSHIP

Oaks Mall to Santa Fe 971

Downtown to Job Corps 437

UF-Commuter Lot to Airport 247

City Eastside Circulator 117

HUB to SW 20th Avenue 647

Reitz Union to Homestead Apartments 261

Reitz Union to Williston Plaza 886

HUB to Gainesville Place 2,946

Santa Fe to Airport 160

Downtown to SFCC (via NW 39 Avenue) 1,146

UF-Downtown Circulator 688

Oaks Mall to Lexington Crossing 186

Oaks Mall to Butler Plaza 1,124

Oaks Mall to SW 24th Avenue at SW 75th Street 243

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Table 4-3: Faculty and University Study Transit Ridership by Route, 2009

UNIVERSITY STUDENT UNIVERSITY FACULTY TOTAL % OF UNIVERSITY ROUTE RIDERS RIDERS RIDERSHIP RIDERS

1 239, 084 18, 016 451, 794 57% 2 5,116 1,673 68,913 10% 5 170,703 5,864 370,551 48% 6 4, 602 2,211 86,265 48% 7 8,672 2,280 91,086 12% 8 161,800 15,846 284, 306 62%

9 663,337 3, 542 693, 492 96% 12 634,994 4,145 673, 190 95% 16 245,692 7, 868 284, 079 89% 17 170,895 6,888 227, 318 78% 20 766,142 10, 749 874, 410 89% 21 295,673 2, 417 308, 454 `97% 24 4,820 1,702 89,900 7% 34 392,316 1,957 409,268 96% 35 520,706 13,632 575,880 90% 36 100, 894 438 104, 044 97%

43 62, 727 14,135 163, 181 47%

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Figure 4-3: Average Weekly Passengers by Route

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4.3 Service Performance

The operational performance for RTS service includes 21 fixed routes, four late evening routes and nine routes on the University of Florida main campus. Ten of the 21 fixed routes provide transfer connections in downtown Gainesville while 12 routes run through to the University of Florida.

The monthly passenger productivity of the RTS system generally follows university academic schedule, with the peak ridership occurring in the month of September when classes begin and declines in May after graduation. There are dips in ridership that can be seen in Table 4-4 that occur during the winter and spring breaks.

Table 4-4: RTS System Productivity By Month

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4.4 Infrastructure

The bus vehicle types in existing operation in the study area include standard 40-foot buses with average speeds of 10 to 12 mph running in mixed traffic. Several connecting points function as route anchors. These locations are major attractors of transit trips, which serve as schedule time points and allow for coordination of route transfers. The connecting points are as follows:

Rosa Parks RTS Downtown Station – Major Transfer Facility Oaks Mall – Transfer Stop and Unofficial Park-and-Ride Butler Plaza – Transfer Stop (Shelter Only) Reitz Union (McCarty Drive – UF Main Campus) – Transfer Stop UF Park-and-Ride Lots – Park-and-Ride for UF Faculty, Staff, and Students Table 4-5 identifies the characteristics of each route, including the length number of stops, and percentage of the route within the City of Gainesville.

Table 4-5: Existing Route Charicteristics

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4.4.1 Rider Survey

RTS conducted an on-board survey of its riders as part of the 2010-2019 Transit Development Plan Major Update. The survey provided information for planning service improvements and determining future transit needs in the RTS service area, as well as data about the demographic make-up and travel characteristics of its existing customer base. 4.5 2035 Cost Feasible Transit Projects

The 2035 LRTP places an emphasis on providing transit projects and improving the existing transit service network. Some of the priority projects support an expanded transit network including the development of an east-west Bus Rapid Transit network to relieve traffic congestion and improve existing transit service.

4.5.1 RTS Maintenance Facility

The Gainesville Regional Transit System has experienced tremendous growth in ridership over the last decade. However, increasing service levels have reached the system’s ability to maintain a cost efficient fleet. Future development growth in Alachua County, the City of Gainesville, and at the University of Florida depends on an expanded transit system – including development of a Bus Rapid Transit network – requiring a new maintenance facility. The adopted plan includes funding for a phased expansion of the new RTS maintenance facility to support better transit service throughout the community.

4.5.2 Bus Rapid Transit

A centerpiece of Gainesville’s and Alachua County’s future transportation network is a planned Bus Rapid Transit network that would provide a critical east-west high capacity transit link from the Santa Fe College area to the University of Florida, downtown Gainesville and the Gainesville Regional Airport.

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Figure 4-4: MTPO LRTP 2035 Cost Feasible Transit Projects

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5.0 TRAFFIC

For the year 2035 traffic growth factors will be developed based on a review of existing traffic volumes and the Alachua County/Gainesville Urbanized Area Travel Demand Model. The traffic growth factors will be applied to different roadway segments and key intersections to assess base year and future year traffic operations impacts along potential BRT corridors. The existing/ future traffic conditions have been evaluated and incorporated in this report. 5.1 Daily Traffic Volumes

High traffic volumes exist on all of the major arterial roadways within the study corridor including Newberry and Archer Roads near the downtown and on University Avenue. Traffic count data were obtained from the FDOT and from the City of Gainesville.

Figure 5-1 shows the existing annual average daily traffic (AADT) volumes identifying the most congestion and traffic volumes identified along SW 20th Street from SW 75th Street to SW 62nd Boulevard and along Archer Road and University Avenue.

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Figure 5-1: Existing Annual Average Daily Traffic

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5.2 Daily Traffic Level of Service

5.2.1 Congested Roadways

As part of the traffic assessment, traffic volumes were obtained from The 2012 Multimodal Level of Service Report produced by the MTPO. This is based on 2011 Average Annual Daily Traffic (AADT) and assessed the level on Gainesville roadways. The information in this section summarizes the automobile level of service on the segments of the study corridor received.

Figure 5-2 shows some of the most existing congested roadways in the corridor as categorized with weekday peak period level of service (LOS) E and F. Table 5-1 more specifically identifies congested roadway segments within the study corridor. Figure 5-3 identifies 2035 congested roadways from the MTPO adopted LRTP.

Table 5-1: 2012 Roadway Level of Service Report

LOS SCORE ON FROM TO

F NW 23rd Street NW 83rd Street Fort Clarke Boulevard

F Fort Clarke Boulevard NW 23rd Street Newberry Road

F Newberry Road Fort Clarke Boulevard SW 62nd Street

E Archer Road Gale Lemerand Drive SW 13th Street

F SW 13th Street Archer Road University Avenue

E NE Waldo Road University Avenue Gainesville Regional Airport

E NW 83rd Street NW 39th Avenue NW 23rd Avenue

F NW 13th Street SW 20th Avenue SW Archer Road

F SW Archer Road SW 34th Street Gale Lemerand Drive

F SW 62nd Street Newberry Road SW 20th Street

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Figure 5-2: Level of Service

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Figure 5-3: 2035 Congested Roadways

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5.2.2 Multimodal Quality of Service

The multimodal quality of service identified in the Gainesville Urbanized Area LRTP monitors areas of congestion within bicycle, pedestrian, roadway and transit facilities. Within the Gainesville urbanized area, Table 5-2 shows the multi-modal level of service (MLOS) standards.

Table 5-2: Alachua County MLOS

LEVEL OF SERVICE (LOS) STANDARD OF MEASURE

Pedestrian B Based on Presence of a pedestrian facility

Bicycle B Based on Presence of a bike lanes / paved shoulders

Express Transit B Based on Peak Hour Frequency of 15 minutes or less

Motor Vehicle* D Professionally Accepted Traffic Analysis

Motor Vehicle* - SIS** C Professionally Accepted Traffic Analysis in consultation with FDOT

Note: * = Details regarding professionally accepted analysis provided in Appendix. ** = Strategic Intermodal System (SIS) analysis standards provided in Appendix.

The general intent of the MLOS is to achieve higher levels of service for pedestrians, bicyclists, and transit along vital corridors. As the urbanized area grows and achieve transit supportive intensities and densities, the multimodal transportation emphasis along these corridors will shift to transit service and operational improvements. 5.3 Crash Experience

The most recent crash data from the City of Gainesville is available for 2009-2011. Within the corridor a total number of 12,260 crashes in the three year period were identified along all of the major roadways including Archer Road, SW 20th Avenue and University Avenue. In Figure 5-4, the numbers of crashes per roadway mile by segment have been illustrated in the study area. This information helps to analyze safety hazards at a particular location based on the existing number of traffic volumes.

Crashes with injuries and fatalities at intersections were also reviewed within the study area to understand areas and identify areas of high crash locations. Specifically, the crash data was summarized and categorized by type of intersection, as follows.

A total of 604 crashes with injuries or fatalities were identified at all intersections A total of 88 crashes were identified at major intersections

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Figure 5-4: Crashes Per Road Segment Mile 2009-2011

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Figure 5-5 shows the number of crashes with injuries and fatalities at intersections that involve bicycles or pedestrians. The number crashes involving pedestrians were significantly higher at major intersections near Archer Road, SW 20th Avenue and in areas close to the downtown and in areas in east Gainesville.

A total of 281 pedestrian crashes with injuries or fatalities were identified at the intersection on 34th Street and Archer Road. A total of 246 injuries or fatalities were identified at all other major intersections.

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Figure 5-5: Crashes Involving Pedestrians and Pedestrian Injuries/ Fatalities by Intersection 2009-2011

5-9 December 2012

Existing and Future Conditions Analysis Report 6.0 - PARKING

6.0 PARKING 6.1 Parking Supply

Both on-street and off-street parking availability was examined in the study corridor. Commuter parking demand associated with any new or expanded park-and-ride facilities at the east and west ends of the study corridor have also been identified.

The existing parking supply is limited for students on the University of Florida campus. Figure 6-1 identifies the on street parking availability near the campus.

There are several convenient parking locations near businesses and restaurants in Downtown Gainesville. Figure 6-2 identifies the off street parking availability near the Downtown. NW 83rd Street allows on street parking for a segment between NW South Road and NW 23rd Avenue which can accommodate up to about 30 vehicles on both sides of the road. The on street parking disappears prior to the intersections to accommodate turn lanes. 6.2 UF Park-and-Ride Analysis

Park-and-ride facilities can provide key options for commuters wishing to carpool and/or use transit to reach their destinations, in addition to addressing traffic congestion and parking issues. They provide a location for commuters to park and join others in a carpool or vanpool and travel to their workplace or other desired destination. A park-and-ride lot may serve as a transfer point for commuters to switch to transit (fixed route, express bus, BRT, rail, etc.). A park-and-ride lot may provide a central location where travelers can ride or walk the remaining distance to their destination due to parking limitations and/or costs. The first two types of park- and-ride facilities are generally located closer to the traveler’s residence, while the third is usually closer to the final destination, such as a major workplace or activity center.

The University of Florida Campus Master Plan park-and-ride analysis sought to identify park- and-ride lot locations with the greatest potential for success for both the general commuting public and UF employees and students. The methodology and results of the analysis are described below.

6- 1 December 2012 Existing and Future Conditions Analysis Report 6.0 - PARKING

Figure 6-1: On-Street Parking for the University of Florida

6-2 December 2012 Existing and Future Conditions Analysis Report 6.0 - PARKING

Figure 6-2: Parking Avilability Near Downtown

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Relevant criteria for determining success of park-and-ride lots were identified from Transit Cooperative Research Program (TCRP) Report 95, Traveler Response to Transportation System Changes, Chapter 3, Park-and-Ride/Pool. For consistency with the Year 2035 LRTP, the park-and-ride lots included in the Year 2035 Needs Plan were assessed. While a number of criteria were considered for this analysis, the following criteria were determined to be most relevant for purposes of evaluating park-and-ride facilities/locations in the Gainesville area:

Driving distance from home to park-and-ride facility Distance of park-and-ride facility from destination Development density in area around park-and-ride lot Hours during which transit service is provided at park-and-ride lot Frequency of transit service at park-and-ride lot Park and ride lot location along congested corridors Relative trip duration by automobile (total trip from home to destination) Each criterion used for the park-and-ride analysis is discussed in detail below in the results section. The discussion provides information on assumptions made as well as data sources and analysis conducted.

The following additional criteria for park-and-ride lot success were identified but were not used for this analysis:

Distance from destination, where the park-and-ride lot is greater than five miles – preferably greater than 10 miles – from the activity center/destination. Most of the lots are within 5 miles of the destination. Quick and easy highway access, preferably within 1/2 mile or so of the direct auto travel route and with good visibility. All proposed lot locations in this analysis are within ½ mile of the auto travel route, Visibility from major corridor. This item has more to do with signage and design of the park-and-ride lot and should be considered when siting and designing lots. Existence of significant parking costs and/or scarcity of parking in the Central Business District (CBD) or other major attraction served. It was assumed this criterion applied for all park-and-ride lots in this analysis because of the current parking policies and capacity at UF. 6.2.1 Driving distance from home to park-and-ride facility

Research indicates that park-and-ride lots will generally be more successful if located less than 50 percent of the total journey time from the patron’s home to the final destination. For example, if it takes 20 minutes to travel from the park-and-ride lot to the destination, commuters who live less than 20 minutes from the park-and-ride lot (further away from the destination) are most likely to use the park-and-ride lot. In addition, commuters who live within a few minutes of the park-and-ride lot in the inbound direction from the park-and-ride lot to the destination may also be likely to use the facility.

To evaluate the potential park-and-ride locations, the number of likely patrons meeting this criterion was calculated using residence data provided by the UF as well as information on projected population and travel times from the transportation model developed for the 2035

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LRTP for the Gainesville Urbanized Area. A “capture area” was identified for each park-and- ride lot based on the peak hour auto travel time to UF from the 2035 model. For the purposes of this analysis, the intersection of Gale Lemerand Drive and Museum Road on the University of Florida main campus was used as the “destination” (per the direction of UF staff).

Auto travel times were calculated using the 2035 Needs Plan (as coded into the LRTP model) for purposes of this analysis. This analysis was conducted to assist with development of the 2035 Cost Feasible Plan and to provide an indication of the park-and-ride lots with the greatest potential for success. For that reason, it was determined that the Needs Plan network would be most helpful for several reasons. First, while it is unlikely that all transportation modifications identified in the Needs Plan would be implemented, various factors related to transit service affect the success of park-and-ride lots. Second, most of the park-and-ride lots would not have any transit service without future transit enhancements that were included in the Needs Plan.

Figure 6-3 shows the process of identifying capture areas for each park-and-ride lot. Along Newberry Road shows the travel demand model nodes within 50 percent of travel time from one park-and-ride lot to the UF destination. Figure 6-4 shows the generalized capture area based on the travel times and nodes. The same steps were completed to identify the capture area for each park-and-ride lot. It should be noted that most of the capture areas overlap due to the relatively short travel times and locations of some potential park-and-ride lots close to each other. In addition, some number of patrons that live with ½ mile or so of the park-and-ride lot (in the inbound direction) may also use the lot, depending on a number of other conditions, such as ease of access, difficulty of parking at destination, etc.

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Figure 6-3: Park-and-Ride Lot Capture Area using Model Nodes for Travel Time

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Figure 6-4: Generalized Capture Areas for All Potential Park-and-Ride Lots

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Once the capture area was identified for each park-and-ride lot, the number of residents (both UF employees/students and general population) within that lot’s capture area was calculated. Data and analysis from the Year 2035 LRTP were used for these calculations. An accessibility analysis conducted for the LRTP provided estimated employment and residential data based on 10-acre grid cells and allowed for more specific estimates within the capture area (for more information on the accessibility analysis, see the Year 2035 LRTP documentation). The Traffic Analysis Zones (TAZs) used for the Year 2035 LRTP model also provided another set of estimated employment and residential data as well as UF student and employee residence locations (per TAZ). In general, this set of figures is higher due to the generalized nature and size of the TAZs. Table 6-1 provides a summary of this analysis for each potential park-and- ride lot.

Using dwelling units as a proxy for future population, several park-and-ride locations show an increased number of dwelling units in the capture area, they are Newberry Road/Ft. Clarke Blvd., I-75/Newberry Road (Oaks Mall), and NW 39th Avenue/I-75 (Santa Fe College/Spring Hills area). The UF employment residence data indicate that the lot location with the third highest concentration becomes the lot at NW 34th Street and US 441 (Northwood Village) rather than the Spring Hills location. The UF student residence data demonstrate the difference in distribution of student residence locations. Several lot locations show an increased number of UF student residences in the capture areas, they are the Butler Plaza area, US 441/Williston Road, and I-75/Newberry Road (Oaks Mall). Because these areas are already well-served by transit service directly into the UF area, and students represent a large percentage of the ridership on these routes, it is unlikely that these figures indicate a high potential for use of a park-and-ride lot. Finally, the ratio of the employees to dwelling units for each capture area was calculated to provide an indication of the density and diversity of the land uses in the capture area.

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Table 6-1: Population and Employment in Park-and-Ride Lot Capture Areas

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6.2.2 Development density in the area around park-and-ride lot

A 2001 study of Florida’s remote lot users found that about 50 percent of users live within three miles of the lot and 90 percent come from within 19 miles (Center for Urban Transportation Research, 2001). The primary focus is on the area around the park-and-ride lot as a catchment area, similar to the driving distance measure discussed above. Evaluation of this item focused on UF employee and student residences within three miles of the potential park-and-ride lots. This analysis involved calculating the distance from UF to the park-and-ride lot and selecting the TAZs within three miles of the lot (excluding TAZs on the inbound side of the lot, except those within a short distance). Table 6-2 summarizes the number of UF students and employees living within the three-mile catchment area of each potential park-and-ride lot. In this analysis, the three lots with the highest potential for use by UF employees are Archer Road and Tower Road (SW 75th Street), Butler Plaza area, and Newberry Road/Ft. Clarke Blvd. For UF students, the three highest potential locations are the same as in the previous analysis: Butler Plaza area, US 441/Williston Road, and I-75/Newberry Road (Oaks Mall). Figure 6-5 provides a visual representation of the results of the accessibility analysis in the area of each park-and-ride lot. The highly accessible areas are those where a wide range of transportation options would be available in conjunction with a mix of land uses, jobs and housing. Each potential park-and-ride lot location is shown in a different color, corresponding with the colors in the associated tables.

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Table 6-2: UF Employee and Students within Three Miles of Potential Park-and- Ride Lots

UF Off UF Off Campus Campus Location Facility Type Node Students Employees Intermodal Newberry Road and CR 241 Center/Park & Ride (Jonesville) Lot 1365 70 235

Intermodal NW 39th Avenue and I-75 Center/Park & Ride (Springhills Area) Lot 1511 278 634 Newberry Road and Ft. Clarke Blvd. Park & Ride Lot 1523 477 1201 Intermodal Archer Road and Tower Road (SW Center/Park & Ride 75th Street) Lot 1574 460 1432 I-75 and Newberry Road (Oaks Mall) Park & Ride Lot 1619 1698 1135 Intermodal Butler Plaza Area Center/Park & Ride Lot 1801 6602 1491 Intermodal NW 34th Street and US 441 Center/Park & Ride (Northwood Village) Lot 1992 162 440 US 441 and Williston Road Park & Ride Lot 2185 3263 668 Intermodal NE 39th Avenue and Waldo Road Center/Park & Ride (Airport Area) Lot 2905 24 55 Intermodal Eastside Activity Center (SE 43rd Center/Park & Ride Street and SE Hawthorne Road) Lot 2951 66 115

6-11 December 2012 Existing and Future Conditions Analysis Report 6.0 - PARKING

Figure 6-5: Park-and-Ride Lot Locations and Accessibility Analysis

6-12 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

7.0 PEDESTRIAN AND BICYCLE FACILITIES

This section identifies multimodal and livability activities within the study area. Existing sidewalk locations include existing and future multi-use paths. In addition, existing and proposed bicycle facilities were identified. 7.1 Pedestrian Facilities

Existing sidewalk locations within the study corridor are detailed in this section, including an overview of multi-use paths located in the study area.

Figure 7-1 displays the network of the sidewalks and existing and future multi-use paths in the Gainesville area. The largest concentration of sidewalks occurs around the University of Florida campus and downtown Gainesville in the eastern portion of the study area. In the western portion of the study area, sidewalks are concentrated around Newberry Road near the Oaks Mall. Roads with extensive sidewalks include University Avenue, SW and NW 13th Street, Southwest 2nd Avenue and NW 34th Street, NW 6th Street, Main Street, NW and NE 8th Avenue, NW and NE 16th Avenue and NW and NE 39th Avenue. It is important to note that portions of South 4th Avenue only have sidewalks on one side of the street.

The roads with extensive existing multi-use paths include Archer Road, Depot Avenue, 6th Street, NE Waldo Road, SW 23rd Terrace, and SW 62nd Boulevard. Roads with planned future multi-use paths include NW 23rd Avenue, SW 20th Avenue, and Main Street. Figure 7-1 identifies the existing sidewalk locations and Table 7-1 identifies the planned future pedestrian facilities within the study area.

Table 7-1: Planned Bicycle/Pedestrian Trail Projects

FROM TO

Archer Road SW 34th Street

SW 34th Street Hull Road

Hull Road SW 20th Avenue

Santa Fe College NW 23 Avenue

NW 83rd Street Fort Clarke Boulevard

SW 62nd Boulevard SW 34th Street

Archer Road University Avenue

7- 1 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

Figure 7-1: Alachua County Existing Sidewalk Locations

7-2 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

The 2012 Multimodal Level of Service Report produced by the MTPO and assessed the quality of service for pedestrians on Gainesville roadways. Table 7-2 below summarizes the pedestrian level of service the segments of the study corridor received. No segments along the study corridor received scores of A, B or C.

Table 7-2: Pedestrian Quality Level of Service

LOS SCORE ON FROM TO

D NW 23rd Street NW 83rd Street Fort Clarke Boulevard

D Fort Clarke Boulevard NW 23rd Street Newberry Road

D Newberry Road Fort Clarke Boulevard SW 62nd Street

D Archer Road Gale Lemerand Drive SW 13th Street

D SW 13th Street Archer Road University Avenue

E NE Waldo Road University Avenue Gainesville Regional Airport

E NW 83rd Steet NW 39th Avenue NW 23rd Avenue

E SW 34th Street SW 20th Avenue SW Archer Road

E SW Archer Road SW 34th Street Gale Lemerand Drive

F SW 62nd Street Newberry Road SW 20th Avenue

F SW 20th Avenue SW 62nd Street SW 34th Street

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7.2 Bicycle Facilities

Based on information gathered on multimodal facilities the largest concentration of bicycle lanes occurs around the UF campus. Roads that feature extensive bicycle lanes are some of the most frequently traveled roads in Gainesville and include SW 20th Avenue, SW 34th Street, SW 2nd Avenue, Williston Road, and SW 13th Street. In addition, Museum Road, Hull Road, Gale Lemerand Drive, and Radio Road on the UF campus all have bicycle lanes. Of particular note, the Depot Avenue Rail-Trail is a shared use path connecting the Veteran’s Administration Hospital and Shands Hospital at Archer Road with the Rosa Parks Transfer Station near downtown Gainesville. Additionally, many other existing and proposed bicycle lanes connect with the study corridor or are located within the study area, as shown in Figure 7-2.

The 2009 Bicycle Usage and Trends Program conducted by the MTPO used bicycle counts to analyze the locations and volumes of bicyclists in the Gainesville Urbanized Area. The study indicated that the number of bicycles on facilities increased closer to campus. The study counted the largest percentage of bicycles at the four count locations near the UF, which represented 61.71 percent of the bicycle volume. The intersections of Newberry Road and NW 62nd Street and NW 23rd Avenue and NW 83rd Street had the lowest bicycle counts. The study also determined that bicycle volume is generally constant from 8:00 a.m. to 6:00 p.m. and range from one to 26.5 percent of the total volume at the count locations.

The 2012 Multimodal Level of Service Report based on 2011 Average Annual Daily Traffic also evaluated the quality of service of bicycle facilities on Gainesville roadways. The report does not include the roadways on the UF campus; however, those roads all exhibit a “good” to “very good” quality of service based on low traffic speeds, relatively low traffic volumes, and an extensive network of on street bicycle facilities.

7- 4 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

Figure 7-2: Alachua County Existing Bicycle Facilities

7-5 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

Table 7-3 summarizes the bicycle quality of service along segments of the study corridor. No segments received a score of F.

Table 7-3: Bicycle Quality of Service

LOS SCORE ON FROM TO

B SW 20th Avenue SW 62nd Street SW 34th Street

B SW 34th Street SW 20th Avenue SW Archer Road

C SW Archer Road SW 34th Street Gale Lemerand Drive

C NE Waldo Road University Avenue Gainesville Regional Airport

D NW 23rd Street NW 83rd Street Fort Clarke Boulevard

D Newberry Road Fort Clarke Boulevard I-75

D SW 13th Street Archer Road University Avenue

D University Avenue SW 13th Street NE Waldo Road

E NW 83rd Street NW 39th Avenue NW 23rd Avenue

E Fort Clarke Boulevard NW 23rd Avenue Newberry Road

E Newberry Road I-75 SW 62nd Street

E SW 62nd Street Newberry Road SW 20th Avenue

E Archer Road Gale Lemerand Drive SW 13th Street

7- 6 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

7.3 Multimodal Policy Framework

Establishing a multimodal transportation system that supports mobility for a variety of modes including transit and bicycle/pedestrian is a priority for the Alachua County and City of Gainesville.

7.3.1 Alachua County

Alachua County has established a goal within its comprehensive plan to establish a multimodal transportation system that provides mobility for pedestrians, bicyclists, transit users, motorized vehicle users, users of rail and aviation facilities, and is sensitive to the cultural and environmental amenities of Alachua County. Alachua County has adopted a multimodal mobility fee as a basis for generating revenue and providing development incentives to support bicycling, walking and transit in activity centers and urban clusters.

Multimodal Quality of Service

Within the Transportation Mobility Districts, the Alachua County Comprehensive Plan adopts the following multi-modal level of service (LOS) standards within the Urban Cluster:

Table 7-4: Alachua County Multimodal Level of Service Standards Level of Service (LOS) Standard of Measure

Pedestrian B Based on Presence of a pedestrian facility Bicycle B Based on Presence of a bike lanes / paved Express Transit B Basedshoulders on Peak Hour Frequency of 15 minutes Motor Vehicle* D Professionallyor less Accepted Traffic Analysis Motor Vehicle* - SIS** C Professionally Accepted Traffic Analysis in consultation with FDOT Note: * = Details regarding professionally accepted analysis provided in Appendix. ** = Strategic Intermodal System (SIS) analysis standards provided in Appendix.

The general intent of the MLOS is to achieve higher levels of service for pedestrians, bicyclists, and transit along vital corridors. As the urbanized areas grow and achieve transit supportive intensities and densities, the multimodal transportation emphasis along these corridors will shift to transit service and operational improvements.

7.3.2 City of Gainesville

Gainesville Comprehensive Plan / Transportation Mobility Element

This policy involves implementing multimodal improvements from downtown to the UF that promote multimodal mobility and recognize that roadway congestion needs to be addressed with means other than adding capacity and maintaining roadway level of service.

The Concurrency Management Element of the Gainesville Comprehensive Plan also carries out multimodal objectives and encourages redevelopment of the eastern part of the Gainesville and the area near the UF. The following multimodal activities are transit supportive:

Sidewalk connections from the development to existing and planned public sidewalks

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Provide safe and convenient on-site pedestrian circulation such as sidewalks connecting buildings and parking areas at the development site. Widening of existing public sidewalks to increase pedestrian mobility and safety. 7.4 2035 Cost Feasible Bicycle and Pedestrian Projects

The 2035 LRTP places an emphasis on multimodal mobility and accessibility strategies. The priority projects support multimodal accessibility along key corridors, including bicycle and pedestrian improvements.

7.4.1 University Avenue and NW 13th Street Multimodal Emphasis Corridors

The plan designates segments of these two roadway segments as multimodal emphasis corridors to develop design solutions that achieve balance among modes to enhance safety, comfort, convenience and access for all users, whether in a car, on foot, on a bicycle or using transit. Design elements that may include signage, pavement markings, medians, facility modifications or additions (including narrower travel lanes, wider sidewalks and bike lanes), operational strategies, curb extensions and other measures to enhance multimodal mobility and accessibility. Lane reductions are not currently under consideration.

7.4.2 Cross Campus Bicycle and Pedestrian Enhancements

The plan designates segments of Archer Road as a bicycle and pedestrian trail to enhance safety, comfort, convenience and access for bicycle and pedestrian users. Design elements that may include signage, pedestrian and bicycle improvements. Portions of these facilities are programmed for construction in 2015.

7.4.3 Hull Road Connector Bicycle and Pedestrian Enhancements

The plan designates segments of Hull Road parking area and SW 20th Avenue as a bicycle and pedestrian trail to enhance access for pedestrian and bicycle users. Design elements that may include signage, pedestrian and bicycle improvements

7- 8 December 2012 Existing and Future Conditions Analysis Report 7.0 – PEDESTRIAN AND BICYCLE FACILITIES

Figure 7-3: MTPO 2035 Cost Feasible Bicycle and Pedestrian Projects

MTPO 2035 Cost Feasible Bicycle and Pedestrian Projects

7-9 December 2012

Existing and Future Conditions Analysis Report 8.0 – TRAVEL DEMAND MANAGEMENT

8.0 TRAVEL DEMAND MANAGEMENT

Several recent traffic demand management projects have received funding to provide short-term congestion relief for local commuters; and they include:

Smart bus bay along SW 20th Avenue Northbound left-turn lane along at intersection of SW 20th Avenue Carpool/Carsharing Programs 8.1 Carpool / Carsharing Programs

Information from the UF Campus Master Plan was collected for the carpool program for faculty members to get to campus or Shands Hospital. Each two- person carpool group is assigned to a reserved carpool area for parking. Figure 8-1 shows vehicle occupancy by survey location in conjunction with carpool parking locations on the UF campus. In general, it appears that higher numbers of cars with more than one person (carpools) were observed at count locations relatively close to carpool parking locations.

Another commuter assistance program identified is the Commuter Choice Employer Outreach Program. The program provides additional opportunities to employers to offer employees up to $100.00 per month tax-free for transit use. The Employee Bus Pass Program offers prepaid service to employees. Alternative programs help to reduce the number of vehicle trips during peak travel times. Figure 8-1 presents vehicle occupancy data based on survey data collected at UF main entry points. The majority of the vehicles entering the campus are single occupancy and the map identifies more opportunities to capture single occupancy vehicles into a ride share program. 8.2 Other Strategies

The UF Campus Master Plan addresses other alternative programs, which include the establishment of a commuter assistance program by entering into a partnership with RTS through a service development grant. Based on the information collected, there is a large demand for Sunday service. The UF students participating in the development of the Campus Master Plan requested an east-west circulator to provide Sunday service on the campus. The opportunity to provide Sunday service led to the development of new bus routes with transit funding support provided by the FDOT and the UF.

Other ridesharing programs provided by the UF for students, faculty and staff include the Zipride program. This program allows students and faculty members to commute together to similar destinations or popular events. Another ride sharing program identified is the Zipcar program. This program allows students and faculty to reserve a car by the hour or by the day. The Gator Lift program provides transportation service on campus to students and faculty members with temporary or permanent disabilities. The Campus Cab taxi service provides free transportation to faculty and staff members located on the main campus, east campus, and Shands Hospital.

8- 1 December 2012 Existing and Future Conditions Analysis Report 8.0 – TRAVEL DEMAND MANAGEMENT

Figure 8-1: Vehicle Occupancy Entering UF Campus

8-2 December 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

9.0 DEMOGRAPHICS

The data obtained for population and employment information is developed from city and county sources, and produced by the MTPO as part of its LRTP planning efforts. Table 9-1 summarizes population and employment levels in Gainesville and Alachua County in 2010. It includes 2010 Census data that counted a population of 124,354 people in the City of Gainesville, up from 95,447 in 2000. 9.1 General Population

The data collected is used to graphically represent various demographic statistics within the study area. These demographic factors were selected due to their relationship with the propensity to use transit. For example, students are typically more likely to use transit than the population at large, as are households with no vehicles. The demographic information gathered shows the distribution of the following statistics for the study area:

Population per acre Distribution of population below poverty Households income Car ownership Student population Employment per acre

Table 9-1: Population and Employment 2010

AREA POPULATION EMPLOYMENT

Gainesville 124,354 58,763

Alachua County (excluding 122,982 31,000 Gainesville)

The City of Gainesville 2007 existing population density is collected by transportation analysis zone (TAZ). The highest density areas were generally clustered in and around downtown Gainesville, areas surrounding the UF campus and near the Oaks Mall near the intersection of I-75 and Newberry Road. In areas between Archer Road, Williston Road, SW 34th Street and SW 23rd Street high population densities exist and include a number of student-oriented housing complexes. Figure 9-1 identifies 2007 population density per acre.

9- 1 December 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

Figure 9-1: 2007 Persons Per Acre

9-2 December 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

The projected 2035 population density by TAZ indicates the anticipated growth patterns for the Gainesville area. The locations of higher and lower densities are generally the same in 2035 as in 2007. However, there are areas where density is expected to increase by 2035. Most notably, increased density in 2035 is expected in areas west of I-75 between Archer and Williston Roads, east of Santa Fe College and northwest of the Newberry Road/I-75 interchange. The latter two areas are located within the study area. Figure 9-2 identifies the 2035 future population density per acre. 9.2 Transit- Dependent Populations (2010)

Transit dependent populations include the elderly, student populations, populations with incomes below the poverty level and households with no access to a vehicle. The following sections identify the opportunities for providing enhanced public transportation service to transit dependent populations within the study corridor.

9.2.1 Minority

According to the information presented on Figure 9-3, the highest concentrations of minority populations are located south of the UF campus, in east Gainesville and along the I-75 corridor.

9.2.2 Percent of Low Income Population

The data obtained for low-income households identifies the income distribution from 2000-2010. While the two areas were fairly similar in 2000, the rest of Alachua County has become considerably more affluent than Gainesville over the past decade.

Table 9-2: Household Income Distribution, 2000 and 2010

REST OF ALACHUA GAINESVILLE COUNTY

Income Range 2000 2010 2000 2010

Less than $25,000 45% 44% 38% 26%

$25,000-$49,999 26% 25% 28% 22%

$50,000-$99,999 21% 19% 24% 31%

$100,000 and Above 8% 12% 10% 21%

Source: 2000 Census and 2010 American Community Survey

The percent of the population below poverty with the highest concentrations is generally located in the vicinity of the University of Florida Campus, just east of downtown Gainesville and along the I-75 corridor, as shown in Figure 9-4.

9- 3 December 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

Figure 9-2: Projected 2035 Persons Per Acre

9-4 December 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

Figure 9-3: Percent of Minority Population

9-5 November 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

Figure 9-4: Percent of Population Below Poverty

9-6 November 2012 Existing and Future Conditions Analysis Report 9.0 - DEMOGRAPHICS

9.2.3 Low Car Ownership

Concentrations of households with low car ownership or without access to one or more vehicles provide an indication that a community is dependent on public transportation. Residents in these communities rely on public transportation, walking or bicycles to access jobs and other areas including medical, retail and educational destinations. Typically, these households exhibit a higher propensity to use transit. Figure 9-5 identifies areas with more than 60% of households having one car or less. They are located throughout the City but are particularly concentrated near downtown Gainesville, the UF campus, areas of northeast and southwest Gainesville and areas of Alachua County. Areas surrounding Santa Fe Community College also contain a high share of households with limited vehicular access.

9.2.4 Students

Students are likely to use transit due to limited access to a vehicle and, particularly in a City like Gainesville, because of a transit system that is well designed to address the travel needs of students. Due to the presence of the University of Florida and Santa Fe College, there is a larger presence of students. The largest concentration of students is found in the vicinity of the University of Florida campus and east of SW 34th Street between Archer and Williston Roads. The UF student population by TAZ and student ridership as a percentage of total bus ridership is identified in Figure 9-6. In addition to roadways within the University of Florida, major corridors with the highest percentage of student riders include University Drive, Archer Road, 13th Street, 23rd Street, and 34th Street. Portions of downtown and the northern areas of the City also contain high levels of student ridership. Significant levels of student ridership along NW 39th Avenue west of NW 43rd Street are largely due to Santa Fe College students.

9.2.5 Employment

Based on data collected for the City of Gainesville and Alachua County and from the U.S. Census Bureau’s Local Employment Dynamics program the total employment for 2010 in the City of Gainesville is 58,763. The employment in the rest of Alachua County totals 31,000 jobs. The employment density by TAZ is clustered in and around downtown Gainesville, areas surrounding the University of Florida campus and near Oaks Mall. Figure 9-7 identifies concentrations of existing employment density.

The projected 2035 employment density by TAZ identifies the anticipated growth patterns. Higher and lower intensity employment areas are generally situated in the similar locations in 2035 as they are in 2007. Some intensification of employment will occur throughout the study area by 2035. The most notable areas will occur west of I-75, near Archer Road and Williston Road. Figure 9-8 identifies concentrations of 2035 employment density.

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Figure 9-5: Low Income Map

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Figure 9-6: UF Student Population 2010-2020

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Figure 9-7: 2007 Employees Per Acre

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Figure 9-8: Projected 2035 Employees Per Acre

9-1 November 2012

Existing and Future Conditions Analysis Report 10.0 – LAND USE AND ENVIRONMENT

10.0 LAND USE AND ENVIRONMENT

This section provides an overview of existing and future (2035) land use conditions in the study area. As part of the information gathering, land use and development patterns were evaluated. Land use and the environment are important components of achieving the overall community vision for the study area. Existing bus service and other multimodal investments should be closely linked to activity centers, new development and existing transit supportive plans. 10.1 Land Use

10.1.1 Land Use Patterns

The following map identifies existing land use designations based on the 2011 property appraisers parcel database.

Figure 10-2 identifies the future land use designation of parcels in the study area. Parcels in red have commercial future land use designations while those in yellow are residential. Besides residential and commercial land use designations, mixed uses are identified in purple.

Looking at this overview of existing and future land use patterns clearly identifies high concentrations of residential along Northwest 39th Avenue near I-75 and Santa Fe College. The segment west of the intersection of SW Archer Road and I-75 is bordered by higher density residential and commercial developments. Station stop placement and modifications to the future land use map will provide integrated land uses. These options are used to reduce the automobile dependency in these areas. Many areas identified in the study corridor are segregated and primarily automobile-oriented. Apartment areas and major retail line Archer Road corridor near Tower Road. Areas of medium density residential developments that primarily serve a student population exist near University Avenue and bordered by low-density residential developments. Major commercial developments can be found on University Avenue at the intersection of Newberry Road and SW 34th Street. A major destination for residents and visitors is the Oaks Mall. The mall operates as a major transfer hub within the corridor. Designated activity centers that exist in the corridor provide higher density and intensity of mixed uses.

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Figure 10-1: Existing Land Use

Source: 2011 property appraisers parcel database.

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Figure 10-2: Generalized Future Land Use

Source: 2011 property appraisers parcel database

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10.1.2 Transit Supportive Land Use Guidelines

Evaluating the transit supportiveness of Alachua County and City of Gainesville future land use policies and designations is an important consideration for successfully implementing BRT. From the City of Gainesville Comprehensive Plan:

The City shall strive for a residential density of at least 8 units per acre for developments in areas that are or will be served by frequent transit.

Policy 3.2.1 Gainesville Comprehensive Plan / Transportation Mobility Element

The following future land uses in the City of Gainesville Comprehensive Plan Future Land Use Element are transit supportive:

Single-Family (up to 8 units per acre) Residential Low-Density (up to 12 units per acre) Residential Medium-Density (8-30 units per acre) Residential High-Density (8-100 units per acre) Mixed-Use Residential (up to 75 units per acre) Mixed-Use Low-Intensity (8-30 units per acre) Mixed-Use Medium-Intensity (12-30 units per acre) Mixed-Use High-Intensity (up to 150 units per acre) Urban Mixed-Use 1 (UMU-1: 8 -75 units per acre; and up to 25 additional units per acre by special use permit) Urban Mixed-Use 2 (UMU-2: 10 to 100 units per acre; and up to 25 additional units per acre by special use permit) Office Education Public Facilities

Policies provisions that support transit oriented development are a critical consideration.

OBJECTIVE 1.7 - TRANSIT ORIENTED DEVELOPMENT- ALACHUA COUNTY COMPREHENSIVE PLAN

To provide for compact, mixed-use, pedestrian and bicycle friendly communities designed with the densities and intensities needed to support transit service, reduced per capita greenhouse gas emissions and enable an individual to live, work, play and shop in a community without the need to rely on a motor vehicle for mobility.

Policy 1.7.1 Transit Oriented Developments shall be:

(a) Allowed in areas designated on the Future Land Use map for Urban Residential Densities (Policy 1.3.2.1) and Activity Centers within the Urban Cluster,

(b) At least 15 acres in size,

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(c) Served by Express Transit Service and be contiguous to a Rapid Transit or Express Transit Corridor consistent with the Transportation Mobility Element.

(d) Allowed through Development plan approval consistent with the Comprehensive Plan and Land Development Regulations. Planned Developments consistent with these Comprehensive Plan policies shall be required until amended Land Development Regulations for Transit Oriented Development are adopted.

Activity Centers

As part of the existing land use information we gathered information on all of the activity centers located along the corridors within the study area. We identified commercial activities located along the segment between I-75 and SW 34th Street. Several residential developments are located between SW 34th Street and SW 16th Avenue, including the Shands Medical Center.

Promote efficient use of land through designation of Activity Centers within the Urban Cluster which provide for nodes of higher density and intensity mixed uses that are interconnected with other commercial, employment, light industrial and institutional centers within Alachua County through a system of multimodal corridors and a public transit system. Urban design standards for Activity Centers will provide for compact, mixed use, and pedestrian-friendly development, which is functionally integrated with surrounding land uses.

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10.2 Environmental

As part of the MTPO’s 2035 Long Range Transportation Plan, an initial screening of the conceptual BRT corridor was evaluated through the FDOT’s Efficient Transportation Decision Making (ETDM) process. Table 10-1 identifies the results of the initial screening of the BRT project corridor as part of the LRTP.

Table 10-1: ETDM Screening Project Plan ID From To Improvement NDS: Santa Fe to Airport (via Oaks T-A Santa Fe Airport Bus Rapid Transit Mall, Archer Road, Downtown)

100-Foot Buffer 200-Foot Buffer 500-Foot Buffer Community Community Community Shands Rehabilitation Hospital Select Specialty Hospital 3 additional hospitals Shands Vista Behavioral Health Gainesville 2 additional schools 2 private schools Gainesville Regional Airport 31 additional one public college Shands Hospital Heliport blockgroups with a 2 colleges Shands Helistop minority population 17 blockgroups with a median 4 additional blockgroups over 40% family income under $25,000 with a minority population 2 airports 54 blockgroups with a minority over 40% population over 40% one additional correctional Cultural one correctional facility facility 3 additional Florida 3 fire stations one additional fire stations Managed Areas 52 additional historic Cultural Cultural structures one historic cemetery one historic bridge 4 additional 41 historic structures 18 additional historic archaeological sites 12 archaeological sites structures 3 additional NRHP- 2 NRHP-listed sites 4 additional archaeological listed sites 10 Resource Groups sites (one potentially NRHP- 2 additional Resource 2 existing recreational trails eligible) Groups 6 trails one additional Florida 4 additional parks 5 parks Managed Area 5 Florida Managed Areas Natural Natural one toxic Release Natural one additional waste water Inventory Site one Brownfield Boundary facility one Bald Eagle Nesting Special Floor Hazard Areas over one Black Bear Nuisance Territory 28% Report one threatened or one waste water facility endangered specie Red-Cockaded Woodpecker Consultation Area 3 occurrences of Rare and Imperiled Fish

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10.2.1 Environmentally Sensitive Areas

Environmentally sensitive areas, flood plain information, wetlands, contamination areas, parks, and any wildlife preservation concerns were identified as part of the background information gathering. The screening evaluation will identify major opportunities and constraints associated with any potential impacts considering the full spectrum of resources, and provide a framework for further evaluation of impacts. Figure 10-3 identifies existing environmental conditions.

Based on the information gathered a portion of Hogtown Creek system is located within the study corridor. Hogtown Creek is owned by the City of Gainesville and maintained as a conservation greenway. The Forest Park Conservation Area and Terwilliger Pond Conservation Area were identified as potential sensitive sites. Specific fish and wildlife habitat areas are discussed later in this section.

Figure 10-4 shows potential hazardous sites identified by the Florida Department of Environmental Protection (FDEP). Within the study area the largest concentrations of potentially hazardous sites is along S. Main Street in the industrial area near Depot Avenue, N. Main Street between NW 16th and 39th Avenues, and NE Waldo Road between NE 23rd and 39th Avenues. The remainder of the study area contains potentially hazardous sites scattered throughout but without significant concentrations in any given location. Most of these sites are located along major corridors including Archer Road, Newberry Road/University Avenue and SW 34th Street. The majority of potentially hazardous sites are classified as Resource Conservation and Recovery Act Regulated Facilities (RCRA).

Based on the information collected from the Florida Fish and Wildlife (FFWCC) for the study area and surrounding areas, Figure 10-5 identifies the potential fish and wildlife habitats. Areas more rich for fish and wildlife habitats are largely located outside of the study area. However, areas in the northeast portion of the study area near the Gainesville Regional Airport and in the Morningside Nature Center south of NE 39th Avenue are identified as a rich habitat area and areas in the northwest portion of the study area south of NW 39th Avenue and east of Sane Fe College are identified as moderately rich habitat areas.

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Figure 10-3: Existing Environmental Conditions

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Figure 10-4: Potential Hazardous Sites

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Figure 10-5: Fish and Wildlife Habitat

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10.3 Community Services

Figure 10-6 shows the existing community services within the study area. Based on the information collected on community services located within the study area, there are high concentrations of cultural and religious centers located along University Drive, in the downtown area and in East Gainesville. Although not as concentrated, there are a number of schools, cultural and religious centers located throughout the entire study area along most major corridors. Additional community services such as public schools and hospitals including Shands Hospital at the University of Florida and the North Florida Regional Medical Center were observed. Table 10-2 identifies each of the community service facilities.

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Table 10-2: Community Services

SITE ADDRESS SITE ADDRESS

Architecture & Fine Arts Library - 201 Fine Arts Building University Of Florida A Santa Fe Work Release Center Library 2901 NE 39th Avenue Alachua County Library District - 401 E University The Isser and Rae Price Library Of 1545 W University Headquarters Avenue Judaica – University of Florida Avenue Allen H. Neuharth Journalism The Library Partnership: A Library - University Of Florida 1060 Weimer Hall Neighborhood Resource Center 1130 NE 16th Avenue U.S. Department of Agriculture, ARS - Santa Fe College Library 3000 NW 83rd Street CMAVE Library 1700 SW 23rd Drive Southern Technology Applications 1900 SW 34th ST. University of Florida – Agricultural Center - Library #206 Library University of Florida University of Florida Library - George City College- Gainesville Library 7001 NW 4th BLVD. A. Smathers Libraries 535 Library West Coastal Engineering Archives – Gainesville Correctional Institution University of Florida Libraries 433 Weil Hall Library 2845 NE 39th Avenue

Tower Road Branch Library 3020 SW 75th Street Gainesville Sun Library 2700 SW 13th Street U.S. Department of Veterans Affairs – North Florida/South Georgia Veterans Health System Library 1601 SW Archer Road Kanapaha Botanical Gardens 4700 SW 58th Drive Department of Special & Area Studies Collections – University of Health Science Center Libraries – 1600 SW Archer Road Florida Library 205 Smathers Library University of Florida RM C1-25 Florida Museum of Natural History - Museum Road & Newell Santa Fe College Teaching Zoo 3000 NW 83rd Street Administration/Collections/Research Drive Education Library- University of SW 34th Street & Hull Florida 1500 Norman Hall Harn Museum of Art Road

Jail Library 3333 NE 39th Avenue Thomas Center for the Arts 302 NE 6th Avenue John A. H. Murphee Law Library – 201 E University University of Florida University Alachua County Civil Courthouse Avenue, Room 413 Galleries 400 SW 13th Street Latin American Collection – University of Florida Library 413 Smathers Library Gator 4 Cinemas 6741 W Newberry Road Lawton Chiles Legal Information Center - Frederic G. Levin College of Law – University of Florida Alachua County Historic Trust: Library 309 Village Drive Matheson Museum, INC. 513 E University Avenue Marston Science Library – George A. Smathers University of Florida Library Regal Butler Plaza Cinemas 3101 SW 35th Boulevard Music Library- University of Florida 231 Music Building Royal Park Stadium 16 7833 W Newberry Road The Gainesville Community Playhouse at the Van York 34039 NW 16th Theatre Boulevard Millhopper Branch Library 3145 NW 43rd Street University of Florida Florida Museum of Natural History - Cultural Plaza SW 34th Hippodrome State Theatre 25 SE 2nd Place Exhibits & Public Programs Street & Hull Road University of Florida Performing 3540 E University Arts 315 Hull Road Morningside Nature Center Avenue

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Figure 10-6: Community Services

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Figure 10-7 shows existing historic sites located within the study area. Based on the information collected on parks and historic resources from the State of Florida Historic Preservation Office (SHPO) the highest concentration of historic sites is along East University Avenue and in downtown Gainesville. Table 10-3 identifies national historic registry sites.

Table 10-3: National Historic Registry Sites

SITE ADDRESS

Matheson House 528 SE 1st Ave Boulware Springs 3400 SE 15th St Epworth Hall 419 NE 1st St Hippodrome State Theatre 25 SE 2nd Pl Bailey House 1121 NW 6th St Old Gainesville Depot 203 Depot Ave Cox Furniture Warehouse 602 S Main St Cox Furniture Store 19 SE 1st Ave Star Garage 119 SE 1st Ave Thomas Center 306 NE 6th Ave Baird Warehouse 619 S Main St McKenzie House 617 East University Ave Masonic Temple 215 North Main St Seagle Building 408 West University Ave A. Quinn Johes Home 1013 NW 7th Ave Shady Grove Primitive Baptist Church 804 SW 5TH ST

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Figure 10-7: Historic Sites

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10.4 Planned Developments

The following information (identified in Table 10-4) highlights new and planned developments within the study area. Figure 10-3 identifies the development trend has followed a similar pattern exhibited over the past three decades, with newer development occurring along the I-75 corridor and areas immediately to the west. In addition smaller new developments have occurred within the US 441 corridor, particularly in the northern area of the City. Redevelopment and infill development continues to occur in the Downtown Gainesville area, reflecting premium on a limited number of vacant parcels. Little development has occurred on the east side of Gainesville in recent decades, with the exception of commercial / office / industrial development around the airport and Waldo Road.

West of I-75/Santa Fe College Area: New development plans exist for the Spring Hills mixed use development adjacent to Santa Fe Village. The site allows for two million square feet of retail and office space. The maximum development allowed on the site includes one million square feet of retail space, 400,000 square feet of office space and 3,500 residential units. To the east is Santa Fe Village providing 219,700 square feet of retail, 460,970 square feet of office, 250 hotel rooms and 1,473 residential units. The Santa Fe Village includes office for Santa Fe Health Care, and AvMed medical facility. Located just a few miles from the University of Florida along Newberry Road is Newberry Village. New development plans exist for an additional 900 residential units to be added to the north.

West of University of Florida Campus: The Butler Plaza Town Center is located in the north central part of the corridor and includes a total of two million square feet of retail and restaurant space.

Downtown Area: Located a few blocks east of the University of Florida is Innovation Square, a multi-phase 40 acre development to include five million square feet of science and technology, retail, restaurant, service, and residential space.

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Table 10-4: New and Planned Development Sites

PROJECT SITE DEVELOPMENT TYPE/INTENSITY STATUS

2M sq ft. retail space, 400 sq ft of retail, 3,500 New development Spring Hills residential units. plans 159 acre site includes 219, 700 sq ft of commercial Santa Fe Village / development, 443,720 sq feet of office space and Current AvMed Medical Facility 1,473 residences New development Newberry Village 900 residential units plans New development Butler Enterprises 2M square feet of retail and office space plans 40 acre development, 5M sq ft of retail, restaurant, Innovation Square Current residential

Figure 10-8 identifies new and planned developments. Within the study area the largest concentration of new and planned development is near Santa Fe College and the NW 39th/I-75 interchange, near the Newberry Road/I-75 and Archer Road/I-75 interchanges, and along S. Main Street north of SW 16th Avenue. There are a few small new development sites scattered throughout the study area.

The table does not reflect an approved mixed-use development on a 223 acre site located just northwest of the Archer Road/I75 interchange. The Celebration Pointe development is expected to include up to 2,225 residences and 896,000 square of retail and office space. As a result of this development some intensification of employment and population will occur as a throughout the study area by 2035. Additionally, the development is located within the boundary of the Southwest Transportation Improvement District. The development of this site could generate additional vehicle trips a day. As a result the County has proposed a Southwest 30th Avenue overpass across Interstate 75. Any financial contribution from the developer toward this transportation improvement will be determined at later time through a development order.

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Figure 10-8: New and Planned Development

10-18 November 2012 Existing and Future Conditions Analysis Report 11.0 – ECONOMIC DEVELOPMENT

11.0 ECONOMIC DEVELOPMENT

This section presents trends and conditions in the City of Gainesville and Alachua County that are relevant to economic development potential, including population demographics, housing stock characteristics, and housing market trends. This overview focuses on the past decade, using data collected in the 2000 and 2010 Censuses as well as the 2010 American Community Survey, and other sources where noted. It examines data separately for the City of Gainesville and the remainder of Alachua County (excluding Gainesville). 11.1 Economic Development Trends

The 2010 Census counted a population of 124,354 people in Gainesville, up from 95,447 in 2000. This increase of 28,907 people represents a 30 percent increase, or a healthy compound annual growth rate of 2.7 percent per year. Most of this growth came in the middle of the age range, since the population under age 18 actually declined by 2 percent and the population 65 and older increased only 11 percent. In contrast, the rest of Alachua County added only 474 people from 2000-2010, reaching a population of 122,982 in 2010. The overall growth rate was essentially flat. The rest of the county actually added 4,705 people age 65 and older and 685 people under age 18, so the population in the middle of the age range decreased.

The number of households in Gainesville increased at a rate of 3.2 percent per year, faster than population growth, indicating that the average household size is decreasing. The average household size changed from 2.25 persons in 2000 to 2.19 persons in 2010. One-person households now include approximately 35 percent of all households in Gainesville, up slightly from 33 percent in 2000. In addition, the household share of families has decreased, going from 49 percent in 2000 to 40 percent in 2010. Only 18 percent of households now include related children under age 18, down from 24 percent in 2000. In contrast, average household size in the rest of Alachua County increased from 2.41 to 2.46, while the percentage of one-person households remains at 26 percent. The share of families increased from 59 percent in 2000 to 67 percent in 2010. In 2010, 31 percent of households in the rest of Alachua County included related children under age 18, similar to the share in 2000.

The median household income in Gainesville was $31,132 in 2010, up 11 percent from $28,164 in 2000 in nominal terms. Adjusting the 2000 figure for inflation identifies the impact of stagnating household incomes (a nationwide issue throughout the past decade) and the 2007- 2009 recession. When adjusted for inflation, median household income in Gainesville actually declined by 14 percent over the past ten years. In 2010 the median household income of Alachua County (including Gainesville in this case) was $40,358, and after adjusting for inflation there was essentially no change from 2000. The change in income distribution for both areas from 2000-2010 is shown in Table 11-1. While the two areas were fairly similar in 2000, the rest of Alachua County has become considerably more affluent than Gainesville over the past decade.

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Existing and Future Conditions Analysis Report 11.0 – ECONOMIC DEVELOPMENT

Table 11-1: Household Income Distribution, 2000 and 2010

GAINESVILLE REST OF ALACHUA COUNTY

Income Range 2000 2010 2000 2010

Less than $25,000 45% 44% 38% 26%

$25,000-$49,999 26% 25% 28% 22% $50,000-$99,999 21% 19% 24% 31%

$100,000 and Above 8% 12% 10% 21% Source: 2000 Census and 2010 American Community Survey

Gainesville has a well-educated population, with 44 percent of people having at least a bachelor’s degree in 2010 – essentially unchanged from the share in 2000. The rate for the rest of Alachua County is slightly lower but still above average, at 38 percent in 2010 (up 2 percent from 2000). But the occupational profile of the Gainesville workforce has changed even as its education level has stayed the same. The only broad occupational category to increase its share from 2000 to 2010 was service occupations, increasing from 18 percent to 25 percent of the employed workforce. Management, business, science, and arts occupations declined from 46 percent to 41 percent, and sales and office occupations declined from 26 percent to 22 percent. The occupational categories in which higher education is typically more demanded are the ones which are losing share, suggesting that some better-educated workers have been taking lower-skilled jobs. In contrast, the rest of Alachua County has increased its percentage of management and similar jobs, increasing from 43 percent to 47 percent over the past decade, while sales and office jobs were unchanged.

Gainesville’s employment base has held fairly steady over most of the past decade. A problem in data coding meant that the Educational Services sector had to be excluded from the analysis, but the U.S. Census Bureau’s Local Employment Dynamics program shows that total employment in all other industry sectors has remained close to 60,000 jobs from 2002 to 2010. In 2009, during the depths of the recession, the total jobs (excluding education jobs) dipped to 55,457, but mostly recovered to 58,763 in 2010. The employment base in the rest of Alachua County is around half the size of Gainesville’s, but it had been adding around 2,000 jobs per year until the start of the recession, since which it has held steady at around 31,000 jobs.

From 2002 to 2010 the composition of Gainesville’s employment base was relatively unchanged except for the Health Care and Social Assistance sector, which increased its share of the total non-educational jobs from 24 percent to 29 percent, with the increase coming out of several other smaller sectors. A similar trend was seen in the rest of Alachua County, although the increase in the share of healthcare jobs was not as large. With the presence of the University of Florida and the local public school system, Educational Services is likely the largest or next- largest industry sector in Gainesville, with Health Care joining it in either first or second place. Other major sectors are Public Administration, Accommodation and Food Services, and Retail Trade. The same holds true in the rest of Alachua County except for the prominence of the Public Administration sector.

Like other communities throughout Florida, the Gainesville housing market boomed in the mid- 2000s only to crash with the financial crisis and accompanying recession of 2007-2009. New construction activity has been led by multifamily development, probably linked to the University

11 -2 December 2012 Existing and Future Conditions Analysis Report 11.0 – ECONOMIC DEVELOPMENT

From 2000-2011, annual single-family home sales in Gainesville represented 39 percent of the total county market on average. But most condominium sales take place in Gainesville – an average of 74 percent of all county sales over the same time period.

Home prices paralleled home sales. Figure 11-3 shows the median sales prices for single-family homes and condominiums in both areas (Alachua County includes Gainesville in this case), adjusted for inflation so that they are expressed in constant 2011 dollars. Prices for both housing types peaked in 2007 before falling back, with single-family prices in Alachua County staying consistently higher than Gainesville prices, and condominium prices in both areas declining more sharply than those for single-family homes. Condominium prices are back to late-1990s levels, while single-family prices are back to 2003 levels.

Figure 11-1:Median Home Sales Price, Expressed in 2011 Dollars

Source: Florida Housing Data Clearinghouse, compiled from County Property Appraiser

Even with the home price declines of the past few years, many households in both areas are burdened by housing costs, defined as having to pay 30 percent or more of household income for their housing costs. The share of burdened households already was substantial in 2000, at 39 percent of all households in Gainesville and 37 percent in the rest of Alachua County. That share increased over the past decade in Gainesville, and stood at 51 percent of all households in 2010. Meanwhile, in Alachua County the percentage of burdened households remained the same. Housing cost burden in both areas is primarily experienced by renters, with 69 percent of such households in Gainesville and 55 percent in the rest of Alachua County being burdened in 2010, compared to only 6 or 7 percent of owner households in both areas.

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11 -2 December 2012 Existing and Future Conditions Analysis Report 11.0 – ECONOMIC DEVELOPMENT

11.1.1 Existing Development Conditions

The age of Gainesville’s housing stock is fairly well-distributed among the last five decades, with the remaining units having been built prior to 1960. In contrast, one-third of the housing in the rest of Alachua County was built in the past 10 years, and half as much was built before 1970. Figure 11-4 shows the distribution in 2010.

Figure 11-2: Year Built of Housing, 2010

Source: American Community Survey

Housing stock composition by type is distinctly different in the two areas, as shown in Figure 11- 5. Over half of Gainesville’s housing stock is multifamily, particularly small buildings with less than 10 units in them. Only 39 percent of the housing stock is single-family detached homes. In contrast, in the rest of Alachua County single-family detached homes make up the majority of housing units and all multifamily units comprise only 20 percent of the total stock. Mobile homes also make up a noticeable percentage of housing in the rest of the county. Single-family attached homes are relatively scarce overall, with only a 4 percent share in both areas.

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Figure 11-3: Housing Stock by Type, 2010

Source: American Community Survey

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Existing and Future Conditions Analysis Report 12.0 – SUMMARY AND CONCLUSIONS

12.0 SUMMARY AND CONCLUSIONS

This Existing and Future Conditions Report represents an initial work product of the Go Enhance RTS Study. This report documents conditions within the defined corridor study area that will influence the development and evaluation of alternatives for future premium transit service consistent with the Federal Transit Administration’s Alternatives Analysis process for transit investments. The assessment of existing and future conditions is built upon data and analysis from relevant plans and studies completed in the last three years, including the Bus Rapid Transit Feasibility Study completed by the City of Gainesville in 2010, the adopted 2035 Long Range Transportation Plan approved by the Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area, and the Transportation Element of the University of Florida Campus Master Plan. The report also references other plans and established policies in the City of Gainesville and Alachua County.

This report presents a travel market assessment based on an inventory and analysis of a wide range of socio-economic, transportation, environmental and economic trends and conditions for a primarily east-west corridor that extends from the Santa Fe College area near Interstate 75 and NW 39th Avenue to the Oaks Mall, the University of Florida, Downtown Gainesville and to the Gainesville Regional Airport. Existing conditions data reflect the latest available information, and include various data from 2007 to 2012, depending on the source. Future conditions data primarily refers to 2035 population, employment and transportation conditions as reflected in the MTPO’s Long Range Transportation Plan.

The report identifies several key findings. The travel market summary indicates that the combination of rising levels of traffic congestion, along with policy and physical constraints on roadway expansion, puts greater strain on the regional roadway network than it can be expected to handle. From the standpoint of Gainesville/Alachua County and the University of Florida as a regional destination of statewide significance, transportation is a critical issue. Quality of life and economic vitally will suffer from existing and projected congestion on principal arterial roadways between I-75 and the University of Florida. Those effects will ripple through the local community and the 11-county North Central Florida region, and could reduce the area’s economic competitiveness within the state and among similar educational/research communities in the nation.

The report documents that regionally significant roadways are becoming saturated. Archer Road, Newberry Road, and SW 34th Street all currently or are projected to exceed accepted levels of traffic congestion. There are no major roadway capacity projects planned for those roadways that will substantially reduce the levels of travel delay projected in the future.

Physical and policy constraints limit roadway expansion as a solution in the principal east-west corridor. The community has prioritized and committed funding for SW 62nd Boulevard, which is the only major capacity project planned in the most congested part of the corridor. Beyond that, City, County and University of Florida policies and priorities favor multimodal strategies that reduce travel demand and emphasize a more balanced approach to accessibility, mobility and livability. Future development depends on street connections, non-auto accessibility and efforts to improve operational flow using the existing roadway network.

From the origin-destination analysis of existing and future travel desire lines, the dominant travel market is between the Oaks Mall/Butler Plaza/Student Village area and the University of Florida. It has the largest trip interaction in 2035, and represents nearly half of the total trip interaction occurring among travel markets within the entire corridor study area. Another important trip

11 -2 December 2012 Existing and Future Conditions Analysis Report 12.0 – SUMMARY AND CONCLUSIONS interaction is between Downtown Gainesville and University of Florida travel markets. For both existing and 2035 conditions, about one-third of trips between downtown area development and the study corridor are directly linked to the University of Florida main campus. A critical east- west travel demand is evident between UF and places both east and west of its main campus. That trip interaction is historically strong and growing more important in the future based on planned future growth.

Thanks in part to a significant student funding contribution and a fairly compact urban footprint; Gainesville’s Regional Transit System is one of the state’s most productive. From 2012 ridership data, the system carries more than 200,000 riders in an average week. About one-third of the system ridership is supported by routes serving Archer Road. More than 50 percent of the average weekday ridership travels the portion of the corridor study area between Downtown Gainesville, the University of Florida, Butler Plaza and the Oaks Mall. Major routes serving Archer Road and SW 20th Avenue demonstrate an effective service frequency ranging from under four to seven minutes in the peak period.

The study corridor serves areas that are among the highest percentage of transit-dependent residents in the region. There are significant concentrations of lower income, student and minority households located in the southwest area of the University of Florida campus and on the east side of Downtown Gainesville. Those concentrations reinforce the primarily east-west corridor alignment, which connects lower income and transit-dependent populations with essential services, employment and educational destinations. In addition, because of parking constraints and policies designed to reduce vehicle miles of travel, the corridor study area captures many potential transit riders who commuters for jobs and education, as well as shopping for everyday needs. Travel demand for those types of trips is strong within the corridor, as evidenced by the heavy transit usage today and the demand for housing.

As a result of this initial evaluation, the corridor study area presents opportunities for successful premium transit service. The development of alternatives will need to consider the various factors and trade-offs of capturing demand and the most efficient travel time between desire lines.

12-2 December 2012