US 17 92
VISION & ACTION PLAN PROJECT NO.: XXXX-XXXX-XXXX
DRAFT DISTRICT ONE 1
US 17 92
vision & action plan US 17/92 CORRIDOR US 27 TO OSCEOLA COUNTY LINE DRAFT - AUGUST 2020 PROJECT NO: XXX-XXX-XXX
DISTRICT ONE
TABLE OF CONTENTS 1. Background............................................... 6 2. Issues & Opportunities...........................24 3. Vision.......................................................30 4. Action Plan..............................................45 LIST OF FIGURES Figure 1: Regional Context...................................................................................................8 Figure 2: Context Classification....................................................................................... 11 Figure 3: Typical Sections..................................................................................................12 Figure 5: Haines City Grid Network...................................................................................16 Figure 4: Davenport Grid Network....................................................................................16 Figure 6: Walk Accessibility............................................................................................... 17 Figure 7: Bike Accessibility............................................................................................... 17 Figure 8: Transit Accessibility........................................................................................... 17 Figure 9: Transit Service....................................................................................................19 Figure 10: Corridor Bike / Pedestrian Connectivity...................................................... 20 Figure 11: Regional Trail Connectivity..............................................................................21 Figure 12: Crash Locations............................................................................................... 22 Figure 13: Network Connections...................................................................................... 35 Figure 14: Nodal Connectivity.......................................................................................... 36 Figure 15: Main Street Connectivity.................................................................................37 Figure 16: Connected Places........................................................................................... 39 Figure 17: Complete Intersections...................................................................................41 Figure 18: Safe Community Connections...................................................................... 42 Figure 19: Transit Oriented Development - Davenport................................................. 48 Figure 20: Transit Oriented Development - Haines City.............................................. 49 Figure 21: North 30th Street Future Cross-section...................................................... 53 Figure 22: Haines City Expanded Street Grid................................................................ 53 Figure 23: Future Powerline Road Extension Cross-Section...................................... 55 Figure 24: Future Powerline Road Extension Connections......................................... 55 Figure 25: US 17 Road Section Reconfiguration - Davenport......................................57 Figure 26: Hinson Avenue Street Reconfiguration - Haines City................................57 Figure 27: Cross-Section of US 17/92 through Davenport.......................................... 58 Figure 28: Cross-Section of Hinson Avenue through Haines City.............................. 59 Figure 29: Intersection Traffic Operational Study Opportunities................................61 Figure 30: Pedestrian and Bicycle Intersection Enhancements............................... 63 Figure 31: Expanded Pedestrian and Bicycle Networks.............................................. 65 Figure 32: Transit Improvements.....................................................................................67 Figure 33: Enhanced Pedestrian Oriented Streets....................................................... 69 Figure 34: Gateway Opportunities.................................................................................... 71
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PREFACE - PLANNING STUDIO The Florida Department of Transportation (FDOT) District One has created a new Planning Studio Department to ensure that its transportation projects and strategies align closely with community visions. The Planning Studio includes early engagement with transportation users, local governments, residents, business owners, and other stakeholders to clarify the land use and transportation vision for communities along state roadways throughout the District. This early understanding of the issues, opportunities and vision serves as the foundation for identifying supportive transportation strategies to move the community forward.
§ ¦ ¨ 110
Pensacola
§ ¦Tallahassee ¨ 10
§ ¦ ¨ Jacksonville 295
St. Augustine
The culminating product of the Planning Studio process is a Corridor Vision and Action Plan. It includes an integrated land use and transportation vision for the subject corridor and supporting implementation plan of multi-modal transportation strategies and complementary land use policies. This communitybased evaluation determines how best to serve the needs of current and future users of the corridor and establishes a long-term plan to guide evolution of the corridor toward the intended vision.
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Daytona Beach Orlando
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§ ¦ ¨ Melbourne
Tampa
95
§ ¦ ¨ 275
Sarasota
DISTRICT ONE
West Palm Beach
Fort Myers
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4
This community-based evaluation determines how best to serve the needs of current and future users...
Port St. Lucie
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Miami
...to ensure that its transportation projects and strategies align closely with community vision[s].
PLANNING STUDIO PROCESS
VISION & ACTION PLAN
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1
BACKGROUND
Florida Department of Transportation (FDOT) District One, in partnership with local and regional agencies such as the City of Haines City, City of Davenport, Polk Transportation Planning Organization (TPO), Polk County, Central Florida Regional Planning Council, and community stakeholders, prepared this Corridor Vision and Action Plan for a twelve-mile stretch of US 17/92 from US 27 to the Osceola / Polk County Line.
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Project The US 17/92 Vision and Action Plan is comprised of two phases. Phase I defined existing transportation, land use, environmental, socio-cultural, and economic characteristics and conditions. This provided a foundation for engagement with partner agencies, community leaders, and other stakeholders to define issues, needs, constraints, and opportunities supporting the development of the corridor vision. In Phase II, an action plan was prepared identifying operational strategies and larger scale strategic investments, as well as land use and other policy recommendations. It includes a phased implementation plan that describes the roles and funding strategies for FDOT and its agency partners in carrying out the plan. The corridor vision was used to guide the identification of specific strategies to accomplish the safety, accessibility, connectivity, and land use objectives for the corridor.
Context US 17/92 is a long concurrency of two US highways through central Florida, stretching from Lake Alfred northeast through Haines City, Kissimmee, Orlando, and Sanford to DeLand. It is a major commercial corridor and transportation route and a critical regional link, connecting employees, businesses, activity centers, resort areas, residential areas, and freight networks. Within the study limits, the corridor traverses a primarily rural landscape and connects the Haines City and Davenport communities with the broader region. While the corridor provides important transportation connectivity for regional industries, such as citrus and logistics/distribution services, it also provides access to local industries such as food services, retail, construction and healthcare. Within the Haines City and Davenport communities, the corridor is characterized by predominately one to two story detached buildings with varied setbacks housing commercial, office, industrial and residential uses. The communities have a diverse population and are experiencing a population uptick and new suburban residential developments. While the core of these communities are walkable supported by a good street grid, US 17/92 and the adjacent CSX railway serve as a physical and psychological barrier that divides land on either side of the corridor.
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Figure 1: Regional Context
The study corridor traverses the municipalities of Haines City and Davenport and provides a parallel route to Interstate 4 between Lakeland and Kissimmee. The roadway has a functional classification of Principal Arterial/ Urban from US 27 through Haines City and Davenport and Principal Arterial/ Rural north of Davenport to the Osceola / Polk County Line.
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Regional Context The US 17/92 study corridor is located in northeast Polk County within Florida’s fifteen-county “Super Region” that generates over $300 billion annually in economic activity. This broader Interstate-4 corridor anchored by the Tampa and Orlando metropolitan centers includes 10 million people, attracts 60 million annual visitors and is one of the fastest growing corridors in the country. New warehousing and distribution centers have emerged leveraging the corridor’s central location in the state, good road and rail infrastructure and an available workforce to support the current and projected population growth.
the region at a glance... Polk County is growing. This growth is forecast to continue.
Highway expansions and infrastructure improvements are planned to support the population growth and increased traffic.
Regional train service, SunRail and planned Virgin Trains will provide alternatives to highway travel for commuters, with likely
expansions in service into and through Polk County in the future.
Bus service connects regional employment and residential centers, but existing service is either infrequent or not available, limiting ridership potential.
Age and educational attainment of the regional workforce supports the
area’s industries, and include manufacturing, logistics/distribution, retail trade, and health care.
Several critical transportation routes and connections serve freight needs and facilitate commuter travel.
The regional economy is growing, and this growth is expected to continue, particularly in the industries of manufacturing and logistics/ distribution. A “business friendly”
environment attracts employers.
Key Takeaways » Polk County’s growth is creating strong synergies with the Tampa and Orlando metropolitan areas necessitating improved intercity travel. » The regional economy is growing in Polk County, particularly in the industries of manufacturing and logistics/distribution, due to its central location on the peninsula that provides access to transportation facilities on both coasts. » Polk County hosts several critical transportation routes that serve key regional destinations.
Corridor Considerations » Roadway improvements need to accommodate multiple transportation modes and provide connections and mode choices for a growing population. » Regional intercity transit could play an important role in guiding sustainable growth. » Improved connections and alternative routes are critical to the success of the region. VISION & ACTION PLAN
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Corridor Context The study corridor is a 12-mile section of US 17/92 traversing the Cities of Haines City and Davenport in northeast Polk County. The corridor serves three key functions. It is an access corridor for local employment, commercial, retail, and activity destinations; it is a freight corridor for regional freight movements; and it is a commuter corridor for intracity commutes. Land use along US 17/92 is a typical mix of commercial and industrial in urban areas, with significant pockets of residential. As the corridor transitions from urban to rural, land uses become primarily larger parcel residential and agricultural, with many undeveloped areas.
The roadway is primarily two lanes throughout the corridor, except in downtown Haines City where the roadway cross section is four lanes, and at the Ronald Reagan Parkway intersection in the northern part of the corridor, where it also expands to four lanes. Speed limits are generally 55 mph in rural areas, lowering incrementally to 30 mph through downtown Haines City and 35 mph through downtown Davenport. Continued growth along the corridor presents both challenges and opportunities for multimodal networks, as the varying, and often competing, needs of roadway users’ needs to be balanced. Multimodal networks are sporadic throughout the corridor. Pedestrian facilities generally correspond to the context, with urban areas having more facilities and connectivity than rural areas. There are few bicycle facilities along the corridor.
DAVENPORT
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HAINES CITY
Context Classification
Figure 2: Context Classification
The existing context classifications for US 17/92 along the project corridor are shown in Figure 2. The corridor is currently classified as mostly C2 Rural and C2T - Rural Town with segments of C3C - Suburban Commercial and C3R - Suburban residential. As the corridor evolves, the future context classification is expected to urbanize with C2 segments transitioning to C4-Urban General and C3C - Suburban Commercial.
C2
C2T
C3R
C3C
C4
RURAL Sparsely settled lands; may include agricultural land, grassland, woodland and wetlands. RURAL TOWN Small concentrations of developed areas immediately surrounded by rural and natural areas; includes many historic towns. SUBURBAN RESIDENTIAL Mostly residential uses within large blocks and a disconnected/sparse roadway network. SUBURBAN COMMERCIAL Mostly non-residential uses with large building footprints and large parking lots. Buildings are within large blocks and a disconnected/sparse roadway network. URBAN GENERAL Mix of uses set within small blocks with a well-connected roadway network. May extend long distances. The roadway network usually connects to residential neighborhoods immediately along the corridor and/or behind the uses fronting the roadway.
From
To
Existing CC
Future CC
US 27
S. 10 St.
C2T
C2T
S. 10th St.
Smith Rd.
C2T
C2T
Smith Rd.
S. Blvd. W.
C2
C3C/C4
S. Blvd. W.
Bargain Barn Rd.
C2T
C2T
Bargain Barn Rd.
Deer Run Dr.
C2
C3C/C4
Deer Run Dr.
County Line
C3R
C3R
th
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Figure 3: Typical Sections
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US 17/92 between Lake Elsie Dr. and Terrace Dr. (Haines City)
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US 17/92 between 7th St. and 8th St. (downtown Haines City)
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US 17/92 east of 11th St. (Haines City)
DAVENPORT 5 4
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3 HAINES CITY
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US 17/92 north of Shamrock Dr. (between Haines City and Davenport)
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US 17/92 between Maple St. and Palmetto St. (Davenport)
US 17/92 at 17th Street in Haines City
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US 17/92 Existing Conditions - On the Ground
US 17/92 at S 5th Street
US 17/92 at S 5th Street
US 17/92 at S 9th Street
US 17/92 at S 10th Street
DAVENPORT
US 17/92 at S 7th Street
HAINES CITY
US 17/92 at Bay Street
US 17/92 at Bay Street
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US 17/92 at Market Street
US 17/92 at Market Street
Community and stakeholder perspectives.... “There needs to be identification, or some sort of gateway, for Haines City on US 27. ” “There is room for new development in both downtown Haines City and Davenport.” “There needs to be stronger connections between the corridor and US 27 to downtown Haines City to encourage economic development. Connections should be multimodal, not just vehicular.”
“US 17/92 and US 27 are primary north/south corridors for both motorists and freight traffic. However, there is a lack of east/west connectors, so traffic is not able to disperse.” “We need to find a way to improve the core Davenport area – create destinations and tie the two sides together better and make US 17/92 less of a divide.“
“If you are a bicyclist using US 17/92, you are pretty much taking your life into your own hands. People aren’t going to ride on a major roadway like US 17/92.”
The character of land use along the corridor is largely commercial and industrial, with a few significant pockets of residential. Much of the land outside of Haines City and Davenport is rural, although new development is occurring throughout the corridor as agricultural land is converted to residential use. There are many vacant and underutilized parcels along the corridor that present opportunities for adaptive reuse and/or new development, in both rural and urban locations. Additionally, both Haines City and Davenport leaders have expressed desires to increase densities in their downtown cores and create more destinations for local users. 15
ROAD NETWORK Haines City and Davenport feature urban, gridded street patterns with short block lengths that are highly walkable, although in both cities, US 17/92 bisects the downtown cores and disrupts the pedestrian environment and connectivity. While traffic operational conditions in the corridor are generally acceptable throughout the day, both Haines City and Davenport experience congested conditions during the morning and afternoon peak travel periods.
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Figure 5: Haines City Grid Network
Figure 4: Davenport Grid Network
The corridor also serves a significant amount of truck traffic that contributes to operational inefficiencies in the corridor. Truck traffic accounts for six to eight percent of the total traffic in most of the corridor, although that number rises to 10 percent from Bates Road to Bay Street and approaches 13 percent between Bay Street and Ronald Reagan Parkway in the northern part of the corridor. Traffic backups on US 17/92 also occur during freight train movements on the adjacent CSX railroad. These railroad crossing closure events create unsafe operating conditions in the corridor. Opportunities exist to improve the safety and quality of service both along, and across, US 17/92.
MULTIMODAL ACCESSIBILITY
Figure 7: Bike Accessibility
A Multimodal Accessibility (MMA) analysis was performed to determine the ease with which walk, bicycle and transit trips can be completed by each mode given the quality of the existing transit service, adequacy of the pedestrian and bicycle infrastructure, land use pattern, and proximity of destinations. Walk accessibility is highest in downtown Haines City. That area’s walkable street grid and cluster of destinations contribute to its good accessibility. A noticeable increase in walk accessibility occurs in downtown Davenport, where its street grid also supports the ability to reach destinations by walking. Accessibility gradually decreases with distance from these downtown centers as the sidewalk network becomes fragmented, destinations decrease and parcels become larger. Bicycle accessibility is highest throughout downtown Haines City. Areas with good bicycle accessibility stretching beyond downtown include the neighborhoods around Lake Eva and, to the north, Lake Tracy. Strong bicycle accessibility extends further out from downtown compared to walk accessibility results because bicyclists can reach more destinations within the same travel time.
Figure 8: Transit Accessibility
MMA results show that transit accessibility is low across the entire corridor. This is the result of low frequency of service in Haines City and a lack of service along the corridor in Davenport. Figure 6: Walk Accessibility
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TRANSIT
BUS
Haines City is served by several Citrus Connection bus routes, including a transfer station that facilitates connection with other parts of the County. The US 17/92 corridor is ill-served as a reliable commuter option. The transfer station is not conveniently located to downtown Haines City destinations. Bus service is sometimes sparse with 60 to 90 minute frequencies during the weekdays and limited hours of service with up to threehour frequencies on the weekends. There is no connection with SunRail service located at the Poinciana Station. With population and employment densities low and suburban development patterns common in Polk County, the competitiveness of transit relative to automobile use will remain low.
• • • •
The Lakeland Area Mass Transit District (LAMTD) administers and operates Citrus Connection, which includes all public transportation within Polk County. LAMTD offers paratransit service, including shared rides for those who are unable to use regular fixed-route buses. Haines City is served by four bus routes with frequencies ranging from 60 to 90 minutes. Davenport has no public transportation service.
Haines City bus stop (route transfer location)
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Figure 9: Transit Service
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TRAILS
Figure 10: Corridor Bike / Pedestrian Connectivity
Polk County contains over 120 different trails with over 400 miles of route length. The Polk TPO Multi-Use Trails Master Plan proposes new routes connecting existing communities to each other and to the larger statewide coast-to-coast network. Haines City and Davenport are included in this larger regional network; however, the two cities are not connected by trail facilities. A pressing need for the US 17/92 corridor is a multi-use trail connecting the two cities, making travel easier and safer for those who commute by bicycle daily and those who walk to either city for basic needs and community services.
BIKE
Haines City Trail
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The Haines City Trail is a quality bicycle facility crossing the corridor. However, the multi-use trails network in the corridor is limited and largely disconnected. Trail extensions are planned to provide strong connections between Haines City, Lake Alfred and Lake Hamilton, but there are no current plans for a trail connection with Davenport.
Figure 11: Regional Trail Connectivity
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Figure 12: Crash Locations
US 17/92 at S.3rd Street in Haines City
SAFETY Although it does not have the frequency or severity of crashes as nearby US 27, crash data confirms that both fatalities and severe injuries are a concern along the US 17/92 corridor. Pedestrians, bicyclists and motorists are all impacted by operational and infrastructure deficiencies that are exacerbated by high vehicle speeds, freight traffic, congestion and lack of protected or designated bike lanes at or near key unsignalized intersections and in downtown Haines City.
US 17/92 CRASH STATISTICS 5 9
13
crash by type 32
22
853
2 Front to Rear
37
Angle Sideswipe, same direction Front to front Sideswipe, opposite direction Other
26 44
TOTAL CRASHES
2012-2016
BIKE/PEDESTRIAN CRASHES SEVERE INJURIES
9 FATALITIES
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Corridor Summary Key Takeaways » The US 17/92 corridor serves multiple functions – it provides access to local employment, commercial, and activity destinations; serves regional freight transport; and serves as a commuter corridor, primarily to Orlando and Lakeland. » New development is occurring all around the study area as agricultural land is converted primarily to residential uses. » Vacant and underutilized parcels along the corridor present opportunities for adaptive reuse and/or new development, both in rural and urban locations. » Continued growth presents both challenges and opportunities for multimodal networks, as the varying, and often competing, needs of roadway users should be balanced with safe multimodal accommodations. » Multimodal networks are sporadic throughout the corridor. » Both Haines City and Davenport lack character elements that help define their communities, especially the downtown areas. In addition, both cities have expressed a desire to increase densities in their downtown areas and create more destinations for local users.
Corridor Considerations » Improved facilities and connections are needed within each of the multimodal networks, especially pedestrian and bicycle facilities in the more urban areas. » New connections and parallel roadway facilities are needed to disperse different types of traffic. » Land use policies are needed to support complementary growth in targeted development nodes. » Strategies and improvements should accommodate and support safe multimodal travel and provide walkable destinations, especially as downtown areas evolve and grow.
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ISSUES AND OPPORTUNITIES
Several issues related to mobility, multimodal safety and connectivity, placemaking, and development in the US 17 / 92 corridor were identified through field observation, planning analyses, and engagement with community stakeholders. The identified issues provide an understanding of what is important to Haines City and Davenport communities and serve as a foundation for defining a corridor vision and action plan. The key challenges of the US 17/92 corridor reflect its unique position in the central Florida region. In many ways, these challenges are a result of the area’s successful economic growth over the past decades and the transitions that have occurred in terms of development and character. Using an iterative process that included planning analyses, stakeholder input, and field review, a foundation was created upon which the corridor vision and action plan is built.
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A strong analytical base that looked at multimodal transportation networks, land use, environmental systems, economics, and demographics (at both regional and community levels) helped establish a baseline of strengths and weaknesses relevant to the US 17/92 corridor and how it may evolve. This context is summarized in the Corridor Context Report, a supporting reference for this Corridor Vision and Action Plan. Public engagement provided an opportunity for residents, business owners, agency staff and other stakeholders to offer input and ideas for the project regarding issues and opportunities along the corridor; it also helped reveal insight into community character, values, and desires for the future. A community visioning workshop solicited feedback from the public regarding the existing and future character of the corridor and community, as well as the surrounding areas. The public engagement process provided information that helped shape and inform the development of the project vision and how the corridor may transition in the future to strengthen its function in serving the needs of both local and regional users. Field review of the US 17/92 roadway helped to document existing elements and conditions of the multimodal networks, observe vehicular travel conditions and operations, note business activity in urban areas, and understand corridor character.
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MULTIMODAL ACCESS Issue: Lack of infrastructure and amenities discourage people from walking or bicycling.
Opportunities: » Provide continuous bike and pedestrian routes that are safe for users of all ages and abilities. Remove obstacles in the sidewalk and ensure ADA accessibility throughout the network.
Issue: The infrequency and lack of transit service and the absence of rider amenities such as shelters, shade and sidewalk accessibility discourage transit ridership.
Issue: Lack of destinations in downtown areas reduces likelihood of residents and visitors using non-motorized travel modes for daily activities.
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»
Coordinate improved transit route coverage and frequencies, transfer locations and transit stop amenities. Create enhanced crossings at bus stops to improve safety for transit riders. » Designate and incentivize catalyst development areas and/or parcels in both Haines City and Davenport downtown areas. Encourage mixeduse development that includes residential units to extend hours of activity.
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MULTIMODAL SAFETY Issue: Freight rail traffic contributes to vehicle back-ups and unsafe roadway operations. Vehicle speeds and high volume of freight traffic contribute to unsafe conditions for all corridor users.
Issue: Lack of operational improvements at key intersections, combined with high vehicle speeds and volume on US 17/92, create hazards for motorists.
Opportunities: »
Issue: Unprotected and unmarked roadway crossing locations create unsafe conditions for non-motorized users.
As the roadway network evolves to offer more route options, design different roadways to support their intended function, location, and users.
» Install traffic calming elements and provide enhanced safety features for non-motorized users. »
Implement operational improvements at key intersections to provide better ingress and egress, traffic flow and safety for all users.
» Add crosswalks at intersections. Add curb extensions to shorten crossing distance in certain locations and define on-street parking areas. For mid-block crossings of US 17/92, provide visual enhancements and warning signs/flashers in advance of crossing locations. VISION & ACTION PLAN
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PLACEMAKING Issue: Gateways, streetscape elements and other community identifiers are absent in both Haines City and Davenport.
Opportunities: » Provide gateways, streetscape elements, public art and other amenities to welcome visitors, introduce community character and history, highlight key intersections, and enhance the overall look and feel of the corridor.
Issue: Development patterns (such as underutilized/vacant parcels and varied urban form) create disjointed downtown character in both Haines City and Davenport.
» Reconfigure roadway cross-sections with elements such as landscaped medians, lane reconfigurations and enhanced pedestrian crossings to improve safety and slow traffic. Add streetscape elements to improve visual and physical connections, and create a more appealing and pedestrian-oriented environment. »
Issue: Wide roadway cross-sections in urban areas are autocentric and non-human scale and do not provide a comfortable public realm.
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Update and encourage land use policies to provide mixed-use redevelopment and development utilizing increased densities/ intensities, and utilize urban form where buildings front the street.
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CONNECTIVITY Issue: Lack of alternative or parallel routes between urban areas concentrates travel , freight transport, and traffic congestion on US 17/92.
Issue: Trail networks are incomplete, both along the corridor and connecting to larger regional systems.
Issue: Gaps in the sidewalk networks hinder pedestrian mobility in urban areas.
Opportunities: »
Provide alternative routes to disperse local and regional traffic, while adding lanes where appropriate. Enhance the network by extending roadways, improving grid connectivity, and providing options for both motorized and nonmotorized users.
» Close gaps in coverage and extend the sidewalk network to leisure, business and service destinations. »
Add new access points to the Haines City Trail. Extend connections to the larger central Florida regional trail network. Provide a connection between Haines City and Davenport for bike commuters. VISION & ACTION PLAN
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17 / 92 VISION
T
he US 17/92 corridor vision is a guide for actionable strategies. It provides a framework identifying general concepts and synergies for elements such as roadway modifications; multimodal networks; accessibility and connectivity; and development and land use. The vision provides direction for the future of US 17/92 and reflects core community values and desires for the corridor’s evolving function, character and development.
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core planning principles
SAF ETY
ENT ONM VIR EN
ITY BIL MO
ECONOM IC V ITA LIT Y ITY UAL EQ
LIVAB ILIT Y
H ALT HE
The vision for the US 17/92 corridor integrates a set of core planning principles that act as overarching, and often overlapping, guidelines to help frame desired multimodal transportation investments and complementary land use policies that support the values and desires expressed by the community: Economic Vitality builds an environment where people want to live, recreate and start businesses. It embraces balanced growth and mobility that includes a mix of uses, users, densities, building types, transportation networks and public spaces. Equality promotes greater access to housing, social and recreational activities, fresh food, public spaces and essential community services. Opportunities for all residents to live, work and move safely and conveniently contribute to a prosperous and healthy environment.
CHO ICE
Safety provides adequate space and linkages for all multimodal networks and balances the needs of different movement priorities, both motorized and non-motorized. A safe community encourages economic activity by providing mobility choices and considers the needs of all users – young and old, those with physical challenges, natives and visitors, customers and service personnel. Environment conserves and enhances the health and function of natural features and ecological resources and buffers them from the impacts of development. Mobility ensures connections and provides multimodal facilities for people to get around, including safe roads, reliable public transportation, sidewalks and trails. Choice offers options, whether it be economic, mobility or housing. Diversifying housing types can give everyone more choices about where to live and provide options for families of all life stages and income levels within the community. Livability encompasses the elements that make up a community’s sense of place and quality of life, including built and natural environments, social stability and equity, education opportunities, culture and recreation. A community that satisfies a wide range of its residents’ needs is more attractive as a place to live, work and do business and more likely to be economically successful. Health benefits that come with greater accessibility include resource conservation, improved air and water quality, and safer streets. Increased activity levels, social interaction and exercise encourage a better quality of life.
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VISION WORKSHOP: THE COMMUNITY DECIDES
On December 4, 2019 a US 17 / 92 Corridor Visioning Workshop was held in Downtown Haines City. Through a series of activity stations, the public was invited to share their ideas about how they envision the corridor’s future.
STATION 1 – WELCOME This station provided context for the project, including goals of the visioning process, project schedule, and a series of base maps to help participants orient themselves to the corridor and study area limits. There were no formal activities at this station, but attendees took the opportunity to begin offering general comments on the corridor.
STATION 2 – CONTEXT Participants were provided the opportunity to mark up a map of the corridor with existing or future issues, opportunities or conditions.
STATION 3 – ENVISION Attendees expressed what was important to them on US 17/92 as well as how they envision US 17/92 in the future. This was done via a series of four activities.
Activity One: Participants shared a word or phrase that defines/describes the area to them: » Growing » Slow moving » Alternative to other routes, depending on the time of the day » Road that has no speed control, lacks sidewalks or bike lanes, and is too small for the traffic » Very unsafe road – for everyone » Needs four lanes to prevent traffic congestion » Needs four lanes from Haines City to the county line 32
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Activity Two:
Participants were encouraged to share their local insight and knowledge with specific notes on existing and future issues, opportunities and corridor conditions: » More lanes on US 17/92 » Development around SunRail stations » More lanes, sidewalks, traffic lights, and designated turning lanes » An urban corridor with streetlights, sidewalks, bike lanes, and curb/gutter road » More economic development » More amenities – trees, trash containers, bus stops
Activity Three:
Attendees prioritized investment in the corridor, placing “money” in envelopes that corresponded to themes most meaningful to them. Themes were prioritized as follows: 1) Multimodal Access: 36% of total money 2) Multimodal Safety: 30%
Activity Four: This station gave attendees a chance to take
3) Connectivity: 30%
a visual preference survey about what kind of growth they envision for the future along the corridor. Pictures of different typical densities of development were shown (see above) and attendees were asked which densities they felt would be appropriate in different places along the corridor.
4) Identity/Character: 4%
THE VISION:
CONNECTING PEOPLE AND PLACES Information gathered through the existing conditions assessment and perspectives gained through the public engagement process regarding issues, opportunities, and desires for the future of the US 17/92 corridor revealed several recurring themes; these themes, when examined through the lens of the core planning principles, evolved into the following planning frameworks:
• Roadway Connectivity • Multimodal Accessibility & Placemaking • Multimodal Safety These three vision frameworks organize corridor relationships and illustrate potential concepts. They offer guidance for achieving community goals and graphically depict strategies that help move the corridor from its current reality to its preferred future. Together the frameworks form The Vision, the foundation that guides planning processes.
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Roadway Connectivity: Provide a linked network US 17/92 is a major commercial corridor and a critical transportation link, connecting employees, businesses, freight networks, activity centers, resort areas and residential neighborhoods. The vision for connectivity highlights choices in travel path. This helps reduce congestion and traffic on US 17/92 and improve overall mobility for both motorized and non-motorized users. It also improves connections to destinations and provides time-efficient travel options for visitors, commuters, local traffic and freight carriers.
Key Elements Alternative Routes: The roadway connectivity framework establishes alternative and parallel routes to the US 17/92 corridor that offer a variety of travel paths for both regional and local users, reducing congestion on US 17/92 and lowering vehicle miles traveled. It provides a roadway network that balances mobility and accessibility needs, enhances multimodal connections, and promotes safe and convenient movement for all users.
ROUTE CHOICE
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Figure 13: Network Connections US 17 /92 corridor study limits Important parallel connections Potential network improvements to expand grid Downtown core blocks
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Figure 14: Nodal Connectivity
Community development node
Transit oriented development node on SunRail line extension
Enhanced Roadway Network: The roadway connectivity framework improves the functionality of the overall network by enhancing the concept of street grids. It extends roadways to intersect with others (as opposed to dead-end streets), creates more choice in movement for both motorized and non-motorized users, provides redundancy that improves navigability, disperses traffic and improves block size. New intersections on priority roadways create opportunities for catalyst development nodes, increasing community destinations and improving opportunities for walkability.
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VISION & ACTION PLAN
Community main street
Main Streets: The roadway connectivity framework creates “Main Streets” through the core downtown areas of Haines City and Davenport that serve as centerpieces of the commercial mixed-use district and a link between the corridor and the community. Roadway design and multimodal treatments will: » Increase mobility and safety for all users. » Improve equity and public health. » Offer an environment suitable for more walking and bicycling. » Encourage revitalization and economic vitality, enhance community identity and provide livable and attractive urban score with a distinct sense of place.
Figure 15: Main Street Connectivity
MAIN STREETS VISION & ACTION PLAN
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US 17 / 92
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Multimodal Accessibility & Placemaking: Create more choices in destinations and mode of travel Accessibility refers to the ability to reach desired goods, services, activities and destinations. As the US 17/92 corridor continues to grow and prosper, providing choices for multimodal accessibility will be a key component in enhancing mobility and maintaining economic vitality. The vision for accessibility is a highly connected transportation network , quality multimodal infrastructure, and proximity to destinations. Supportive land use policies that create mixed-use development and higher densities cultivate a physical environment conducive to multimodal travel and promote a humanscaled public realm that addresses the needs of all within the community.
Key Elements Expansive Multimodal Networks The multimodal accessibility framework creates continuous pedestrian and bicycle networks in urban areas, offering route choices that are safe and comfortable for users of all ages, abilities and needs. It provides access to key community resources such as retail, employment, public services and recreation, as well as larger regional networks. Obstacles have been removed from the path of travel and Americans with Disabilities Act provisions for sidewalks, pedestrian routes and street crossings throughout the networks accommodate users with mobility devices.
Gateways Gateway treatments are signs and other physical structures that border a community or downtown district and introduce and welcome visitors. Gateways also help calm traffic. The US 17/92 corridor does not strongly reflect the community character of Haines City or Davenport and thus feels disconnected from the community. Gateway treatments at key entry points along the US 17/92 corridor provide visual and psychological cues that the roadway user is crossing a boundary and entering a well-defined space. The types of signage and/or structures used at gateways provide hints about the community’s unique character. 38
CONNECTIONS US 17 / 92
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VISION & ACTION PLAN
Figure 16: Connected Places
Existing sidewalk Existing bike lanes Existing shared path Existing trail Potential trail connections to expanded trail network Old Dixie Trail alternative Potential network improvements to expand grip Potential primary gateway Potential secondary gateway
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Amenities The multimodal accessibility framework provides amenities within the public realm that encourage people to walk, bike and ride transit by making their experience more convenient, comfortable, and enjoyable. As complementary elements to Complete Streets treatments, these amenities may include shade trees and landscaping, buffers, public spaces, street furnishings (such as benches, bike racks and trash cans), public art and cultural elements, pedestrian scale lighting, transit shelters/shade structures and an enhanced transit transfer location.
PUBLIC AMENITIES
Walkable Destinations The multimodal accessibility framework encourages walkability and provides a diversity of uses – places to walk to and a community that supports activity where people live, learn, work and play. A mixture of uses allows the opportunity for residents to meet their basic needs within the community and choose whether they do it by walking or bicycling. Walkable places are comfortable, convenient, connected, healthy and sustainable. They improve economic vitality, support equity and promote social interaction.
WALKABLE 40
US 17 / 92
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VISION & ACTION PLAN
Multimodal Safety: Improve mobility and comfort for all users Figure 17: Complete Intersections
US 17/92 is a busy corridor. Some stakeholders describe it as “scary� because of the congestion, speed, freight traffic and lack of traffic signals at key intersections. It is not an environment that encourages multimodal use or brings a feeling of reassurance to those who do. The vision for enhancing safety along the corridor includes improving accessibility and function for all users of the street network, adequate buffers and linkages for each multimodal network, and routes and spaces that are well defined and have appropriate amenities. Operational improvements balance the needs of, accommodate and encourage use of all multimodal networks by people of all ages and abilities.
Key Elements Street Hierarchy: The multimodal safety framework provides a hierarchy for roadway design based on function, considering a balance between mobility and accessibility, as well as elements such as location, primary users, traffic patterns and speed conditions. Based on the function, roadways will have different cross-sections and lane configurations, prioritize different multimodal networks, provide different traffic calming elements, create different buffers and transitions, and have different character in the public realm. Each roadway prioritizes safety for all users, even if the designs and features of those enhanced safety elements may be slightly different.
Source: NACTO VISION & ACTION PLAN
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US 17 / 92
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Figure 18: Safe Community Connections
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Connect community
US 17 / 92
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VISION & ACTION PLAN
Complete Intersections The multimodal safety framework implements a series of treatments at key signalized intersections to prioritize bicycles and pedestrians and reduce conflicts with motorized roadway users. No single treatment resolves all possible safety problems; therefore, parallel measures from the following treatments are implemented to reduce intersection deficiencies: safety measures will reduce crashes and associates injuries, operations measures will improve the flow of traffic and reduce delays, and accessibility measures will provide appropriate accommodations for non-motorized users. Connections across US 17/92 can be strengthened through enhanced bicycle and pedestrian treatments such as delineated crosswalks, landscaped safety islands, high visibility signage, actuated beacons, or full signalization of intersections.
SAFE CROSSINGS
Facilities
The multimodal safety framework offers facilities that provide safe and comfortable movement for people walking, bicycling or using public transit. Improvements utilize Complete Streets principles, which strive to design and operate transportation networks to safely accommodate users of all ages and abilities – motorists, pedestrians, bicyclists, and transit riders. Facilities include enhanced pedestrian amenities such as adequate lighting, shade trees, safe distances from vehicles, calmed traffic, accessible sidewalks and more. The framework also cultivates walkable destinations by enhancing community connections between residential neighborhoods, key employment centers, and transportation hubs.
MULTIMODAL VISION & ACTION PLAN
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US 17 / 92
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17 / 92 : VISION
CONNECTING PEOPLE AND PLACE
The vision for US 17/92 provides guiding principles to inform investment decisions for the corridor. It provides a road map for actionable strategies and policies to move the community forward to its desired character and function, with a focus on multimodal connections, access, safety, and community character.
Roadway Connectivity:
» Alternative routes » Expanded and enhanced roadway grid network » Downtown main streets as focal points
Multimodal Safety:
Multimodal Accessibility & Placemaking:
» Continuous bicycle and pedestrian networks » Amenities for bicycle and pedestrian users » Walkable destinations
» Street improvements designed for appropriate mobility function and users » Roadway improvements at key intersections » Bicycle and pedestrian network buffers and transitions for safety and comfort
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US 17 / 92
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VISION & ACTION PLAN
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17 / 92 ACTION PLAN
VISION & ACTION PLAN
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US 17 / 92
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Introduction The US 17/92 corridor transformation will be accomplished through a strategic Action Plan that organizes the vision into achievable and actionable steps that can be undertaken over time. It builds from the core planning principles and Vision Framework Plans and makes specific recommendations for the US 17/92 corridor to improve safety for all roadway users, enhance accessibility and comfort for pedestrians and bicyclists, expand connectivity, and utilize the area’s growing economic assets. It also helps establish a more recognizable identity and character along the corridor. The Action Plan contains different types of recommendations, ranging from policies and regulatory tools to physical improvements. It is a document that may change as the recommendations are tested by time and market forces, as well as the goals and policies of different local, regional, and state agencies and other stakeholders. It will be critical to keep focus on the Action Plan, not only as an organizing framework but to capitalize on unforeseen opportunities that may arise that are consistent with the vision for the corridor.
Community Visioning Workshop, December 4, 2019 HAINES CITY LIBRARY
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Economic Growth Strategies Strategies supporting economic growth begin by creating a framework that effectively encourages appropriate development along the corridor. The Vision presents a compelling look at the corridor’s future, but it is the Action Plan that provides the recommendations that guide specific investments. The developers, investors, companies and institutions who will be participating in the corridor’s transformation will be looking for guidance and inspiration in conceiving and executing projects to ensure that private investment reinforces the intent and character of the public investment envisioned for the corridor. Stakeholders want to be confident when taking actions that advance their own interests by knowing they collectively contribute to the overall realization of the corridor vision. The development guidance that City of Davenport, City of Haines City and Polk County can offer will provide opportunities to effectively manage the critical intersection of the public and private realms that help define the character of the corridor and influence mobility and accessibility options for all users. Creation of this framework may include discussion of the following elements: • Offer Product: In order to capture new investment and attract new residents and businesses, a varied supply of development products should be permitted. • Align policies with the Vision Plan: Rezoning strategies should consider the location of potential development nodes and catalyst areas to determine the best framework to spur economic activity. Overlay districts and design guidelines can be created as supplemental materials to provide specific provisions and additional clarity regarding expectations on elements such as form-based development, development types, public realm/streetscape elements, temporary and permanent art installations, construction materials, parking, setbacks, and building height. • Provide outreach: Educate and promote economic opportunities, especially explaining concepts such as mixed-use development to the private sector. • Offer incentives: New projects may benefit from assistance to be feasible, especially in the early stages of redevelopment transformation. Incentives could include expedited plan review and approval, reduced development fees or density/intensity bonuses. • Explore Partnerships: Look for opportunities to leverage resources to upgrade underutilized buildings that no longer serve existing community needs to attract new business, services, and employment that fulfills needs in the area. • Pursue property acquisition: As opportunities arise, help prepare parcels for sale/redevelopment or master plan an area for new retail and service destinations. • Improve walkability: Ensure that areas designated for commercial development are conducive to nonautomobile modes of travel. The success of retail businesses is highly dependent on location, visibility, and customer access. • Enhance infrastructure: Upgrade fundamental services and systems to create a dependable framework that provides healthy, efficient, and safe communities. Infrastructure improvements could include projects such as undergrounding utilities in core urban areas, implementing low impact development (LID) stormwater measures, sustainable design techniques, and enhanced maintenance activities. • Prepare for SunRail extension: Create concept plans around potential transit stations to provide a framework for intensifying and organizing redevelopment/development and for guiding policy modifications.
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In Davenport, the proposed SunRail station is located between two “main streets, Bay Street and Magnolia Street. Bay Street is the traditional core of downtown Davenport. Magnolia Street is envisioned to evolve into a walkable pedestrian oriented corridor connecting the existing downtown east of US 17/92 to the emerging downtown redevelopment west of US 17/92 that will be anchored by the new community center. The proposed SunRail station is located on a proposed Citrus Connection bus route (beginning service August 2020). The concept plan (Figure 1) consists of commercial and service uses fronting US 17/92, transitioning to mixed-use development, then multi-family residential adjacent to existing single-family homes. A gateway feature could be incorporated into the community center site or adjacent open spaces. Lee Jackson Highway (traveling south into Davenport) will curve to the southwest near North Boulevard and merge into State Street, a divided roadway with on-street parking that provides a gateway and primary entrance and sets the character for the downtown with “complete streets” treatments. Lee Jackson Highway will terminate at Orange Street; removing the roadway between Orange Street and Davenport Boulevard will simplify the intersection at the railroad tracks and US 17/92 and allow Wilson Park to Figure 19: Transit Oriented Development - Davenport expand to the east across the railroad tracks to provide a connection to the proposed SunRail station. The concept plan also proposes moving the location of the farmer’s market across the street into the shaded lot adjacent to Lake Play – this will provide an opportunity to create a better street wall along Bay Street coming off US 17/92.
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In Haines City, the SunRail station location is proposed in the old train station on Park Place, adjacent to Railroad Park in the heart of downtown near many community businesses and municipal services. The station is located on an existing Citrus Connection bus route and the existing transfer point/station in the Haines City Plaza could be moved adjacent to the SunRail station to consolidate services and connections. The concept plan (Figure 2) consists of commercial and service uses fronting Hinson Avenue, transitioning to mixed-use development on the blocks off US 17/92, then multi-family residential next to existing single-family homes. A gateway feature could be incorporated into the open space at 3rd Avenue. The existing industrial area on Lake Tracy west of the railroad tracks would redevelop as mixed-use and multifamily residential to provide destinations and services within the Âź mile walkshed around the station. Underutilized and vacant parcels would also develop/redevelop on key east/west roads to provide activated street walls with pedestrian interest.
Figure 20: Transit Oriented Development - Haines City
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Land Use Policy Strategies The Action Plan proposes recommendations that impact existing land use and zoning. While major changes to the Land Development Codes and Comprehensive Plans of City of Davenport, City of Haines City, and Polk County are not necessary to achieve the vision defined for the US 17/92 corridor, regulations should be updated to reflect the intent of these proposed improvements. Inappropriate zoning can be as much of a barrier to development as physical constraints because it creates additional costs and risks for a developer seeking to change a parcel designation. Based on direction provided in the Vision Framework Plans, the following policy modifications should be considered: City of Davenport Change the Manufacturing/Warehousing (I-1) and Industrial (I-2) zoning along Magnolia Street to Downtown Business District (DBD) to facilitate appropriate development in the walkshed around the new community center and potential SunRail Station areas. Amend the DBD development standards to increase the maximum impervious surface area from 70% to 100% to increase building presence along the public realm, provided all development requirements can be satisfied. Add text at the end of Land Development Regulation Sec. 3.08.04 (A) Downtown Business District, Purpose, to indicate that parking lots, if required, shall not be constructed in front of buildings. Revise the limits of the Commerce Activity Center (CAC) future land use to match that of the DBD zoning. Modify the description of CAC in the Comprehensive Plan to include multi-family residential units. City of Haines City Change the Heavy Industrial (IH) zoning on the south side of Lake Tracy and the Residential (R-3x) west of Polk City Road to Central Business District Extra (CBDx) to provide transitions to the downtown core and facilitate appropriate development in the walkshed around the potential SunRail Station. Change the Industrial (IN) future land use to Commercial Activity Center to match the proposed zoning changes.
DAVENPORT
Revise off-street parking requirements to indicate that parking shall not be allowed in front of buildings in the CBD and CBDx zoning designations. Polk County Change the Residential Medium (RM) and Residential Low (RL-4) land uses along US 17/92 between Ronald Reagan Parkway and the Osceola/Polk County Line to Community Activity Center (CAC) in response to an emerging economic node at that intersection and in anticipation of further evolution of the area with the proposed Poinciana Parkway I-4 Connector roadway.
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HAINES CITY
Multimodal & Placemaking Strategies The strategies and recommendations below help transform the corridor to meet the vision expressed by stakeholders and outlined in the Vision Framework Plans. Implementing this array of projects will take concerted and coordinated effort through long-term partnerships and planning among different groups and entities.
MULTIMODAL ACCESS MULTIMODAL SAFETY PLACEMAKING
CONNECTIVITY
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Expand the roadway grid network in northeast Haines City
Description/ Importance
The benefits of extending and better connecting the street grid are a more efficient overall network of streets that offer drivers and pedestrians more choices regarding how they reach their destination, thereby distributing traffic more evenly across the local network. New intersections of priority roadways create opportunities for catalyst development nodes, increasing community destinations and improving walkability.
Action(s)
1. Extend Bates Road from US 17/92 to Powerline Road. 2. Extend Smith Road from east of US 17/92 to Powerline Road. 3. Extend N. 30th Street from Baker Dairy Road to proposed
Bates Road extension. 4. Extend Park Road from Pryor Avenue to proposed Bates
Road extension. 5. Extend Park Road from Johnson Avenue to Hinson Avenue. 6. Extend Park Road from Hinson Avenue to Robinson Drive 7. Extend Powerline Road from Hinson Avenue to Lake Marion
Road with provisions for extension south as part of the Central Polk Parkway Extension.
Responsible Parties
FDOT, City of Haines City, Polk TPO
IMMEDIATE (<1 year)
SHORT TERM (1-4 years)
MIDTERM (4-10 years)
LONG TERM (10+ years)
• Identify project priorities and develop phased implementation plans.
• Design, secure right-of-way and construct next three projects on the priority list.
• Coordinate with local and state agencies/plans.
• Assemble background data – surveying and mapping of right-of-way and utility locations, property lines, infrastructure, buildings, environmental resources.
• Design, secure right-of-way and construct next two projects on the priority list and others that may have been added.
• Identify stakeholders and public engagement efforts.
• Create concept plan alternatives to evaluate.
• Reference the Haines City Vision (roadway plan and sections) for guidance.
• Engage the community to clarify issues and opportunities, involve affected landowners, and prioritize routing options. • Develop preliminary design plans based on evaluation criteria and stakeholder input. • Design, secure right-ofway, and construct highest priority project.
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• Coordinate alignment of Powerline Road as part of the Central Polk Parkway design and routing alternatives analysis.
Figure 21: N. 30th Street Future Cross-Section (from Haines City Vision Plan, urban 4-lane divided section)
Figure 22: Haines City Expanded Street Grid
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US 17 /92 corridor study limits Potential street connections Downtown overlay district
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5 HAINES CITY 6
7
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Create alternative routes
Description/ Importance
Action(s)
Alternate and parallel routes to the US 17/92 corridor will provide variety in travel paths for both regional and local users, reducing congestion on US 17/92 and providing a roadway network that better balances mobility and accessibility needs, enhances multimodal connections, and promotes safe and convenient movement for all users. 1. Extend Powerline Road from South Boulevard to the Ernie
Caldwell Boulevard/Pine Tree Trail intersection, crossing US 17/92 south of Temples Lane. 2. Create secondary roadway loop through the Cemex
property as it develops after mining operations cease and provide a connection from that roadway into the Providence development; connect Ridgewood Lakes to the Powerline Road Extension. 3. Make Powerline Road Extension the new US 17/92
designation, with the old US 17/92 roadway between Davenport and Haines City (Ernie Caldwell Boulevard to Hinson Avenue) becoming a local roadway.
Responsible Parties
IMMEDIATE (<1 year) • Identify project segments, priority connections, and a phased implementation plan. • Coordinate with local and state agencies/plans. • Identify stakeholders and public engagement efforts. • Reference the FDOT D1 US 27 Mobility Study and Polk TPO Momentum 2040 Transportation Plan for guidance.
SHORT TERM (1-4 years) • Assemble background data – surveying and mapping of right-of-way and utility locations, property lines, infrastructure, buildings, environmental resources. • Create concept plan alternatives to evaluate. • Engage to community to clarify issues and opportunities, involve affected landowners, and prioritize routing options. • Develop preliminary design plans based on evaluation criteria and stakeholder input. • Design, secure right-ofway, and construct highest priority segment.
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FDOT, Polk TPO, City of Davenport, City of Haines City, Central Florida Expressway Authority, MetroPlan Orlando
MIDTERM (4-10 years) • Design, secure right-ofway, and construct next three segments on the implementation plan. • Coordinate with Haines City and Davenport to designate US 17/92 through those cities as a local roadway and make Powerline Road Extension the new US 17/92 route.
LONG TERM (10+ years) • Design, secure rightof-way, and construct remaining segments on the implementation plan.
Figure 23: Future Powerline Road Extension Cross-Section
Figure 24: Future Powerline Road Extension Connections
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2
2 2
US 17 /92 corridor study limits
DAVENPORT
Powerline Road extension Secondary road connections Downtown overlay district
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Reconfigure roadway crosssections
Description/ Importance
Action(s)
Roadway cross-sections through urban areas will be modified based on function, considering a balance between mobility and accessibility, and based on elements such as location, primary users, traffic patterns, speed conditions, and traffic calming features. The design will also reflect the proposed context of the roadway. 1. Reconfigure US 17/92 in downtown Davenport from South
Boulevard to North Boulevard by adding a continuous center turn lane and right turn lanes southbound at Magnolia Street and Bay Street, including a re-grading of the US 17/92 and Bay Street intersection. 2. Reconfigure Hinson Avenue in downtown Haines City from
3rd Street to 17th Street with a modified four-lane crosssection as presented in the PD&E alternatives being evaluated. Note: PD&E studies are ongoing in Haines City and roadway improvements through downtown are dependent on the recommendations of those studies. The need for improvements is acknowledged as part of this action plan but specific recommendations have not been given.
Responsible Parties
IMMEDIATE (<1 year) • Define project scope and goals for each corridor study area. • Coordinate with local and state agencies/plans. • Identify stakeholders and public engagement efforts. • Document existing roadway and multimodal conditions through field reconnaissance for each corridor study area. • Review applicable FDOT guidance and design controls for items such as speed, volumes, LOS, roadway classifications and crash data. • Reference the FDOT D1 US 17/92, Hinson Avenue Phased Feasibility and Project Development and Environment Studies from SR 17 (10th Street) to 17th Street report (March 2019).
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FDOT, City of Davenport, City of Haines City, Polk TPO
SHORT TERM (1-4 years) • Assemble background data – surveying and mapping of right-of-way and utility locations, property lines, infrastructure, buildings. • Create concept plan alternatives to evaluate. • Engage the community to clarify issues and opportunities, involve adjacent property owners, and prioritize concept plan alternatives. • Develop preliminary design plans based on evaluation criteria and stakeholder input. • Coordinate with Citrus Connection on bus stops and service. • Coordinate with existing businesses to ensure continued safe operation and customer access during construction activities.
MIDTERM (4-10 years) • Design and construct each corridor study area. • Coordinate resurfacing, restoration, and rehabilitation (RRR) work on adjacent and connecting roadways.
Figure 25: US 17 Road Section Reconfiguration - Davenport
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DAVENPORT Proposed roadway reconfiguration Downtown overlay district
Figure 26: Cross-Section of US 17/92 through Davenport
EXISTING
PROPOSED
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Intersection Traffic Operational Studies
Description/ Importance
Action(s)
A series of parallel measures will be implemented to reduce deficiencies at key intersections along the corridor – operational measures will improve traffic flow and reduce delays, safety measures will reduce crashes and injuries, and accessibility measures will provide appropriate accommodations for nonmotorized users and improve their safety and comfort. 1. Add
operational improvements on US 17/92 at Ernie Caldwell Boulevard.
2. Add operational improvements on US 17/92 at Magnolia
Street. 3. Add
operational improvements at the Davenport Boulevard/State Street and Davenport Boulevard/US 17/92 intersections. Note: the last block of Lee Jackson Highway between Davenport Boulevard and Orange Street is to be closed or removed.
4. Add operational improvements on US 17/92 at Bates
Road. 5. Modify the left-turn lane for east-to-north movement at
US 17/92 and Hinson Avenue intersection. 6. Add a left-turn phase for north-to-west movement at US
17/92 and Hinson Avenue intersection.
Responsible Parties
IMMEDIATE (<1 year)
• Identify priority intersections and develop implementation plans. • Coordinate with local and state agencies/plans. • Identify stakeholders and public engagement efforts. • Document existing roadway and multimodal conditions through field reconnaissance for each intersection. • Review applicable FDOT guidance and design controls such as speed, volumes, LOS, roadway classifications and crash data.
FDOT, Polk TPO, City of Davenport, City of Haines City
SHORT TERM (1-4 years)
• Assemble background data – surveying and mapping of rightof-way and utility locations, property lines, infrastructure, buildings, environmental resources – for each intersection. • Create concept plan alternatives to evaluate. • Engage the community to clarify issues and opportunities. • Develop preliminary design plans based on evaluation criteria and stakeholder input. • Coordinate with existing businesses that will be impacted by construction. • Design and construct all projects based on priorities.
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Figure 27: Intersection Traffic Operational Study Opportunities
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US 17 /92 corridor study limits Intersection improvement Downtown overlay district
2 3
DAVENPORT
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5 6
HAINES CITY
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Provide pedestrian and bicycle enhancements at key intersections
Description/ Importance
Complete intersections treatments at key signalized intersections will prioritize pedestrians and bicyclists, although it will strive to balance the needs of all users, all modes of transportation, and all ability levels. They are designed to create visible and predictable interactions between roadway users - increasing safety, reducing crashes, improving mobility, and enhancing the public realm.
Action(s)
1. Add pedestrian walk phase to signal timing at US 17/92 and
Bay Street and at US 17/92 and Magnolia Street intersections to provide safer street crossing ahead of turning traffic. 2. Update pedestrian crossing striping at US 17/92 and Bay
Street and add at US 17/92 and Magnolia Street intersections to improve visibility. 3. Modify location of left-turn lane stop bars at Hinson
Avenue/10th Street intersection to accommodate right-turn movement of trucks so they do not track over curbs and sidewalks. 4. Add pedestrian walk phase to signal timing at Hinson
Avenue/10th Street and Hinson Avenue/6th Street intersections to provide safer street crossing ahead of turning traffic. 5. Update pedestrian crossing striping at Hinson Avenue/10th
Street and Hinson Avenue/6th Street intersections to improve visibility. 6. Add pedestrian crossing striping at Jones Avenue/10th Street
intersection. Note: If pending PD&E studies recommend extending Jones Avenue to the east, additional pedestrian enhancements will be needed at this intersection.
Responsible Parties
FDOT, City of Davenport, City of Haines City
IMMEDIATE (<1 year) • Identify project priorities and develop implementation plans.
SHORT TERM (1-4 years)
• Coordinate with local and state agencies/plans.
• Assemble background data – surveying and mapping of rightof-way and utility locations, infrastructure, bike/ped facilities – for each intersection.
• Identify stakeholders and public engagement efforts.
• Create concept plan alternatives to evaluate.
• Document existing conditions and multimodal issues through field reconnaissance for each intersection.
• Engage the community to clarify issues and opportunities. • Develop preliminary design plans based on evaluation criteria and stakeholder input. • Coordinate with existing businesses that will be impacted by construction. • Design and construct all projects based on priorities.
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Figure 28: Pedestrian and Bicycle Intersection Enhancements
1 2
1 2
DAVENPORT
Proposed intersection improvement Downtown overlay district
6 3
5
4
HAINES CITY
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Expand pedestrian and bicycle networks
Description/ Importance
Action(s)
Continuous pedestrian and bicycle networks offer route choices that are safe and comfortable for users of all ages, abilities, and needs. It will provide better access to key community resources such as retail, employment, public service, and recreation. Obstacles will be removed from the path of travel to accommodate users with disabilities or mobility devices. 1. Create a multi-use trail from Bay Street to Johnson Avenue on the east side of US 17/92 that will connect Davenport and Haines City. 2. Add bike lanes from 3rd Street to South Avenue. 3. Provide access to the Haines City Trail from Hinson
Avenue near the railroad bridge. 4. Remove obstacles in and/or overhanging the
sidewalk on Hinson Avenue. 5. Add bike lanes on N. 30th Street and Baker Dairy
Road.
Responsible Parties
IMMEDIATE (<1 year)
• Identify project priorities and develop implementation plans.
FDOT, Polk TPO, City of Davenport, City of Haines City
SHORT TERM (1-4 years)
• Coordinate with local and state agencies/plans.
• Assemble background data – surveying and mapping of right-of-way and utility locations, property lines, infrastructure, environmental resources – for each study area.
• Identify stakeholders and public engagement efforts.
• Create concept plan alternatives to evaluate.
• Document existing roadway and multimodal conditions, destinations, and attractions through data collection and field reconnaissance for each study area.
• Engage the community to clarify issues and opportunities and prioritize routing options.
• Review design guidelines for multi-use trails on FDOT roadways.
• Develop preliminary design plans based on evaluation criteria and stakeholder input. Consider trail wayfinding elements, trailheads, and other amenities.
• Reference the Polk TPO Multi-Use Trails Master Plan and consider potential regional connections.
• Produce right-of-way and utility agreements as needed for any adjacent site work.
• Consult with and involve local interest groups.
• Design and construct all projects based on priorities.
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Figure 29: Expanded Pedestrian and Bicycle Networks
DAVENPORT
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5
2
3
4
HAINES CITY
US 17 /92 corridor study limits Existing trails Proposed multiuse trail Proposed bike lanes Trail access Downtown overlay district
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Add transit amenities
Description/ Importance
Action(s)
The design of bus stop waiting areas plays a key role in a person’s decision to use transit. Passenger amenities and enhancements will be provided that improve comfort and enhance security, making transit more attractive and accessible for people of all ages, abilities, and backgrounds. 1. Work with Citrus Connection and City of Davenport for
new bus stop locations and amenities on the proposed Route 20x scheduled to go into service August 2020. 2. Add benches; a bus stop sign that identifies the
location as a designated bus stop, provides route specific information, and displays a transit information and help telephone number; a trash receptacle; and a shelter to the three Haines City bus stops located west of C Street, west of 2nd Street, and west of 5th Street. 3. Provide real time bus arrival information, handicap
parking and ADA access features at the Haines City 17th Street transfer location.
Responsible Parties
IMMEDIATE (<1 year)
• Identify project priorities and develop implementation plans. • Coordinate with Citrus Connection and local and state agencies. • Identify stakeholders and public engagement efforts. • Document existing transit stops, amenities, ridership, and adjacent streetscape elements such as lighting, sidewalks, and crosswalks through field reconnaissance for each bus stop location. • Review design parameters such as ADA accessibility and bus stop layout guidelines.
FDOT, Citrus Connection, City of Davenport, City of Haines City
SHORT TERM (1-4 years)
• Assemble background data – surveying and mapping of right-of-way and utility locations, property lines, infrastructure, vegetation, buildings – for each bus stop location. • Create concept plans for each bus stop location. • Coordinate with the Citrus Connection Community Bus Shelter Program ( https://ridecitrus.com/about-us/busshelters/ ). • Engage the community and transit riders to clarify issues and opportunities and solicit suggestions. • Develop preliminary design plans based on stakeholder input and design parameters. • Coordinate with existing businesses that will be impacted by construction. • Design and construct all projects based on priorities.
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Figure 30: Transit Improvements
1
DAVENPORT Transit improvement
Downtown overlay district
2 3 2
2
HAINES CITY
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Enhance the public realm using Complete Streets concepts
Description/ Importance
Streets not only influence mobility choices but affect the safety and comfort of its users. Key street corridors will be designed using Complete Streets principles to ensure that the safety, accessibility, and convenience of all transportation users is accommodated. These streets will encourage walking and bicycling, and they will boost economic activity and visibility of storefront businesses.
Action(s)
Incorporate wider sidewalks, street trees, benches, trash receptacles, public art, wayfinding signage, and pedestrian-scale lighting.
DAVENPORT 1. State Street between North Boulevard West and Bay Street. 2. Magnolia Street between State Street and S. Suwanee Avenue. 3. Market Street between US 17/92 and Escambia Avenue. 4. Escambia Avenue between Market Street and Bay Street. 5. Bay Street between US 17/92 and S. Suwanee Avenue 6. US 17/92 between Maple Street and Pine Street.
HAINES CITY 7. Main Street from Polk City Road North 10th Street. 8. 6th Street between Main Street and Hinson Avenue 9. Hinson Avenue between 3rd Street and 10th Street. 10. 10th Street between Hinson Avenue and Jones Avenue.
Responsible Parties
IMMEDIATE (<1 year) • Identify project priorities and develop implementation plans. • Coordinate with local and state agencies. • Identify stakeholders and public engagement efforts. • Document existing conditions in the public realm through field reconnaissance for each location.
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FDOT, City of Davenport, City of Haines City
SHORT TERM (1-4 years) • Assemble background data, including surveying and mapping, for each location • Create concept plan alternatives for evaluation. • Engage the community to clarify issues and opportunities and solicit suggestions. • Identify test projects/sites, as well as locations for public art. • Consider funding sources for public art, including NEA and NEH grants • Develop preliminary design plans based on evaluation criteria and stakeholder input. • Coordinate with existing businesses • Design and construct two highest priority projects.
MIDTERM (4-10 years) • Design and construct each corridor study area. • Coordinate resurfacing, restoration, and rehabilitation (RRR) work on adjacent and connecting roadways.
Figure 31: Enhanced Pedestrian Oriented Streets
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3
4 5
6
DAVENPORT Complete street Downtown overlay district
7 8 9
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HAINES CITY
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Create placemaking opportunities
Description/ Importance
Action(s)
Responsible Parties
IMMEDIATE (<1 year) • Confirm feasibility of gateway sites and prioritize implementation. • Coordinate with local and state agencies. • Identify stakeholders and public engagement efforts.
Gateway treatments, physical structures that announce community or downtown districts and indicate a traveler is crossing a boundary and entering a well-defined place, will be added at key points of entry and visibility along the corridor. Gateways contribute to a community’s sense of place, using repeated design elements and materials to create continuity across different parts of the community. 1. Provide a secondary gateway feature for Davenport near the new community center and a realigned North Boulevard/ State Street/Lee Jackson Highway intersection. 2. Provide a primary gateway feature for Davenport on Davenport Boulevard near West Boulevard 3. Provide a secondary gateway feature for Davenport on US 17/92 near North Boulevard. 4. Provide a primary gateway feature for Davenport near a future Bay Street/Powerline Road or Central Polk Parkway Extension intersection. 5. Provide a secondary gateway feature for Davenport on US 17/92 near South Boulevard. 6. Provide secondary gateway feature for Haines City at US 17/92 and Johnson Avenue. 7. Provide a secondary gateway feature for Haines City on Hinson Avenue near 30th Street. 8. Provide a secondary gateway feature for Haines City at 3rd Street and Hinson Avenue. 9. Provide a primary gateway feature for Haines City in the southeast quadrant of the US 27 and US 17/92 interchange, outside the cloverleaf. FDOT, City of Davenport, City of Haines City
SHORT TERM (1-4 years) • Assemble background data – surveying and mapping of right-of-way and utility locations, infrastructure – for each gateway. • Engage the community to solicit design ideas, including local and regional artists. • Identify potential funding opportunities and partnerships. • Create design concepts. Engage the community to rank design ideas and offer suggestions. • Design, secure right-of-way (as applicable), and construct each gateway.
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Figure 32: Gateway Opportunities
1 3
2 Primary gateway
Secondary gateway
DAVENPORT Downtown overlay district
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Powerline Rd extension
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9
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HAINES CITY
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Measuring Success The Action Plan provides a range of recommendations so that as priorities or opportunities arise, progress can be made in transforming the corridor so it can achieve its full multimodal network, community development and economic potential. The strategies identified are those most important to initiating change. Over time, FDOT, City of Haines City, City of Davenport and Polk County will need to check in and track the collective progress towards achieving the corridor vision. To ensure implementation is sustained over the long time periods required for redevelopment and modification, these entities should establish a review of progress in achieving the desired community outcomes. It is recommended that a short list of indicators and benchmarks be established so that progress can be documented on an annual basis to demonstrate the benefits of improvements and changes along the corridor. This will be an important tool to keep focus on the vision as time elapses and there is turnover in elected officials, appointed officials and staff who have been involved in the planning process, and will help cultivate new champions for the vision and its recommendations as they evolve.
Linear feet of sidewalk added Linear footage of streets with Complete Streets treatments
Miles of on-or-offstreet facilities added to enhance bike/ped mobility Number of transit stops with upgraded amenities
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Examples of potential indicators or benchmarks to track may include:
Number of crashes
Number of new development, redevelopment or adaptive reuse applications submitted
US 17 92
VISION & ACTION PLAN PROJECT NO.: XXXX-XXXX-XXXX
DISTRICT ONE
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