The State of the commute : transportation in University, North

The State of the commute : transportation in University, North

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The State of the commute : transportation in University, North
University of South Florida. Center for Urban Transportation Research
Place of Publication:
Tampa, Fla
Center for Urban Transportation Research (CUTR)
Publication Date:


Subjects / Keywords:
Transportation, Automotive--Florida--Hillsborough County--Planning ( lcsh )
Ridesharing--Florida--Hillsborough County ( lcsh )
Commuters--Florida--Hillsborough County--Attitudes ( lcsh )
Traffic congestion--Florida--Hillsborough County ( lcsh )
Commuting--Florida--Hillsborough County ( lcsh )
letter ( marcgt )

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University of South Florida Library
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University of South Florida
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All applicable rights reserved by the source institution and holding location.
Resource Identifier:
C01-00041 ( USFLDC DOI )
c1.41 ( USFLDC Handle )

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University of South Florida. Center for Urban Transportation Research
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The State of the commute : transportation in University, North
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c 1999 September
Transportation, Automotive--Florida--Hillsborough County--Planning
Ridesharing--Florida--Hillsborough County
Commuters--Florida--Hillsborough County--Attitudes
Traffic congestion--Florida--Hillsborough County
Commuting--Florida--Hillsborough County
1 773
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4 856


The of the Commute: .... .. T in Notth


T in Notth The State of The Commute is a dynamic representation of Univers i ty North, frequent l y updated and enhanced, as population employment, land use, and traffic conditions in our community change with time. Also available on the Internet, at www.commuterservices com. Prepared by the: University North Transportation Initiative Center for Urban Transportation Re search 4202 E. Fowler Avenue, CUT 100 Tampa, FL 33620 -5 375 (813) 974-3564 UNTI is jointly funded through the Florida D epartment of Transportation The City of Tampa H i llsboro ugh County, and the University of South Flo r ida September 1999 2


Acknowledgements: The University North Transportation Initiative would like to thank the Hillsborough County Metropolitan Planning Organization, the Hillsborough County P lanning Commission the Florida Department of Transpor tation District Seven, the Center for Urban Transportation Research, and in particular, the CUTR GIS stalf, for their time and energy during the compilation of this report. The authors are solely responsible for any omissions or errors. 3


Table of Contents Page Number Forward 7 Map 1: North Seroia Area Report Organization 9 Part One: Transpo rtation in Society 10 The Changing U rban Landscape 10 Balancing Jobs and Housing Location Dedsions 12 Changes in Tra v el, Changes in T raffic 13 Map 2: Major Road Network What is Transportation Demand Management? 15 Transportation Demand Management Agencies 15 Bay Area Commuter Services 16 Van Pool Services, Inc. 16 Center for U rban Transportation Research: TDM Clearinghouse 16 Transportation Management Organizations 17 Map 3: Transporft1tion Management Associations Tampa Downtown Partnership TMO 18 Westshore Alliance TMA 19 St Petersburg DO\\'fltown TMI 19 University North Transportation Initiative 19 Emp lo yee Transportation Coordinators 20 Part Two : Overview of Transportation Agencies and Related Plans for U n iversity North 22 Comprehensive Plan Policies Land Development Codes Bicycle Facilities Sidewalks Public Transit Facilities Hillsborough CoWlty M e tropolitan Planning Organization MPO Transportation Plans Map 4: Major Constmction Projects in University North Map 5: Right-of-Way Projects in U11ivmity North Transportation Imp r ovement Program Major Investment Studies Map 6: Study Area with Alternati?,'e Options Levels of Service and Concurrency Table Il-1: Roadway Level oJSeroice FDOT District 7 Adopted Work Program 22 22 23 23 23 24 24 25 26 27 28 28 4


Map 7: FOOT Work Program Interstate 275 29 Interstate 75 29 Bruce B. Downs Boulevard 29 Fowler Avenue 30 Bearss A venue 30 Fletcher Avenue 30 40"' Street 30 Improvements within Pasco County 30 gM 30 US41 30 1-75 and SR 56 Interchange 30 SR56 31 Part Three: Transportation Commute Alternatives 32 Carpool Programs 32 Vanpool Programs 33 Bus Transit 33 Map 8: HARTline Route Network Bikes on Buses 34 Bus Buddy System 34 Share-aVan Service 34 Park-n-Ride 35 Map 9: HAR11ine Network with Park-and-Ride Lots University Area Circulator Service 35 Map 10: USF Area Alignment Options Bicycle Commuting in Univ ers ity North 35 Flexible Work Environments 36 Legislative Benefits of Using T ransit 37 Part Four: Univers i ty North Transportation Initiati ve in Context 38 Political Jurisdictions 38 Map 11: Political Jurisdictions Pasco County Influences 39 Map 12: Major Roads Roadway Level-of-Service and Available Capacity on UNTI Roadways 39 Map 13: University North Road lrrventory Table IV-1: LOS Selected Segments 40 Table IV -2: Level of Service Inventory Report Map 14: Peak Hour Volumes Map 15: Level of Seroice Standard of Select Tampa Roadways Map 16: Concurrency Management System With Ami/able Capacity and LOS UNTI and Transit in Univ ersity North 42 Express and Circulator Bus Service 43 Uni versity Cir cula tor Shuttle Service (Proposed) 43 5


Map 17: Proposed University CircuU.tor Service Bicycle Needs in University North Map 18: Bicycle Needs and Existing Facilities in University North Table IV-3: Existing 4ft. PaL-ed Shoulder/Bike Lane Table IV-4: Existing 14ft. or wider Paved outside lane Table IV-5: Existing Off-Road Bike Facility Table IV-6: Proposed On-Road Facility Table IV-7: Proposed Off-Road Facility Table IV-8: Funded Bicycle Fact1ity Sidewalk Needs in University North Map 19: Sidewalk Retrofits Priority Level I Priority Level II Priority Le v el III Priority Level N Priority Level V University North Population Characteristics Map 20: PopuU.tiou Aged 18-24 Map 21: Populatiou Aged 25-44 Map 22: Populatiou Aged 45-64 Map 23: Population Aged 65 and over Map 24: USF Student Deusity Working and Gaining Economic Self-Sufficiency Map 25: WAGES Clients Locations University Area Community University Area Community Detoelopmeut Corporation University Area Community Center University North Employment Characteristics Map 26: Major Employers Map 27: Hillsborough County Employment Table IV-9: Employment Density Comporisons Clmrts: Employees by Sector Employment Strategies & Local Pilot Programs Moving Forward Contact Information For Further Information Evaluation Form 45 46 46 46 46 47 47 47 47 47 48 48 48 48 so 5 1 52 52 52 53 54 54 56 57 58 59 6


Forward The State of the Commute Over the last decade, th e northeastern regions of Tampa and Hillsborough CoW\ty have seen the rapid e xpansion o f residential neighborhoods, concur rent w ith the proliferation of commercial developments along both sides of the area's major transportation corridor, Bruce B. Downs Bou le va rd. In April1999, it was reported the number of single-family and multi -f amily dwellings had nearly doubled in just a five year period. New Tampa has a l ready surpassed the 10,000 mark for new residential units, and the 1999 Census track estimate for this region reflects a growth rate approaching 120% in just nine years. While new commercial and residential developments are indicators of positive growth conditions and a strong economic climate, they are also a source o f traffic generation. N ew developments stimula te the need for additional l ocal trips many of which are made by the single-occupant vehicle As more vehicle trips a re directed onto B ruce B Downs Boulevard, this primary corridor will become increasingly congested Such widesp read de velopment has already caus e d a ripp l e effect on the regional transportation network. Interstates 75 and 2 75 function as north/ east-wes t boW\daries for this region known as University N orth, although Bru c e B. Downs Boulevard provides the only direct north-south access throughou t the service area (See Map #1 Univers i ty North Service Area) No major east-wes t corridors currently exis t in Univers i ty N orth, b etween the northern Hillsborough County line and Bearss Avenue/ Skipper Roads to the so u th. Channeling these additional vehicle trips on t o one primary corridor only exacerbates current travel conditions in Northeast Tampa Growing traffic volumes and re s ulting v ehicular congestion could negatively affect this region in terms ranging from travel dela ys and worsen e d air pollution, to increased driver frustration o r aggression, and diminished quality of life. The lure of an improved 'quality of life' has pW\ctuated the growth o f residential neighborhoods into n o rtheast Hillsbor ou gh County, as developers promo t e the calm suburban New Tampa lifestyle as different and discrete from the bustling downtown activity centers. However, heavy traffic conditions, congested through roads and long commute times have even prompted Tampa's mayo r to relocate from New Tampa to downt own, as reported in newspaper headlines. The q uality of lif e sought by those moving to the suburban fringe is dearly dependen t upon an effective and efficient, balanced transportation sys t e m What constitutes a balanced sys t e m, and who benefits from a range of transportation options? It depends on whom you ask Residents of Tampa and Hillsborough County h ave shared their opinions with local elected officials and professional planners at differen t time s, and in various public settings Some prefer the private automo bile to any other option on the market. Many e lect t o utilize pub li c transportation or to commute b y bicycle for their work and shopping trips; others endorse the construction 7


Map 1: University North Service Area I I I { I 'l i l t .. _._ ... ";rr -I J I I j J I -r11 r i l i I ll LlI ...... .., -i+---1-+ ( I i I I \ I 1. Source: 1 995 TIGER/Lin e & City o f Tampa PASC O.COUNlY ;; .. I / I I -- r='-'-"--=...l==""---4-""4k:J LE G END I I U N TI B o u.ndary I c ;ty of Tampa Temple TeiTSCe '----'! U nincCfJ>OOib>d --Roads \ I


of commuter rail. Still others utilize the technological advancements of this g eneration, to teleconunute from their home offices and eliminate vehicular trips entirely. Transportation issues consistently pepper the front page of the newspapers in Tampa Bay. Public officials debate whether or not to approve new roadway construction or road-widening projects. Whether it's feasible to provide for sidewalks and bicycl e lanes as new developments are approved. Whether to generate funding by increasing user fees along new toll roads. Or whether to increase the local tax base to generate revenue for transportation services. Identifying the problems and issues is easy; finding creative and reasonable solutions i s the challenge. Perhaps Albert Einstein summarized it best, when he said that, "prob l ems cannot be solved at the same level of awareness that created them." Yet the transportation and land use cycle in which we consistently find ourselves, lends itself to the colloquia definition of madness: doing the same thing over and over again, and expecting different r esu lts. We continue to widen our roadways to solve congestion, but we watch traffi c volumes quickly rise t o meet or ex ceed the additional capacity. We continue to four-lane residen tial n e ighborhoods, yet are concerned that children, young parents, and the elderly must traverse an expansive sea of pavement as pedestrians. We expect to reap the benefits of business relocations, economic development, and new capital enterprise in our community, while we experience that employees cannot reach their place of work, for lack of transportation options The time has come to complement these traditional solutions with creative approaches and discover new solutions to the transportation problems that have come to define this century and this region. As we approach the next millennium, we must forge ahead with balance and reason, recognizing that our role in creating a prosperous tomorrow, depends upon the decisions we make today and every day. University North Transportation Initiative Center for Urban Transportation Research University of South Florida, Tampa September 1999 8


Report Organization The State of the Commute r eport is intended to provide readers with an overview of the cormnuter environment in University North, including current transportation conditions and options, employment figures and popul ation characteristics. The report is organized into four distinct parts The first presen ts readers wi t h a look at the evolving relationship betwee n transportation and land use over time, introducing the scope of transportation demand management and p ublic / private-sector partnerships currently operating in this region. In the second s egment, readers will be introduced to the opera t ional context of transportation pla nnin g in this region, and shown the manner in which our collective goals and i deas become tangible cormnunity improv e ments. This section also highlights the intended improvements planned for this region. The third part of the report explains the many transportation alternatives available to cormnuters in Unive rsity North. The fourth focuses on the unique geographical and political parameters o f the University North Transportatio n Initiati ve, a public/ private partnership housed at the University of South Florida It concludes with an ana lys is of the population, employment, and traffic conditions (vo l umes, roadway cap acity level of-service) that define University No r th. Co lor maps and graphic disp l ays o f information make the State of the Commute unders tand able and readabl e by a non technica l audience. 9


Part One Transportation in Society: With the change of the millennium upon us, let us take an opportunity to contemplate our past and reflect strategically on the future of travel behavior. Demographic and land use changes over the past few years have heightened interest in the future of public transportation, both loc ally and nationally Widespread media attention to our urban landscape has e l evated the concept of sprawl to new h eights. Political interest and combative strategies have emerged from as high as the Office of Vice-President. More people are concerned that rapid development over the last decade has jeopardized environmentally sensitive undeveloped areas, as well as compromised our neighborhoods. A strong economy has produce d burgeoning congestion in n umerous urban areas, increasing the potential for bus or rail transit to absorb some of the demand. Technological changes have enhanced expectations that alternative fuels, enhanced communications, and increased computing power can be leveraged to improve the performance of public transit. Positive signs include increases in transit ridership, successful new rail initiatives, evidence of growing interest in urban redevelopment and more livab le urban design, and increased federal investment in public transportation emanating from the federal Intermodal Surface Transporta t ion Efficiency Act, and the Transportation Equity Act for the 21" Century. A Changing Urban Landscape Although there has been a decline in the portion of personal trips ma .de via public transit in America, this decline has created a strong inte rest within the transportation profession, to improve our understanding of transit markets, both current and future i Futu re data collection must provide a more expanded understanding of travel behavior in America, providing knowledge-such as the public's attitudes regarding transportation-that can be used to shape the transit industry's understanding of customer needs and b ehavio r In understanding the ebb and flow of transit's share of overall trips, w e may look to th e role of transportation in our society's changing landscape. ; Polzin, S., and Cbu, X., Center for Urban Transportation Research, 1999. 10


A review of geographic, social, and economic factors may help to explain the subordinate role of transit in today's society-one in which the automobile has evolved from its original luxury and conveni e nce function, to become a rudimentary part o f the American experience. Throughout the twentieth century, government policies and programs have sustained the American character-an expansionist mentality, with freedom to move, and its love affair with newness (see text box on Muller's five stages of urban growth).u Earl y in this century, congress passed the National Housing Act of 1934 which stimulated home-buying, created new construction jobs, and enabled the creation of a secondary mortgage market. Ongoing technological advances in the auto industry resulted in more efficient private transportation becoming widely available to larger markets. The 1956 Interstate Highway Act forged the connection between urbanized areas and suburban communities, linking people to outlying jobs and opening up entire new market areas for economic expansion. With the evolution and e xpansion of the suburban environment, however, came the increasing s ense of disconnect between people and their communities, new dependence on the automobile for transportation, and traffic congestion like never before experienced or anticipated. In what may b e a desire to retum to our traditional cor e, mixed use developments and newly created town-centers continue to crop up. Neotraditional villages, such as Seaside, or new towns like An Evolving American Landscape In his wor1< on the evolution of the American Metropolis, Peter Muller describes five growth stages of the post World War II American spatial landscape: 1945-1955: The Bedroom Community, dominated by a massive postwar residential building boom and mOderate expai\Sion of Celebration, Florida, offer residents a retum to tradi tional neighborhood living, where work and shopping needs can be accommodated locally, enabling people to walk, bicycle, or utilize transit service, in lieu of the automobile. i i Muller, P Transportation and Urban Form: Stages in the Spatial ..,q[uti()n of the American }.fetropolis, in Hanson, S., ed The Geography of Urban T ransportation, 2'' cd. Guilford Press, New York: 1995. 11


Planned communities in Northeast Tampa, including Tampa Palms, Hunters Green, and West Meadows, offer similar attributes on a somewhat different scale. These developments, which prolifera t e the suburban Tampa landscape, offer homeowners a wealth of residential amenities, including neighbo rhood schoo l s, libraries, and proximate shopping opportunities. However, their expansive deve lopment styles, with wide, curvilinear streets, cui-de-sacs, and spacious construction, require most tri p s to be made by auto, even for short trips. This style of development also falls short of achieving the desired between jobs and housing, which could reduce auto trip needs dramatically. Hence, large numbers of residents still leave their suburban housing developments each day, to travel via indi vidual automobiles to their places of employment, shopping centers, or recreational venues. The result is traffic congestion and travel delay Balancing Jobs and Housing Location Decisions The location of employment centers is just one variable in the profile of a region. When you overlay the location of residential areas with that of job centers, however, the picture starts to become more meaningful. When you fur ther consider the type and nature of empl oyment particularly those lower wage, second -or third-shift job demands -and then consider the potential pool of employees seeking to fill those positions, the importance of a jobs/housing balance becomes more clear. To geographers in the 1950s, the disassociation of jobs to housing stock was known as spatial mismatch. Today, we may refer to the realities of spatial mismatch and its economic repercussions as loss of community. Under any name, the proximity of residential and employment sites is an important factor in assessing commu t e patterns and determining transportation needs. Historically, the trends has been for jobs to leave the central cities and head for the suburbs. As a result, central business districts are no longer the primary destinations for many of today s employees. Technological advances, such as email and internet communications have enabled some people to work easily and comfortably from their homes, telecommuting or arriving at local telework sites, thereby minimizing or even eliminating lengthy commute times. However, while two -third s of all new jobs may be locating in suburban communities around the country, three-quarters of welfare r ecipients live in outlying areas or central cities, and may lack personal transportation. iii Where public transportation is not abundantly available, these factors create new pressures for employers needing to hire people for lower-wage service sector positions. These pressures and hiring challenges are pervasive in University North, and are w US Depanment of Transportation, J997Access to Jobs, Washington, D.C., 1997: p.S. 12


heightened by the currently strong job market and level of over-employment nationwide Changes in T ravel, Changes in Traffic In today's economy, the growth in service employment flattening corporate organizational structures, work force empowerment, and the dramatic increases in communications and computing power, have challenged the need for dense downtown employment hubs that have been the foundation of past transit ridership. Population and employment continue to disperse, and auto ownership continues to increase, as energy costs hit new lows in real terms. From the stereotypical soccer mom to the single-parent, low-income service worker, concerns over time constraints reach all socioeconomic levels. This mentality may also contribute to an increase in the number of single occupant vehicle trips being taken, as they may be deemed more convenient and necessary to save precious travel time. Increased cellular phone usage in the last several years suggests that more people may be utilizing their travel times for business or personal needs, despite the potential safety risks due to phone usage while driving. In Tampa, as in many other areas of the state and country, the 1980 s and 90s saw the dispersion of residential populations and business activity away from the central downtown, and into the suburban fringe. The changing landscape, characterized by multiple residential neighborhoods and new pockets of commercial development, has changed the co mposition of the No rth east Tampa community, and with it, th e composition of the traffic patterns. New development indicates a strong economic climate and positive growth conditions, making the University North community viable to new businesses and employment opportunities New residential and commercial land uses also generate traffic, however, as they stimulate the need for additionallocal trips, many of which are made by the single-occupant vehicle. Currently, in the region known as University North, residents and passers-by experience heavy roadway congestion and slow-moving traffic. Such c onditions can have a negative impact on an area's economic development potential. It's easy to focus on the frustration associated with sitting in traffic, especially considering that nearly 70 percent of peak-hour travel on the interstate system occurs under near stop-and-go conditions.iv But there are also cost considerations borne of congestion. When you consider the value of time spent stuck in traffic, we pay through the Joss of both leisure and productive work ;, MacKenzie, "The Going Rate," article excerpted in the STPP Bulletin (De c ember 1992), 5. 13


opportunities. We pay, too, through the degradation of our environment through automobile emissions, which contribute 50 to 90 percent toward diminished air quality. The U.S. Government Account Office has estimated that the annual cost of congestion, outside of the environmental and air quality considerations, is $130 billion.' Transportation problems can also affect the recruitment and retention of employees Long travel delays have become the defining characteristic of portions of the area's primary transportation corridor, Bruce B. Downs Boulevard, particularly during the morning and evening hours, when traffic volumes peal<. In a market that is flush with employment opportunity, and at a time when employers are struggling to find viable candidates for even lower wage earning jobs, the adequacy of the local transportation system becomes a determining factor in peoples' job relocation decisions. The University North area is dominated by service-sector employment, and its many hospitals and hospitality venues requir e second and third-shift workers. T raffic cond itions and a lack of transportation options is currently an impediment to attracting and retaining employees. Bruce B. Downs provides the only direct north-south access throughout the University North service area and into the New Tampa region No major east-west corridors currently exis t in University North, between the northern Hillsborough County line and Bearss Avenue/ Skipper Roads to the south (see Map #2, Major Road Network). In t he northern portions of the county, there are no exi sting bus routes for public transportation. Few transportation options means few alternatives to automobile congestion. As more vehicle trips are directed onto these few roadways, th e existing corridors will become increasingly inaccessible. Without alternative methods of travel, such as bus transit, commuter-rail transit, or ridesharing, the need to get from here to there is typically met through the use of the s ingl e-occupant vehicle (SOV). By providing peop le with transportation alternatives, we can minimize SOV travel, reduce travel congestion, and improve regional air quality. Members of the community benefit from a range of travel choices. Employers benefit from the resolution to their trans portation problems. The strategy then, is to increase the availability of transportation options, while simultaneously controlling overall demand on the transportation system. The following information provides an introduction to the field of Transportation Demand Management (TOM) and describes the various transportation agencies, 'Carlson D., At Road's End: Transportation and Land VS Choices for Communi tie, STPP, 1 995: p6. 14


Map 2: Major Road Network r-l "' ..... s Unincorpoted H ill sboro u g h ounty l Tampa j I ( ... ; ; 1\ \ 1\/ A .. l,X, / Tam!a.J ... 4 / 3 ___ \.: l j ... I 1 j USf i J ,.. 0 -.. -t-" .. ; V" i Temple ... = Terrace .... w .. ..., I ..... ..... ['... -"'-J.LV LEGEND I I UN T I Boutldary "'/ I I c ;tyoiTampa I I Temple Ten-ace U' I I u n;ncorporated Major Road s I I


strategies, and alternatives currently in place throughout the Tampa Bay region, and in University North, in particular. What is Transportation Demand Management? T ransportation demand management (TDM) includes a wide range of activities that are geared toward improving the efficiency of travel demandv. TDM programs are designed to reduce the demand on the transportation system_ particularly the demand for single-occupancy vehicle (SOV) trave l, while ensuring a wide range of mobility options for those people wishing to travel. Most frequently, TDM efforts strive to increase the number of persons in a vehicle, or to influence the time of, or need to, travel. To accomplish these objectives, successful programs must shift peoples' behavior and make alternative behaviors more attractive. Using incentives-such as cost savings to carpool or vanpool versus driving alone (Jess wear and tear on the vehicle, lower individual fuel costs), or disincentives-suc h as higher toll charges for driving during morning or evening rush-hour, can be effective TDM strategies. Some of the alternatives to driving a single occupant vehicle, and the strategies to promote their use, are described in the following sections of this report Transportation Demand Management Agencies Various types of TDM agencies function and operate in different ways, although most organizations share the common goal of reducing congestion and travel demand by expanding alternative-transportatio n options. vii Some agencies are known as commuter service-providers. They commonly promote ridesharing and establish convenient programs for people who seek to Jessen the demands of their work commute. Other TOM agencies are oriented to provide technical assistance to those wishing to start their own agency or program; these providers offer training and education, as well as public outreach Another type of TOM agency is known as a transportation management association (TMA). These groups are proactive organizations, typically formed of that employers, developers, local government representatives, transit providers, and others can work together to address local transportation problems. TMAs often collectively establish policies, programs, and hands-on solutions, by providing services directly to members of the public. TMAs can also serve as a vehicle for public/ private sector cooperation in the transportation ,; Implementing Effective Travel Demand Management Measures. ITE 1993: preface. 'ii "Airemative transportation" is loosely defined as any alternative to the single-occupant vehicle. lS


planning and decision-making process. Some of the agencies, resources and organizations that currently operate in the Tampa Bay area, are described below: Bay Area Commuter Services Bay Area Conunuter Services, Inc. (BACS), is a private, non-profit organization, founded and funded by the Florida Department of Transportation, to promote transportation alternatives to the single-occupant vehicle in the Tampa Bay area and its Its Operational van pools nuss10n IS to operate a conunuter assistance program, The, following vanpools. are currently in operation and to actively influence the demand on the roadway system through a program of support for conunuter services to private businesses, individuals, and public entities. Bay Area Vanpool The Bay Area Vanpool program was begun in September 1995, for anyone working or living in Pinellas or Hillsborough Counties (see box on currently operational vanpoo l s) In a vanpool, up to fifteen conunuters whose residen ces and places of employment are in close proximity to one another, pay a nominal fee (to offset maintenance and insu rance) and share the ride to work on a daily basis. The benefits to the vanpoolers include significant cost savings, reduced stress, and for the driver, personal use of the custom van during non-conunute times. The resultant benefits to the conununity include reduced vehicular congestion and fewer air pollutants, as multiple individual vehicles are consolidated into one. The program is co-sponsored by the two local transit agencies, Hillsborough Area Regional Transit (HART) and the Pinellas Suncoast Transit Authority (PSTA), and is organized through Bay Area Conunuter Services. Center {or Urban Transportation Research: TDM Clearinghouse The Florida Department of Transportation (FDOT) has contracted with the Center for Urban Transportation Research (CUTR) to operate a statewide TDM Clearinghouse, which it has done successfully since 1993. The purpose of the Oearinghouse is to provide short-term technical assistance on Transportation Demand Management within the state of F lorida to public and private 16


organizations. Such assistance ranges from r e search on specific transportation topics and providing assistance in forming new TMAs or regional programs, to providing opportunities for statewide training. lhrough multiple channels, the Oearinghouse enables professionals to gain access to all of the available resources necessary to develop effective transportation demand management initiatives within their communities. Requests for information are answered promptly, whether from individual professiona l s, FOOT District offices, MPOs transit agencies, the media, or other entities. lhrough site v isits with the different state FOOT districts including participation in individual TMA Board M ee tings -and through other public outreach efforts, the Clearinghouse provides multiple opportunities for professionals to secure ongoing assistance. Some of the outreach efforts involve the regular and systematic dissemination of information to transportation professio n als. The Oearinghouse augments CUTR s existing resource center on transportation demand manage m e n t, i ncluding the availability of a searchable database of existing resources and bibliographies Annually, many of the activities and information requests are summarized for other professional s in a newsletter-style report. This information is mailed to professionals around the state, and is also included on a regularly updated Internet website that provides timely information and resources to the roM community and to the public. Some of the information sought by professionals comes through requests to a TOM Iistserv (or internet email bulletin-board service), to which subscribers can post questions to their professional peers, and recei v e prompt email responses. The TOM Clearinghouse provides, via e-mail or other means, prompt notification of changes in legislation, identification of resources, public and private funding opportunities, and other time-sensitive information that will help all roM programs operate more effectively, with broadened financial support, and enhanced customer satisfa c tion Transportation Management Organizations Transportation Management Organizations (IMOs) Associations (IMAs), or Initiatives (TMis) are area-specific transportation groups that focus th eir professional expertise toward managing local demand on the transportation system. Most agencies strive to coordinate public and private sector efforts, often working with large -s cale employers and large work sites to achieve a reduction in single-occupant vehicle travel. These organizations traditionally apply combinations of techniques to achieve their objectives (see text box on commute strategies) 17


In the Tampa Bay Metropolitan Area, there are several such organizations that coordinate their efforts to achieve reduced tra ,ffic congestion and improved aix quality throughout the multi-county region (See Map #3, Transportation Management Associations). The Tampa Downtown Partnership TMO, the Westshore Alliance TMO, the St. Petersburg Downtown TMI the newly forming Gateway TMI, and the University North Transportation Initiative (UNTI) function as the respective management agencies throughout the area s many business activity centers Each of the individual transportation organizations is further represen ted on the board of the Transportation Management Organization Coordinating Group (TMOCG), a voluntary advisory group which coordinates the individual TMAs' efforts to manage our region's transportation demands. Contact information for each of the Bay Area s TMOs is available at the end of this report. Tampa Downtown Partnership TMO T MA Strategies Common objectives include support and of: The Tampa Downtown Partnership TMO was established in 1992, as a program of the Tampa Downtown Partnership, a consortium of businesses clustered in the core of the downtown activity center. The mission of the TMO is to decrease traffic congestion, improve mobility, and reduce the demand for parking in downtown Tampa, by providing a variety of transportation demand management programs and services. Its services include operation of the Downtown Trolley and a free-bicycle program (the Orange-cycle Program), and operation of a downtown Commuter Center. Its outreach effort s include publication of a newsletter: "Parking and Transportation Fax;" provision of information on transportation subsidies and tax benefits; creation and distribution of Downtown transportation maps; and the completion of a Downtown Parking I nventory. 18


Map 3: Transportation Management Associations Pasco County 4 Pinellas .. . '. : Cou'lty.' 1... Source: 1999 Bay A rea Commuter Services . ' .... Traffic Management Associations D D University North Transportation lnttiatiw (UNT I ) WestshOt'O AIHanoe (WATMO) Gateway Transportation Initiative (GTI) 51. Petersberg OO'M"Itown Transportation Manageme n t I n itiative (SPOTMI) Tampa Downtown Patners hip (I'DTMO) Bay Aloo Commu!er S..Nic&S (SACS) BB H:IHilsboroogM....,UNll199Mmet


Westshore Alliance TMA The Westshore Alliance Transportation Management Organization (W A TMO) provides transportation demand management and transportation systems management (TSM) programs and services, under the leadership of the Wes tshore Alliance business consortium. Since its inception in 1989, the TMO has grown significantly and taken on a number of transportation projects in the West Tampa region. Its goals include reducing SOV -<:omrnuting t o help alleviate traffic congestion; educating area employers about commuter assistance programs and services; maintaining a transportation committee comprised of area employers; maintaining a network of Employee Transportation Coordinators, and operating a Commuter Assistance Center. St. Petersburg Do'Wntown TMI In 1995, Florida Department of Transportation, the City of St. Petersburg, and St. Petersburg Progress, Inc. agreed to undertake the development, staffing, and operation of a Downtown Transportation Management Initiative (TMI) Its mission is to provide a private/ public forum that will address transportation issues and concerns and collaborate to implement TOM programs that will help to enhance the image of St. Petersburg as an attractive, clean, and uncongested place in which to live, work, and do business. One of the TMI's recent accomplishments was reaching ridership of the 100,000th rider along the downtown Looper Trolley. University North Tranwortation Initiative The University North Transportation Initiative (UNTI) is a unique partnership among private sector businesses, community representatives, and public sector transportation professionals. Its primary goals are to reduce traffic congestion, reduce the demand for parking, and maximize the use of public transit to achieve air quality benefits throughout its Nort heast Tampa service area The UNTI develops, operates, and promotes transportation programs to meet the specific needs of key commuter and traveler markets. By working with local transit and rideshare agencies, such as HARTline, Bay Area Commuter Services, and Van pool Services, Inc. the UNTI has been able to promote a diverse range of alternative transportation options, such as carpooling, vanpooling, bus transit, and circulator shuttle service. Some of the major employers and primary attractors in the UNTI service area include the University of South Florida, University Mall, Busch Gardens Tampa Bay, the University Community Hospital, and the Veteran's Administration Hospital. 19


The UNTI works with these large local employers, to promote alternative transportation options for the many employees traveling to and from its major destinations (often during peak AM and PM travel tim es) For example, to alleviate noontime demand for transportation service between the University of South Florida and the University Mall, the UNTl helped to create and promote daily shuttle service between the two locations, operating from 11 a.m. until2:00 p.m. Monday t hrough Friday, with ten-minute headways. The UNTl is currently e xpl oring another commute option with the University of South Florida -the installation of secured bicycle parking on the Tampa campus Secured bicycle parking would enable more students, staff, and faculty to commute to school or work by bike, while enjoying a diminished risk of theft, and protection against inclement weather. By providing employees with a range of commute options and by developing strategies for employers who w ish to solve their transportation challenges, the UNTI is accomp lish ing its mission to achieve less SOV travel, reduce travel congestion on our roads, and improve regional air quality. Emp/Qyee Trll!!$p0Ttlltion Coordinators To promote transportation alternatives transportation management associations can utilize many individual techniques, or a combination of different strategies. They can opt to conduct special marketing events, engage in the dissemination of information to the public, and they can organize their efforts through designated appointees at employment locations. T h e latter approach, identifying an individual to help market the options, can be a valuable strategy for getting employees to rideshare or utilize a company s other transportation demand management offerings (such as telecommuting or flexible work environments, as described in Section Two of this report). Employer Transportation Coordinators (ETCs) from Hillsborough and Pinellas Counties recently participated in independent focus groups, whose objectives were to assess information about current employer-based TOM efforts in the region. Their responses tended to corroborate those of individual commuters, and addressed both shortcomings of the existing transportation system as well as areas in which the systems could be improved to better serve business operations The transportation system is considered in adequate in many respects. The bus system is important to many downtown businesses, but is considered inadequate. More service and frequency, later hours, and faster times are desired. The most important information revealed is that there are locations 20


throughout the region where traffic and parking cau s e employers to have trouble hiring and retaining employees It was detennined through these groups that the parking and traffic problems that traditionally caused a migration from the downtown urbanized area to the suburban fringes, are now causing the same phenomenon in the more developed suburban areas. Some of the commuter programs being offered by the participating employers (most with over 250 employees, both private and public) include: Subsidy of bus tickets and sel ling bus passes on site Distribution of ride matching applications and other commuting information Van pool start-up subsidy programs Designated parking spaces for van pools Staggered work hours Telecommuting pilot projects Guaranteed ride home programs Flexible work hours The ETCs in the focus groups indicated that while many of the larger employment sites offer one or more of the aforementioned strategies, many of the programs do not seem widely supported by management or widely used by employees Lowto no-cost incentives emerged as one of the most practical strategies to solicit greater support and encouragement from management Some of the strategies for involving employers included designating preferred parking spaces for car-poolers and vanpoolers; securing a high-visibility location for the placemen t of a rack for brochures on commute alternatives; and getting management to become a role model for ride-sharing or alternative transportation 21


Part Two Overview of Transportation Agencies and Related Plans for University North: This section is structured to give readers an overview of the different agencies with the greater Hillsborough County region that are involved with transportation decision-making. The primary agencies as well as the principal documents that they produce, are described in the following pages Readers will be introduced to the manner in which collective goals and ideas translate into tangible improvements to our system Comprehensive Plan Policies Chapter 163 of the Florida Statues, also known as Florida s Growth Managemen t Act, establishes the requirements for local governments to develop and adopt a local comprehensive plan, and pass land development regulations which serve to implement the adopted plan At the crux of the Growth Management Act is a mandate called concurrency. This requirement obligates local governments to ensure that public infrastructure, including transportation facilities, is in place concurrent with the impacts of development (F.S., Section 163.3177(10)[h]) The Capital Improvements Element of the comprehensive plan outlines the procedures for concurrency management and also identifies the various adopted levels of service for each of the regulated public facilities (transportation_ stormwater, potable water, wastewater, solid waste, and parks). This element also requires that all final development orders be reviewed for their impacts upon these public facilities. Local governments are restricted from issuing a permit to a development project if it would overload available capacity on the affected system. Land Deve[Qpment Codes Each of the jurisdictions in Hillsborough County (City of Tampa, City of Temple Terrace and Hillsborough County) has established standards, regulations and procedures for the approval of all proposed development within its political and geographic boundaries. These codes of regulations also provide for a development review process that comprehensively, consistently and efficiently 22


implements the goals, objectives, and policies in the respec tiv e comprehensive plans. The following section seeks to highlight important development policies affecting the transportation system in University North. Bicycle Facilities (LDC) In unincorporated Hillsborough County, developers are responsible for providing bicycle facilities on any major roadway identified on the Comprehensive Bicycle Plan. This document, developed by the Bicycle/Pedestrian Advisory Committee, is the plan that determines where bicycle facilities are needed. One of the developer advantages of providing adequate bicycle facilities and bicycle parking, is that a reduction in required vehicle parking spaces may be granted. B y providing bicycle parking, developers are able to reduce their required parking spaces up to five percent. In order to promote bicycling as an alternative commute mode, the Land Development Code also recommends, but does not require that shower facilities for both sexes be provided fo r all developments with fifty employees or greater. Sidewalks (LDC) According to the land development code, sidewalks are required i n all land use categories, where it is necessary to provide for safe pedestrian circulation. Unless the County has roadway improvements scheduled within two years, the developer is required to construct sidewalks on the subdivision side of an existing street or streets from boundary to boundary. The developer/builder is also responsible for the construction of sidewalks within the subdivision along all buildable lots. Sidewalks and curb ramps must also conform to the latest Americans with Disabilities Act (ADA) requirements. Certificates of Occupancy may not be issued until sidewalks are constructed. Public Transit Facilities (LDC) The type of public transit facilities required, including pedestrian circulation systems and pathways to the facilities, depends upon the land use category and size of the development. For residential developments with over 1,000 units, a park-and-ride facility and separate bus loading/ unloading areas that provide shelter suitable for waiting out of inclement weather is required. For residential developments of 500 to 1000 units and mixed-used development of 200,000 square feet, a bus bay and a transit accessory pad that includes shelter, seating, trash receptacles and a bicycle rack is also required. 23


For non-residential developments of 100,000 to 200,000 square feet, a transit accessory pad with a shelter, seating, trash receptacles and a bicycle rack must be provided Any non-residential development of 50,000 and 100,000 square feet has the same requirements, except that a shelter is not required. Any non residential developmen t or single-or multi-tenant office building of less than 50,000 square feet requires only the construction of pedestrian and bicycle connections to the transi t facilities. Hillsborough County Metropolitan Planning Organization The Hillsborough County Metropolitan Planning Organization (MPO), is a transportation policy-making board comprised of representatives from local government and transportation authorities The MPO, operating under federal and state requirements, is responsible for establishing a comprehensive transportation planning process for the county The board m ee ts monthly to establish the travel needs for both the shor tterm (fiv e years) and the long-term (twenty years) future of the county. This process culmina te s in the development of a Long Range Transportation Plan, and a Transportation lmpravement Program. viii Voting members on the MPO Board represent the City o f Tampa, Hillsborough County, Plant City, Temple Terr ace, the Expressway Authority, and HARTline. The non-voting members of the MPO include the Rorida Department of Transportation, the Aviation Authority, the Port Authority, and the Hillsborough County Planning Commission. MPO Transportation Plans The Long-Range Transportation Plan identifies the broad goals and improvements that are needed in Hillsborough County, and strives to balance future investments in transportation, by mode Highway improvements, transit, bicycle, and pedestrian p rojects are prioritized and evaluated against available funding sources (for reference, see Map #4, Major Construction Projects in University North). Each long-range plan must include only those projects for which funding is reasonably expected to be available. The plans are prepared and updated every three years. The Transportation Impravement Program i s what s e rves to implement th e long range plan. It is an annually updated list of prior ities and funded projects that will be completed in a five-year time period. It is derived from the projects identified in the long-range plan. The MPO also develops the Unified Planning Work Program, which identifies all of the transportation planning activities that viii Excerpts derived from The Citizens Guide to Transportation Planning and the MPO Handbook, Hillsborough County MJ>O. 24


. ... .. .:. :. ';. ' MAJOR CONSTRUCTIO N PROJECTS IN HILLSBOROUGH COUNTY I N U NIVERSI TY NORTH AREA F I SCA L YEARS 1999/00 2003104 NEWROAD it. ROAD WIDENING JVHILL SBOROU GH COUNTY .. . : N F D .. O T N etTY OF TAMPA NFLORIOA TU RNPIKE NURBAN SERVICE A REA MPO 2000 ROAD NETWORK :. / futun / V xloUng QUAIOI.IICIII --.--.-----e...r IW<"' ___ .. .. ....... -.-.-...... .... --.......... .. ....... ... ....... _.. .... ---.... -.... -- ---v ---,.. ___ .., ..... ___ --..--3 0 ...,._ ,.,....u.1 .. -oil\ .... '""* ................... ...


will be worked on in the upcoming fiscal year. The work program identifies the source of funding for each activity, as well as which agenc y will complete the work (see Map #5 Right of Way Projects in University North). Other reports and plans produced by the MPO include those related to air quality, bicycle planning, public involvement procedures, services for the transportation disadvantaged, and a comprehensive pedestrian plan. The Bicycle/Pedestrian Advisory Committee (BPAC) is a committee within the Hillsborough County Planning Commission, whose mission is to make Hillsborough County a safer, more pleasant place for bicycling and walking. BPAC has listed in the county's 2020 Long Range Transportation Plan several roadways in the University North that are in need of improved bicycle facilities. While the University North area does have some bicycle lanes along several major roadways, there is a need to add more bicycle facilities to improve connectivity and encourage cycling as a viable commute alternative. Transportation Improvement Program The Transportation Improvement Program (TIP) for Hillsborough County is a list of projects that can be implemented using current and proposed revenue sources that are expected to be in place, at the time the transportation improvements are made. These revenues are the basis for the Florida Department of Transportation s work program, as well as the Capital Improvement Programs of the local jurisdictions' comprehensive plans. Hillsborough County's TIP includes proj e cts that will be implemented between 1999 and 2003, with the assumption that no new funding sources will be available during this period. In order to identify projects for inclusion in the TIP, each jurisdiction within the MPO submits its list of project priorities. Individual groups outside of the local governm ent jurisdictions are eligible to submit applications, but because each jurisdiction has to provide a matching share of project dollars, each application must be submitted through the local government. The project selection phase involves a series of public meetings and public hearings, to ensure adequate public participation in the process. As projects are prioritized, they are approved in cooperation and consultation with the state DOT office, according to federal requirements. 25


' . "' RIGHT-OF-WAY PROJECTS IN HILLSBOROUGH COUNTY I N UNIVERSITY NORTH AREA FISCAL YEARS 1999/00 2003/04 RIGHT OF WAY ACQUISITION NF.D.O.T, Ncn v oF TAMPA N URBAN SERVICE AREA MPO 2000 ROAD NETWORK :-. / Futur /VExlsUng ... -.... c-.--... ... --.OofltW-..... --n._._ ............. ......... .... .. .,.. ....... _,._ .. -..... -"' .. .. -..-u.s.---... -..... __ .... -... --. 3 0 3 Mlle\,.t -,....., ...... u, -J .... ...:. ,..,. --.. ,m:


The projects within the TIP must also be consistent with the adopted short-and long-range master plans of different agen cies and local governments within the MPO s jurisdiction, such as the Hillsborough County Comprehensive Plan, and HARTiine's Transit Develcpment Plan. The five year TIP becomes the basis for the FOOT's Adopted Work Progra m. Maior Investment Studies A Major Investment Study (MIS) is periodically conducted by the MPO, to evaluate the cost impact, and effectiveness of different regional transportation improvements. A Major Investment Study refines the long range transportation plan in a specific area or corridor, screening out unlikely alternatives before the extensive environmental analysis can Mobility MIS Long Term Vision The Long Term VIsion represents transportatio n improvements over the next 30 years. It . inducles: 'All begin. It also allows decisions to be made at the correct level of detail, and creates a forum for involving stakeholders at an early stage of the decision making proc ess. The MPO has the option of updating the long range transportation plan, with the recommendations of the MIS once it has been completed and approved. Most r ecently, the Hillsborough County MPO completed the Mobili ty MIS, which sought to provide plans for a balanced transportation system for t he next several decades, taking into account some highway improvements, some improvements to bus-transit, and the development of a commuter rail system for Hillsborough County and parts of adjacent Polk County. The current Mobility MIS involves three individual stages: the Earl y Action Plan, the 2015 Vision, and the Long Term Vision, for implementing transportation improvements throughout Hillsborough County (see text box on the Long Term Vision)."' Within the MIS are commuter rail alternatives currently being studied for the Tampa Bay region. These alternatives, as well as the individual rail-legs proposed for the University North region, can be seen on the following map (See Map #6, Study Area with Alternative Options). The impact and influence on the Mobility Project handouts, brocburos, ioiTtlet homepage, 1999. 26


J j Map 6: Study Area with Alternative Options I 0 ' w Hlllttltl USF Tampa 1., I )/ I' <; 'I o >; T:a :i ij P'lntem o nal j,-71' '-----,.,-<--.AlrJP!Jrt O l d . . Tampa Bay . : ." '\ . --:-"-. Hillsborough .,". Bay . ... -. .. ' :=::,, 1-fiiiSI>O!OIJljt County Alignment in csx ;,::o;a "} Alignmen t Optiont e Slalion SUiedln IAISe Station Adde

University North area, should a passenger rail system be implemented, is discussed in a later segment of this report. Levels o,f Service and Ccncurrengj' Within the transportation system, capacity is measured in terms of level-of service (LOS), a qualitative measure used to describe the operational conditions of the road. There are six levels of service that indicate the quality of the traffic flow, as measured by a scale of driver satisfaction (see Table II-1). The designati ons, shown below, range from the best level of service (A), to the worse (F). LOS standards are e stablished by local governments for individual roadway segments and intersections, and provide the basis for determining concurrency. LOS A: Characterized by the free flow of traffic. Individual users are virtually unaffected by the presence of others in the traffic stream. LOS B: Characterized by the stable flow of traffic, but the presence of other users in the tTaffic stream begins to be noticeable. LOS C: Characterized by a stable flow of tTaffic, but the operation of individual users becomes s ignificantly affected by the presence of others in the tTaffic stream. LOS D: Characterized by high volumes and density, but a stable flow of traffic. Speed and the freedom to maneuver are severely restricted. LOSE: Operating conditions are at or near the capacity level. All vehicular speeds are reduced to a low, but relativel y uniform value. LOS F: Characterized by forced or broken-down flow. Represented by the condition that exists whenever the volume of tTaffic approaching a given point exceeds the volume of tTaffic that can traverse the point (gridlock). The next section of this report describes different transportation strategies, which serve to reduce vehicle demand on the system. These alternative commute options are a less expensive mechanism for improving capacity, than are costly road-widening projects. Local governments may consider implementing TOM strategies to help meet concurrency requirements, particularly on corridors that are constrained or backlogged, which may be operating at a LOS-F. x; By removing vehicles from the peak-hour flow of traffic, roadways will be better able to operate at an acceptable level-of-service. For more information, readers areencouraged to review, The Role of Level of-Service Standards in Growth Management Goals, part of the Scate Transportation Policy Initiative (STPI) series, <;enter for Urban Transportation Research, October 1993. :u "Backlogged .. facilities are unconstrained roads on the State Highway System o p e .rating a LOS beJow the minimum acceptable standard for such a road, and not progtammed for construction in the fU'St three years of the FDOT adopted work program. or in the fiv e .. year schedule of improvements in the capital improvements element of tbe local government comprehensive plan. 27


Table II-1 -Roadway Levels of Service Level of Service Technical Descriptions Flow Conditions Operating Delay Service Speed Rating Highest quality of service. Free traffic flow A and densities. Little or 55+ None Good no restriction on maneuverability or speed. Stable traffic flow, speed slightly 50 None Good B restricted low restriction on maneuverabilitv. Stable traffic flow, l ess freedom to select 45 Minimal Adequate c speed,changelanes,or pass. Density increasing Approaching unstable flow Speeds tolerable but subject to sudden 40 Minimal Adequate D and considerable variation. Less maneuverabilit}r and driver comfort. Uns table traffic flow w ith rapidly fluctuating speeds and 35 Significant Poor E flow rates. Short headways, low maneuverability and low driver comfort Force traffic flow. Speed and flow may Less than 20 Considerable Poor F drop to zero with high densities. FOOT Adopted Work Program The Florida Department of Transportation, District Seven's Adopted Work Program (Fisca l Years 1999/00-2003/04) includes the projects that have currently been have been funded, programmed for construction within the next five year 28


period, and assigned a project number. Several major roadway improvement projects that will impact the University North area (see Map #7: FOOT Work Program Improvements). In particular, the widening of I-275 and Bruce B. Downs Boulevard are two major projects that aim to reduce traffic congestion in the University North area. The following section describes the planned improvements to this region. Inlerstale-275: The widening of I-275 from 4 to 6lanes from Busch Boulevard to SR 56 is divided into 4 sections: Busch Boulevard to Fowler Avenue, Fowler Avenue to Fletcher Avenue, Fletcher Avenue to US 41 and US 41 to SR 56 The sections from Busch Boulevard to Fowler Avenue and Fowler Avenue to Fletcher Avenue are currently in the construction phase In regard to the section from Fletcher Avenue to U S 41, the preliminary engineering (P.E .) phase is complete and the acquisition of right-of-way is underway. The section from US 41 to SR 56 is presently in the P.E. phase. Tite total project is expected to be completed by the fall of 2001. Along with the widening of 1-275, there will also be significant changes made to exit ramps and int erchanges to ease traffic congestion The Busch Boulevard exit will be complet ely redesigned, additional ramp Janes will be added to the Fletcher and Fowler exits, and at the Bearss exit an additiona l ramp lane will be added and the exit lanes will be lengthened All work will be done from 9pm to 6am in order to maintain traffic flow during daylight and peak traffic hours. During construction hours, traffic will be reduced to one Jane. Furthermore, construction will take place on a six-day schedule to ensure on-time completion lnterstate-75: From Fletcher Avenue to Bruce B. Downs Boulevard 1-75 will undergo resurfacing in fiscal year 1999/00 The approximate cost of the resurfacing project is $2 3 million Also, a second entrance ramp is scheduled to be constructed at the Fowler exit at a cost of $1.8 million Bruce B. D

Ul' '' ' -' . . :. . . . : .. I I J! I I ,, If


Fowler Avenue: From the Tampa Bypass Canal to US301, Fowler Avenue is scheduled for resurfacing for the fiscal year 2001/02 The estimat e d cost of the resurfacing project is $850,000 A n other p r oject on Fowler Avenue i s the construction of a pedestrian bridge that will provide a link between the Museum of Science and Industry (MOSI) and the University of South Florida. The PE phase is scheduled to begin in 2000/01 at a cost of $50,000 and construction is sche duled to begin in 2002/03 at an estimated cost of $1.3 million Bearss Avenue: From Flo rida Avenue to Nebraska Avenue Bearss Avenue i s schedule d for resurfacing in the fiscal year 2001/02. The estimated cost of the resurfacing project is $1,060,000 Fletcher Avenue: From Florida Avenue to Nebraska Ave nue, Fle t cher A v e n ue is scheduled for resudacing in the fiscal year 2002/03. T he cost of the P E phase i s estimated at $100,000 and the construction phase will cost approxima t ely $250 000 4Qih Street: From Hillsborough Avenue to Fowler Avenue 401 h Stree t will be widened from 4 to 6lanes. The PE phase is currently undenvay and right-of way acquisitio n is scheduled for fiscal year 1999/00 The approximate cost of the PD&E and right-of -way acquisition is $11 million and cons truction cost is estimated at $28 million Improv e ments within Pasco County SR 54. The widening of SR 54 is divided into two sections. The first section to be widened from two to four lanes, expandable to six lanes in the futur e begins at US 41 and ends where the new SR 56 begins. PE and right-of-way acquisition phases are underway and c onstruction is scheduled for 1999/00. The second section begins at the North Suncoast Parkway and ends at US 41. This section will also be widened from two to four lanes and can be expanded to s ix lanes in the future. The PE and right-of-way acqui s ition phases are underway a n d construction is scheduled to begin in 2002/03. US 41. US 41 from the Hillsborough County line to Bell lake Road will b e widened from two to six lanes. The PE and r i ght-of-way acquisition phases have been completed and construction is currently underway. I -75 and SR 56 Inter change. With the construction of SR 56 underway, a new interchange is being constructed at the I-75/SR 56 junction The new interchange is located one mile north of the Pasco County Line. 30


SR 56. SR 56 is essentially an extension of SR 54 from Cypress Creek to CR 581 (Bruce B. Downs Boulevard) that aims to reduce traffic congestion on CR 581 caused by the high number of Pasco County residents commuting t o Hillsborough County for work. Construction of this 4lane highway is currently underway. 31


Part Three Transportation Commute Alternatives: Public transportation can eliminate some of the stress generated by driving in traffic. Riding in a bus or vanpool can give employees an opportunity to relax, read the paper, catch up on office paperwork, or plan their work activities for the day. Commuters arrive at their workplace fresh and ready to face the day's challenges. Traveling via public transportation can also save commuters money. It can reduce emplo yee/ company parking fees, as well as vehicle maintenance and r e pairs, car insurance and gas expenses. This section is intended to provide readers with a description of some of the primary alternative transportation options currently available to local commuters. Carpool Programs Area residents and commuters can sign up to participate in a rideshare program and receive a personalized computer matchlist of others, living and working in close proximity to the applicant. Bay Area Commuter Services then provides strategies on how to use that information to successfully form a carpool. Independent carpools are then developed by the interested parties. One of th e benefits of becoming a committed rideshare participant, is eligibility for enrollment in the Guaranteed Ride Home (GRH) Program. This program is a service provided to commuters to enable them to use transportation alternatives, such Consider the Alternatives as public transit, carpools or vanpools, in lieu of their single-occupant vehicle, without the added worry of being left stranded without a vehicle, in the event of an emergency or an unexpected overtime work situation The Guaranteed Ride Home program offers up to eight free eme rgenc y taxi rides home from the commuter's place of employment. The Florida Departm e nt of Transportation currently contra cts directly with Bay Area Commuter Services to provide all GRH program administration and pay the totality of the taxi fare. 32


Vanpool Prozrams A vanpoo l is a group of up to 15 employees riding together in a van on their daily commute to and from work. One member of the group volu n teers to drive. The driver transports other vanpool participants to and from work and their residenc e s or a c ommon pickup area, such as a Park-and-Ride lot. Vanpools are organized according to where commuters live and work, in order to most efficiently coordinate trips. Eac h passenger pays a low monthly fare, which covers the cost of maintenance and insurance. The gas cost is shared by the vanpoolers. Cost savings accrue to riders through a reduction in wear and tear an maintenance on personal vehicles, and in some cases, a cost savings through the elimination of more than one car per household. The driver is responsib le for keeping the van clean, collecting passenger fees and vehicle maintenance As a reward for taking on added respons ibility the van poo l driver rides free and can use the van fo r personal use, up to 300 miles per month. A back-up driver i s always available in case the regular driver goes on vacation or get sick People who v an pool to work tend to arrive more relaxed than commuters who driv e alone Instead of driving in traffic, riders can utilize their commute time to read, sleep, or catch up on paperwork. Vans are equipped w ith air-conditioning, individual reading lights plenty of leg room and other features that make the commute more comfortable. Vanpools help reduce the congestion on the roadways. Fifteen people in a vanpool means 14 fewer cars on the road. Vanpooling also contributes significantly to the preservation of our environmen t by helping to: reduce toxic auto emissions; improve overall air and water quality; r educe the need for additional highways and parking lots; and save w etlands and other wildlife habitats. Bus Transit The Hillsborough Regional Transit Authority (HART) operates the county's transi t system, which is comprised of fixed route bus service, express-bus service, and demand-response service. Nine individual routes service the University No rth region, one of which is an express route, and three of which provide direct access through the Univers ity of South Florida's campus (See Map #8, HARTline Route Network). The new University Area Transfer Center, which opened in September 1999, features a covered area where passengers can safely 33


Map 8: HARTline Route Network J K w+ "' n I Unincorporated Hillborough 1 ounty 1 ,.. ..... 1.11 t j f --....__,. ( ; $ "' \ \/ 1/Jf ql)-,.....,_."""' I ..-; \ds;/ 1 ... Tampa;-' (v / J i ; ; J g _] 1 f u .. i I i If-, "' \ .....,, ip Temple I "' LEGEND -! ...... Terrace / -I I UNTI Bound ary ............... ...... .. r.;:_ I I Municipalities z 1"'-lliildlo ... d. l I UniflC011)0111ted J J;/ HARTIIne Routes / 1--;.--Rte12 '\( R1816 Rt

make connections between bus routes The facility also ofiers patrons a customer service center, concessions store, and public restroorns. The mission of the Hillsborough Area Regional Transit Authority (HART) is to provide a safe, convenient and effective mass transit system that is a viable transportation alternative for all Hillsborough County residents, that increases the capacity of the surface transportation system and helps reduce air pollution. The University North Transit Aa:esslblllty Representative Route Service following information describes the specialized programs it offers to dtizens who seek a public transportation solution to their commuting challenges. Bikes on Buses HART line offers a commute alternative that is compatible with the active lifestyles of today's commuters. Each HARTiine bus is equipped with a bike rack, and riders can opt to take their bik e on any HARTiine local and express route for more streamlined travel to work, school or shopping trips HARTline Bikes on Buses permits are also valid on Pinellas Suncoast Transit Authority (PSTA) buses. Bike-on-buses permits are issued to riders who have completed a training/ orientation progra.m. The nontrans ferable permit must be shown to the bus operator prior to loading and securing the bicycle on the front-mounted bike rack. A maximum of two bicycles can be loaded on buses. Bus Buddy System HARTline offers a s tep-by -ste p instructional service for new transit riders. An authority representative will provide guidance on how to use the transit guide, read a passenger schedule, and how to ride the bus. Participants will receive route schedules, a transit guide and informational brochures to become better acquainted with HARTline, and receive their first bus ride free. HART Share-aVan Service HARTiine offers trips to people who are disabled and cannot use the bus system, through its Sha re-A-Van service. This paratransit van-service is available to people whose disabilities prevent them from getting to a bus stop or using the HARTiine buses It operates in the same areas and during the same hours as regular HARTline bus service. 34


The c ost of this special service ranges from $2.30 to $4.80 per trip, one-way, depending on the pick up and drop off locations. Disabled people who must travel with a caretaker are allow e d to bring the caretaker free of charge. Upon applying to qualify to utilize this service, a face-to-face interview will be scheduled with a transit agency representative. The e ntire certification process takes approximately 21 days from the date the application is received. With a certification card, trips can be scheduled up to two weeks ahead of time. Park-n-Ride Park-and-ride lots are convenient meeting points for passengers who have sign e d up for a vanpool or who have secured c arpool-mat ching, through Bay Area Commuter Services, o r for those who wish to utilize other public transit options HARTline offers a series of park-and-ride lots l ocated throughout the county, enabling commuters to secure free parking for their vehicle when they ride to work on one of HARTline's transit services, or when they convene with others in a vanpool. Among the locations within Unive rsi t y North, one lot offers direct access to express bus service ( see Map #9: HARTline Route Network with Park-and-Ride Lots) University Area Circulator SertJice Among the commuter serv i ces being considered for the University of South Florida campus and vicinity are the recently submitted Pilot Circulator Study, (described in Part Four), and the proposed rail connections described in the Mobility P roject's Early Action Plan. Currently proposed alignments in the USF Area would provide direct transpo r tation from the downtown Tampa and Port Tampa areas and the University Community and major area employer s (see Map #10 USF Area Alignment Options). Bicycle Commutinz in Unive rsity North By improving bicycle facilities in the University North area, the potential for a reduction in traffic cong estion, is greatly improved, especially around the Tampa campus of the University of South Florida, since thousands of facult)-, staff and students live w ithin a five mile radius. Implementing secured bicycle parking i s a potentially very effective option for reducing the need for automob il e parking on USF's rapidly expanding campus. Ten bicycle parking devices could be installed in the same area now consumed by three automobile parking spaces, effectively tripling ex isting parking capacity. Also, two individuals can share one bike parking-device, thus turning 35


r ; Map 9: HARTline Route Network with Park-and-Ride Lots ,.J W+E 0 "' Unlncorpo'!'te d J l \ Hillsboroug h ounty 1 ...... I Tampa I 5 ( t ., L\ \/ $ .I/ ,.,..., .. _....., I / .. Tampa..)" / i ; --l i USfl J < j i ..... (' _l_ I i Temple ? .... . Terrace u .. --..""" l -r:::.V"" d---r; JV_ '---\( \ -----..r I LEGEND I I UNT I Boundary I I C ity ofTampa I I Temple Terrae& I I UninCOC"Porat&d lots HARTlin e Routes R1e 1 2 R1e 16 Rle 1 6 Rle 23x R1e33 R1e 39 RIO 5 Rle 6 Rle 7 1. Source: 19 9 9 H illsborough Area Regional Tran s i t


Map 10: USF Area A lignment Options Hospital Linebaugh Busch Blvd. II Eldsting Raa ;=:=:; Major Roads :::' USF Area RaJ AJfgnmeot Options lEGEND 1. Source: 1999 Mobility Project Tampa Palms Blvd Tampa Aetcher Ave. (CR582A) Temple Terrace Bullard Rat Alignment (Common to All Options) 0 HART Tn>nsler Cenlll< Rail S1ations 0 "'"'


three car parking spaces into 20 bicycle parking spaces Safe and protected bicycle parking would also enable residence hall occupants to keep bikes outdoors, and out of their rooms, reducing damage to the interior hallways of buildings on campus. Assigning bicycle parking spaces to incoming freshman, in lieu of allowing on-campus car parking during the first year of enrollment (as is the case at many universities around the country), migh t help the University of South Florida reduce the demand for future automobile parking, as the campus continues to grow Flexible Work Environments Telecommuting refers to the option of an employee working at home or at an office close to home, on a full time or part time basis. Telecorrunuting is increasingly being embraced by more and more employers, as rapidly advancing telecommunications technologies enable people to work easily from home. The number of telecommuters in the US rose 15.7 million as of mid-1988, according to research conducted by Cyber Dialogue, a New York based research firm As a commute alternative, working from home offers many benefits and cost savings to both the employee and empl oyer. For the employer, studies have shown increased employee productivity, reduced absenteeism, reduced employee turnover, and lower operating costs. Employees who telecommute report benefits ranging from increased job satisfaction and greater flexibility in meeting family commitments, to substantial cost savings from reduced drive distance and frequ ency of the work commute. Another commute option available to some employees is the flexible work week, which refers to variations in the specifi c hours of the day, spent at the office In lieu of relying on a consistent 8 :00 a m. to 5:00p.m. schedule of operation, many companies and employees are favorable to four day work weeks that allow employ ees to work longer hours each day, but fe wer days per week. Another option is to allow starting and ending times to be staggered across certain work hours. By staggering the acceptable work hours to avoid the peak hours of travel (for example, 7:00a .m to 4:00p.m., or 9:30a.m. to 6:30p.m.), employees can minimize the amount of time spent in traffic, further helping to reduce vehicle emissions and improve air quality. Flexible work environments are favorable among empl oyees who wish to maintain alternative ridesharing arrangements or transit schedules. They are also beneficial to those people juggling the variable demands of single-family households or other family responsibilities.


Legislative Bene {its of Utilizing Transit Employers now have an added tax-free benefit that they can offer their employees. Effective June of 1998, the Transportation Equity Act for the 21st Century (TEA-21) made history, as the largest highway and mass transit bill ever passed. The Act provides more than $217 billio n over six years. In the act are provisions which encourage employers to subsidize transit and vanpooling. Under the previous highway bill known as ISTEA employers w e r e allowed to give their workers either $65 a month for a transit pass or vanpool subsidy, or $100 a month for parking, tax-free, as part of a benefits package TEA-21 continu e s that provision but also allows some new options (see Text Box on TEA-21 Transit Benefits) Employers m ay now allow employees to "cash-out" the value of employer provided parking. The employee can decide between a maximum of $65 tax-free for transit fare or van pool costs, or $100 taxable cash TEA-21 Transit Benefits Employers may provide up to $65 a month, $780 a year, to their employees as a taxfree benefit to commute by transit or van pools. Thi s money would be given in addition to To receive the benefit, the .employer must added to his/her paycheck. This gives employees the freedom of choice and tax savings while employers have a mechanism to reduce parking requirements. 37


Part Four University North Transportation Initiative in Context: This section is intended t o illustrate the unique characteristics of the s ervice area of the University North T ranspor ta tion Initiative, and describe the overlying political, geographical and employment conditions that make the transportation operations in University North somewhat more complex than in other TMA service areas. Politicallurisdictions U nlike many of the other TMAs in the Tampa Bay r egion, the UNTI is unique in its g eograp hical and political complexity (See Map #11: Political J urisdictions). Its service area overlays multiple government jurisdictions and houses several distinct activity centers. Land development and the ownership and maintenance of the transportation system is controlled in University North by a combination of the state of Florida, Hillsborough County, the City of Tampa, the City of Temple Terrace, and the University of South Florida. Land development and transportation service is also affected by activity in neighboring Pasco County. The UNTI has observed that from time to time, problems in the development of an efficient transportation system in University North result when there is a lack of communication and coordination among neighboring jur isdictions. The divers e combination of land uses that define the UNTI service area includes agricultural, industrial commercial, single fami ly, and multi-family residential uses, each of which generate discrete traffic University North Conditions Multl-jurlsdlctional area includes the City of Tampa, of Terrace,and 38


Map 11: University North Political Jur i sdictions L Source: 1999 U N TI LEGEND I I UNT I I I City o f Tampa I I Templ e Terrace '-----'' UOincorpo<"afed --Roads -BB H:Hl9borougMempNNTit9991poll...juris


patterns. Recent annexations by the City o f Tampa in the northern regions of the UNTI service area and beyond have come on the heels of the rapid residential growth and commerc ial development along Bruce B. Do'A'IlS Boulevard. Thes e new developments, and the emerging nenvork of civic and residential associations, add to the complexity of this region. Recent and planned expansions of some of the region's primary destinations (including the University of South Florida, t he James A. Haley Veterans Hospital, and Busch Gardens Tampa Bay) will continue to affect the transportation climate in University No r th. Pasco County Influences Geographic proximity to the Pasco County border has an effect on the traffic conditions in the UNTI service area. Few roads exist to disperse the volume of traffic generated in -or passing through-southern Pasco County and northeast Hillsborough County (See Map #12, Major Through Roads). As a r e sult, much of the traffic is contained within four major north/ south corridors: Interstates 275 and 75, and Bruce B. Downs Boulevard, and Livingston Avenue. The absence of any east west arterial roadways in this region also contributes to the heavier volumes along the existing north/ south roads. As the "NewT ampa" community continues to grow, generating m any more additional daily trips, the need to provide new avenues for travel, will intensify. At the time the 1990 Census was tabulated, 16,445 Pasco County residents, or 17% of Pasco County residents, reported working in Hillsborough Cou nty. This compares to 3,867 Hillsborough County residents, or less than 1% of Hillsborough County residents, working in Pasco County. Since 1990, Pas co County has experienced a boom in residential development in the south central part of the county. As a result, the year 2000 Census may reflect more significant reliance by Pasco residents upon jobs in Hillsborough County, increasing the number and proportion of Pasco residents commuting to Hillsborough County eac h day. The Hillsborough County 2020 Long Range Transportation Plan indicates that this growth in H ill sboroug h County traffic volumes will warrant the widening of several roads in the county, where they connect with Pasco County. This includes the widening of Bruce B. Downs Boulevard to six lanes and the widening of I-275 to six lanes. Roadwa11 Level-of-Service ar1d Avai/Jlbie Capacity on UNTI Roadways 0 Hillsborough County has compiled a list of major roadway segments as part of its Concurr e ncy Management Syste m Inv e ntory (see Map #13: Univers ity North 39


Map 12: Major Through-Roads ; -.. I J.. Source : 1999 UNTI Te m ple Terr ace LEGE N D I I UNll I r..,.. I I ll\roogi>-Roeds -M a je< NeB RoadS


Road Inventory) The list is designed to provide a description o f traffic conditions a s they ex iste d a s of December 1998 The roadway s identified on the list include those in the unincorporated areas o f Hillsborough County, and those segments in the City of Tam p a tha t are designat e d County Roads or are part of the State Road System The road inventory includes each road segment, its daily operating capacity, the p eak hour volum e, and the average-annual daily trip volume (AAD T), as shown on the following table (see Table IV-2 Level of Service I nv entory Repo rt) Peak hour v olum es are important to note, because large volumes of traffic due to inadequa t e roadway capacity that accrue during a short period of time, may take long periods of time to dissipate.>

Map 13: University North Road Inventory unincorpoZ n HillsboroughJ;ounty r ........ L----,1 ew Tampa" I I S..a lll'. -- --1., Source: 1 999 H illsborough County P l ann i ng and Growth Manage ment LEGEND I I UNTI 8oundary I I CltyofTa mpa I I Temple Tetrae& I I Unin<>od Slane I Freeway --s ;.,., DiYid

Table IV-2: Level of Seryice I nventory Report for Select Tampa Area Roads N ame 15tt1Sl 15\h St N 50th St N 56th Sl e 131s tAYO E 131$1Ave E 131,tAve W Aw A S..oe B Downs B l vd BnJPal ms 8 I 1 1 75 I East w.., Rd t R Ptcwy Lone l t 75 I c k s US HWY 41 aR B I c;ry linUIS l t-27 5 146111 S t I 2U leo leo 12U I 2U i o l2u ) 2U liu l4o l o :eo l o 140 140 140 lo l o !40 i2U 2U l2u lo lzu l2u I 2 U 2U ( 2 U 2U l2u 40 1* I so leo 6 0 4F I I I I4F i 6F I [4F I4F I4F 2 u 8 ,731 795) B 8.731 1 1 110 795 0 10. 417 10, 4 17 1Q.4i7 "'''" 6.750 198 9 548 9 .548 81.090 l o 11 ""I r: ;:,:;;;: I s 11 ,110 11,110 30 ,176 30, 176 '"" 94l! ) O 948 ) 0 948 0 1R1. F """ I c le 3.091 1 0 I B IC Is IF ""'" F "'-'" F 1:>AaJC l c ) 8 1 .528 1 0 1 245 c 628 1 8 6281 8 "" .. 3,481 F 4 875 ) F 4 9091 0 4 ,455/C 9,978 I F 7 ,3791 F 7,379 F 5,67310 2.500 I 8 l r: 2 955 B 2 ,877 B 2 .877 B 927 I r. Data was taken from H illsbor ough County 1998 Level of Service Analys i s Report The t.evels of Secvioe have been genera led using lhe current guidelines of the FOOT L.&WI of Set\lice ( LOS) General ized Tables and Highway Manual {HCM).


However, shown as the dark-red area on the map, it is clear that some of the primary roadways in University North are operating at a level of service F. For instance, from Nebraska (US 41) Avenue to Interstate 75, Fletcher Avenue is class i fied as a LOS-F, with the Average Annual Daily Trips (AADT) exceeding Daily Capacity for all s egment links. The data for three segments of this roadway indicate the heavy volumes and congested conditions: From Nebraska Avenue t o 30th Street, the daily capacity is 30,176; AADT is 43,690; and 3,976 vehicles travel this segment during peak hours. From 30th Street to 56th Street, the daily capacity is 30,176; AADT is 40,312; and 3 668 vehicles travel this segment during peak hours. From 56th Street to Interstate 75, the daily capacity i s 34,648; AADT is 36,910; and a total of 3,359 vehicles travel this segment during peak hours. East of lnterstate -75, however, where Fletcher Avenue becomes Mo rri s Bridge Road [outside of the UNTI service area], this facility begins to operate at a L OS A. Along this two-lane undivided facility from the Interstate to the Pasco County line the AADT is only 798 trips, with a daily capacity of 18,591 The peak hour volume is 74 vehicles. It i s the only facility segment in the University North region that operates under these conditions Map 15 also indicates that Fowler Avenue, currently a six-lane d ivided highway, is operating at a LOS-F from 56th Street to 30th Street [or Bruce B Downs Blvd. ]. This primary arterial, which borders the University of South Florida and provides regional access to some of the major employment sites in the region, has a daily capacity of 48,582 but an AADT of 54,311 and a peak hour traffic volume of 4 ,942 vehi cles. West of 30th Street and to Interstate-275, Fowler Avenue has been widened to an 8 lane divided facility, and currentl y opera t es at a level-of service D The capacity on this portion of the r oadway is 59,242 although the AADT is currently 54,751 and the peak-hour traffic volume is 4,982 This facility is no t only a heavily traveled corridor, i t is also a policy constrained corridor, which means that the Florida Department of Transportation s policy prohibits this road fro m being widened any further. As more jobs, educational opportunities, or residential trips are generated within this region, Fowler Avenue will continue to become increasingly congested, unless alternative measures are considered and implemented.xiv Int eresting l y, this segment of F owler Avenue is the only eightl ane divided highway in the Univer sity North region including Interstates 75 at1d 275. xi v A faci lity is considered constrained when the FOOT will not widen it by two or more Janes because of physical, environmen tal or policy reasons. Physica l constraints include prohibitively expensive land immediately adjacent to a state highway; envirorunental and policy constraints include ecological. historical. archaeological. aesthetic. or social impact s that prevent the expansion. 4 1


Map 14: Peak Hour Volumes w ..... I I 869 I --948 USF -on I -Temple ;;;t & :,1 Ter r ace I J I d .l Source: 1999 Hilsborough County Road Inventory 74 LEG END UNTI Boundary :=1 C ity of Tampa I Temple Tenace UninCQ1)0(816d Dally Road Cepacity to 91,ooo -48 ,000 110 90, 000 -34.000 to 46 000 --2 .. ,000 to 34.000 11,000 I!) 24,000


Map 15: Level of Service Standard Of Select Tampa Roadways I+ I 1 . .. .. . I I ( / d n I \ ii \ untiiCOrporate d Hillsborou g h G o unty ' ' --r-..-+-..... 1-1--+---l I I I i i I I 1. Source: H illsbOrough County \ ' 1 I .--' "New Tampa" ,j''----------1 \ ..... ..., + J'--r ------1 I I : .. .......... LEGEND I I UNTI Boundary [ I C i lyoiTampa l I Temple Tenaoe .____,1 U nincorporated L eve l of Serv ice Standard A B c D


The Hillsborough County Concurrency Managemen t System Annual Report (1997-1998) provides a list of remaining available roadway capacity, taking into account all deve l opments that have currently been approved The following map (see Map #16: Concurrency Managemen t System (With Available Capacity and LOS) illustrates various roadway segments within and around the UNTI service area, including their capacity volumes after taking into account approved future developments. It is clear from the map that many of the primary roadways within University North are either at a level-of-service that indica tes heavy congestion, or have a l ready reached their upper limit on available capacity. Al t ernative transportation options for commuters throughout this area will become increasingly imperative as t his portion of the city and county continues to grow (see text box on the Mobility P r oject's Early Action Pla n ) UNTI and Transit in University North Throughout the past few years, the U N TI has been active in advocating on behalf of HARTline, contacting HARTline concerning transit needs in University North, participating in HARTline workshops, including the Major Investment Study, and promoting and subsidizing vanpooling and the Guaranteed Ride Home program. The Mobility MIS Early Action Plan Among the improvements within th e MPO's Mobility MIS' Earl y Action P lan are the fo ll owing: Bus Improvements in bus service coverage and frequencies so that most rou tes will operate every 15 and 30 minutes, with an Increase in ... busfleet fr9"1 1. 73 vehicles 33.0 vehicles. rail service from UNTI has supported transi t development by conducting a surve y to help improve the operations of the USF Bull Runner Shuttle UNTI continues to promote transit servic e at a tim e when a great deal of public discussion is occurring, regarding financing a rail system, and in a setting where t hree percent of the Hillsborough community rides transit. This varies from 15% in neighborhoods of highest ridership to l ess than 1% i n n eighbo rhoods where greater affluence and more sprawling development may make SOV travel more convenient. 42


Map 16: Concurrency Management System (With Available Capacity and Level of Service) ' ' ' X ' 0 .... : U n incorponOt!> d ., . J' .,, : Hllleb0f0ugh ,ounty 1 ' ... ..... u. 7125 Tampa" --------' ' ' .!: z I' ; : ' ' ( ' -$!' f,' .,, ' ' ';:. ' ' \ ' '- ' 1\' . ..... i i _j r--j r r ( A ....... ... ..... . ; v Temple I Terrace I LEGEND t c I I UNn Boundary I I City o f Ta mpa J'V 1-I I Temple Tom!CO I I Unioco

The UNTI has also sponsored individualized customer assistance for using public transportation through the University North Commuter Center, in which an average of over 900 documented interactions of customer assistance take place each quarter. The Commuter Center is one of the top pass outlets for the sale of HART passes, with over $4,000 worth of passes sold each month. The UNTI Board has discussed the localized needs for restored and improved HART bus service, especially the needs for longer daily service duration to enable second and third-shift workers to use the bus There is a pressing need for better fixed-route coverage to areas that currently have minimal or no service, and for express bus service from Unive rsity North to other major destination centers throughout the county. Express and Circulator Bus Service The primary market for express bus service from residential areas in University North to other major destination centers are commuters who drive to work. In the late 1980 s, HART implemented an exp ress bus service from New Tampa to downtown Tampa. The service was discontinued due to low ridership; however, it is believed that the development conditions in New Tampa and elsewhere, which have ch anged dramatically over the last decade, warrant a renewed look at express bus service possibilities. Among these possibilities might be service that runs within th e University North area to connect residential areas to shopping, medical, employment, school, and enterta inmen t destinations. Discussions within UNTI have included the concept of a transit circulator to serve major destinations within University N orth, in addition to greater coverage of service to major residential areas, such as those now located throughout New Tampa. Travelers in Univers ity North, including the elderly and youth, would be prime markets for this type of service. A recently completed proposal for a circulator system to service the University of South Florida was also funded and developed by UNTI, as descr i bed below. Universitv Circulntw Shuttle Service (Proposed) With thousands of faculty, staff and students living within a few miles of campus, the University of South Florida's Tampa campus is a tremendous generator of traffic in the University North It is estimated that 99% of university commuter travel to and from the campus i s done by automobile and 84% are 43


SOV."" The results of this pattern are traffic congestion on the major roads bordering the university and parking problems on campus. Seeking a new solution to reduce traffic congestion around the university and lessen the parking demand on campus, the University North Transportation Initiative coordinated with the Center for Urban Transportation Research, USF Parking and Transportation Services, and USF Facilities Planning and Construction, to conduct a three-phase study that would determine the feasibility of operating an off-campus circulator shuttle service. The goal of the Pilot Circulator Study was to achieve a balanced transportation system for the USF-Tampa campus by designing transit solutions that could accommodate future campus development with customer-oriented, viable mobility to and from campus. During the Pilot Circulator Study, three routes were identified (see Map # 17: Proposed University Circulator Service) to serve the greatest number of potential users. Over 2,000 students live within one quarter mile of the t hree alternative routes and 3,163 students, who registered for classes in the fall of 1999, live within 3 miles of the university.xvi Route 1: North of campus, running on 42"' and 46"' Streets and Sk ipper Road Route 2: East of campus, running on 50th and 51" Streets Route 3: West of campus, rwming on 131" Street, 22"' Street, Bearss Avenue and Bruce B. Downs Boulevard The recommendation of the study, as endorsed by the U NTI Board, was to implement Route 1, which, among the three routes, reached the highest concentration of students-over 1 ,500 students within a quarter mile of the route. If it is successful, the other two routes would be implemented in the future as funding becomes available. The initial shuttle service is intended to be paid for by the University of South Florida through a fund provided to the City of Tampa to mitigate its impact on transportation in the University North area. Of the $6 million in the fund, $3 million is hoped to be earmarked for the shuttle service, with the other $3 million already allocated for road improvements to 40th Street. The UNTI study also recommended that the Pilot Circulator begin full implementation on August 1, 2000. The next steps toward implementation of the Pilo t Circulator service would include purchasing vehicles developing a marketing campaign, identifying shuttle bus stops and refining routes and schedules. The Pilot Circulator Study is a prime example of UNTI's efforts to reduce traffic congestion and improve air x Pilot Circulator Tech Memo #I, Center for Urban Transportation Research: 1997. ,.; University of South Florida, Registrar's Office, 1999. 44


-N w+ .. ::> : E Map 17: Proposed University Circulator Service // $ .,., ,. \ -\ Tltft'IPC' PaJm l!lvd \ . A ... / Ta(Y ., .. ;i I& ... :i ;:: n I I HollY I ? r :1 r rt"'<;1, / i I Temple / ....... o. Terrace l l ; l LI r LEGEND I I UNTI Boundary \ 1---v '\_ I J City of T ampo / I I Tempk> Terrace \ Proposed UniVersity &s Routes ( (Off CBmPan Transportat ion Research


quality in the University North through the provision of quality research and practical recommendations. Bicycle Needs in University North While the University North area does have bicycle lanes on several major roadways, t here is a need to throughout this region for additional bicycle facilities to improve connectivity and encourage bicycling as a viable commute alternative (see Map 18, Bicycle Needs and Existing Facilities in University North). By improving bicycle facilities in the University North area there is a tremendous potential to reduce traffic congestion, especially around the Tampa campus of the University of South Florida since thousands of faculty, staff and students live within a five mile radius In terms of on-road facilities, two types of bicycle facilities exist: 4ft. marked bike lanes and unmarked 14 feet or wider paved outside lanes. Marked bike lanes can be found on Fowler Avenue from 15th Street to US 301, 131" Avenue from N ebraska to 30th Street 30th Street from Fle t cher to Bearss Avenue, 42nd Street from Fletcher to Skipper Road, the entire length of US 301 in the Univers ity N orth area, and Morris Bridg e Road starting from Fletcher Ave. Fletcher Avenue from 30th Street to Nebraska Avenue and Nebraska Avenue from Fletcher to US 41 have an e xisting 14 feet or wider paved ou tside lane. Although there are no marked or identified bike lanes on these road segments, the wide outside lane does provide adequate space for bicyclists. The University North is fortun ate to have two excellent off-road bicycle facilities, Flatwoods and Morris Bridge parks. The Flatwoods bicycle facility is located between 1-75 and Morris Bridge Road. There are 11 miles of paved paths, including a 7 mile loop, and several miles of unpaved, single-track trails through the woods. The paved paths and loops easily accommodate bicyclists, pedestrians, and roller-bladers and have water coolers and shelters every few miles Morris Bridge Park also provides several miles of off-road, single-track trails through the woods. Both parks provide a safe and motor vehicle-free bicycling environment. According to Hillsborough County MPO' s 2020 Long Range Transportation Plan, several new bicycle facilities have been proposed for the University North Already funded is a small project to continue the on-road bike lane on Fowler Avenue from US 301 to Harney Road. Other locations for on-road bike lanes include Livingston Avenue from Bearss Avenue to the county line, Bearss Avenue from Bruce B Downs Boulevard to Nebraska Avenue, Bruce B. Downs Boulevard from I-75 to the county line, 50th Street from Fowler Avenue to 45


.... ,(1 _,fo .... ; ,_ ... HILlSBOROUGH COUNTY MPO 2020 LONG RANGE TRANSPORT A nON PLAH BICYCLE NEEDS AND EXISTING FAC I LITIES IN UNIVERSI TY NORTH AREA A/lkb81'1 Service Aru f.lpb 2020 Roads / / FUT URE A/EXIST ING BicYele Facilities in H l lsborough County _N.Existing 4 Ft Paved Shoulder / Bike Lone 14 A (or wider) Paved Outelde t.ane Off-Road 94k F acility No Proposed Off Roed Facility N.Prot'o&ed On-Road Facllty Facility (\/Neede d Bicycle FaciUty Junsdictional Boun

F letcher Avenue, 40U' Street from Hillsborough Avenue t o Fow ler Avenue, 22nd Street from Hillsborough Avenue to Fowler Avenue, Bouga i nvillea Avenue from North Boulevard to 56th Street, Morris Bridge Road from Corey Lakes Boulevard to the Pasco County line, and Harney Road from Hillsborough Avenue to US 301 I Main Street. In terms of off-road facilities, in 1999 -2000 construction of an off-road bike path along Bruce B Downs Boulevard is scheduled to begin. The bike path will run parallel to the roadway but remain separated by a median. It will connect with the proposed bike lanes on Bruce B Downs after the l-75 overpass *Bruce B. 40"' on Flet cher Ave 46


Sidewalk Needs in University Narlh The Hillsborough County MPO has undertaken a needs assessment process to identify where pedestrian sidewalks are needed. As with many areas of Hillsborough County, the University North has a critical lack of sidewalks and connectivity between residential and commercial developm ents (see Map 19, Sidewalk Retrofits). The needed pedestrian facilities are ranked in t o five priority categories, as described below: Priority Levell: Bearss Avenue from Skipper Road to Nebraska Avenue and from Bruce B Downs Boulevard to Livingston Avenue, 131" Ave nue from 15th Street to Nebraska Avenue, 22"<1 Stree t from 131" Avenue to Fletcher Avenue, Bruce B. Downs Boule vard (30th Street) from Fowler Avenue to Skipper Road, Skipper Road from Bruce B. Downs to 46th Street, Bougainvillea Avenue from 30th Street to McKinley Dri ve (40th Street), McKinley Drive from Busch Boulevard to Fowler Avenue, Fletcher Avenue from UCH t o USF Recreation Area Fowler Avenue from 46th Street to 53d Street and from Lettuce Lake Park to Hidden River Corporate Park, and 50th Street from Fowler to Fletcher Avenues 56th Street from Fowler to Fletcher Avenues Priority Level II: Bruce B. Downs Boulevard from City of Tampa jurisdictional boundary to Tampa Palms C ity Plaza, Fletcher Avenue from the USF Recreational Area to 1 75, Morris Bridg e Road from Fowler Avenue to Fletc h e r Avenue, 46th Street from Bougainvillea Avenue to Fowler Avenue, and Fowler Avenue from existing sidewalk to Lettuce Lake Park 47


SIDEWALK RETROF IT S HILLSBOROUGH COUNTY MPO PEDESTRIAN SYSTEM NEEDS ASSESSMENT IN UNIVERSITY NORTH AREA MPO 2020 Roads /\/FU TURE '1\'f EXISTING Pedeslrian Sidewalk Ranking /),/. Priorltt Lovell Prloritt L evel II Prlorltj Love! III /::!./,.Prloritt Level I V Prlorltt L eve l V "/\/Existing Sidewalks /),/. LRTP Cost Affordable Projects Service Area CJ Hillsborough Countt D P in ellas Countt I<"' Plant City 0 Citt of Tampa CJ City of Temple Terrace ...... wfroi:l S. ..... lh tU dloW. Cool'flf w.u..n hAl $WIW :&l;nlk .. \'MIIAI H6W A'(Wfl fiURr!J -.4 0..fllo,PI't*ll .._..,.,I ..... o-o o...-..l:ft'*Y l't-111 ....,, ""'""""Tl* ..... lt. ... tlldhh ......... .._ . lWolftOpil ..,....,...W. p.u'JIM .... ,.,. r., .-.. 11101( a">J o.rtll'ldiltl, .. "'' _,.., w. 0.5 0 0 6 lllll.l'mlef: AtlN U lMO JU!Itt:SMlfiiHol)l:lel .. a:


Priority Level Ill: Livingston Avenue from Bearss Avenue to Vandervort Road, and Bruce B. Downs Boulevard from Tampa Palms City Plaza to Tampa Palms Boulevard Pri ority Level IV: Bruce B Downs Boulevard from Tampa Palms Boulevard to Pebble Creek Boulevard Priority Level V: Morris Bridge Road from Temple Terrace Highway to Fowler Avenue and from Fletcher Avenue to Morris Bridge Park. University North Papulation Characteristics Residential areas within the University North service boundary range from predominantly lower-income, rental communities in the vic i nity of the USF Tampa Campus, to rapidly expanding upper middle class, owner-occupied gated communities. The Hillsborough County MPO estimates that by 2020 the population of the University North area will increase approximately 30 percent. The present a n d future expansion of the residential areas of the Unive r sity North has and will continue to contribute significantly to increased l eve l s of traffic congestion on main arterial roads Currently, few public transit options are available to residents in the New Tampa area. The 1995 population, based on Traffic Analysis Zones (TAZs) wholly within the UNTI service area, was 44,380 By the year 2020, it is es t imated that the population will grow to 61,127, an increase of 37% (see Maps 20-23, Population). This addition of 16,747 res i dents will fur t her exacerbate traffic congestion in the University North and highlight the need for both infrastructure improvements and commute alternatives. Much of the population increase has occurred and is expected to occur in New Tampa, along Bruce B Downs Boulevard According to recent housing cou n ts and information derived from the New Tampa Postal Station, New Tampa has surpassed the 10,000 mark for residential units. Nearly 1000 residential units 48


Map 20 : Percent of Tampa Area Between the Ages of 18-24 LEGEND I I UNn Boundary Uninc;o

; Map 21: Percent of Tampa Area Between the Ages of 25-44 . LEGEND I I utrn Boundary Percent of Tampa Population Between the Ages 25-44 37lx) 100% 33., 37% tl30., 33% 02610 30% 0 Olx> 26%


Map 22: Percent of Tampa Area Between the Ages of 45-64 . '. ;. : . . J.. Source: 1995 Census Populat ion and H ousing STF3A LEGEND I I UNn Boundary Percent of Tampa Population Between the Ages of 45-64 24 to 100% 23 to 24% 1!12010 23% 01710 20% 0 010 17% UnincoJPOral<>

Map 23: Percent of Tampa Area Aged 65 and Up .. : . . .... ;. .. . .. LEGEND I I UNTI Boundary L---'1 -MajorRoOO Percent ofT ampa Populatio n Age 65& Up 3710100% .1610 37% 1'.11110 16% 0 610 1 1 % 0 OlD 6% .L Source: 1995 Census Population and Housing STF3A


have been added since October of1998 The 1999 census tract estimate for New Tampa shows 27,150 people and a growth rate close to 120% in just nine years.U Even with the proposed widening of Bruce B Downs Boulevard taken into account, the traffic conditions are likely to worsen Already traffic on the roadway is severely congested during peak hours, especially at the 1-75 interchange Currently, there are no HARTline routes that extend into the New Tampa area. As a result, s ingle-o ccupant vehicle (SOV) trave l is the most prevalent commute mode, especially for the two-car, dual-income, middle-class families that characterize the area. Furthermore, the growth of adjacent communities in nearby Pasco County will also contribute to increased traffic congestion as more Pasco residents commute to Hillsborough County for work. The Uni versity North area s highest concentration of individuals under the age of 18 can be found in New Tampa and in the residential areas south of the University of South Florida. These numbers may represent higher needs for individual trips required by a non-driver aged popula ti on, whether for s chool activities, leisure or work trips There is a far higher percentage of individuals in the University North between the ages of 18 and 24. This is attributable to the presence of the University of South Florida in the heart of the region, as well as the residential areas south of the university and in New Tampa. According to the USF Registrar, there are currently 1,132 students living on campus, and there are in total, 3 163 students living in a 3 mile radius, and 5,680 within a five mile radius of the Tampa campus (see Map #24: USF Student Resident Location). The University North area is also home to many individuals 65 and older who reside in the many retirement and nursing home facilities. An aging population may represent a need for additional transit service, should these citizens special assistance to move about the area. Within the UNTI service area, the distribution of gender is largely balanced, with 51% of the residents within the block groups being female, and 49% being male. Within the core areas that house more of the welfare-recipients, however, the percentages of women-headed-households are notably higher. This correlates to findings that the profile of the average Florida adult recipient of Temporary Aid to Needy Families (I' ANF) is a 30-year old single mother of two, with partial work experience but who may lack a high-school diploma.ili According to author Alan Pisarski, in a recent national compilation of data on commuting trends, women' s daily trips have increased faster then men's, with Neighborhood News, August 1999, Volume 7, Issue 8 :.-viii Ibid., P 26. 49


Map 24: USF Student Residence Location withi n 5 Miles of USF J .. ...... l . '\ I : .. --. . . .... ,. .... .. .. D -D -. < ...... ;:t--... .,J J ... ., '" "' Jo . " '" -... :."' _# ... ,...... . /'-.!:1 . ...... .... .. . 1 Dot = 1 Student Zlpcode Boundaries 5 mile radius ' . USF Tampa Campus utm Boundary . 5 680 students witt1in 5 mies ol USF ... t N t < . I . : .. f .. .. .. ... . .. ., .. I I '1.:. ', ... I I I I t is Important to note that the dots do not s h o w the exact residential location of each student. Residential loca tions within each zlpcode are represented by dots distributed randomly throughout that zipcode. ** Areas of no residential population were excluded in the dot density calculation. This includes golf courses, preservation areas. theme parts, and offocefmm.strial parks .t.. by: umetsily ,._ Ttan$1)001Btion Onaiafwl Sowte: USF Regislar 1999 dala --


women making an average of 3 .13 trips per day, versus 3.04 trips per day for men '"' Trip length for men was also found to be longer, on average, than the length of trips made by women These two factors combined may mean that women are making more, and shorter trips, possibly associated with shopping trips, dependent care drop-off and pick-up, and other errands linked to the work commute. Another special population found in the University North, are those who earn less than $10,000 per year. The highest concentration of these individuals can be found in the areas to the west and south of the University of South Florida. There are a lso many WAGES participants living in University North. T his population is significant to the UNTI since a preponderance of WAGES participants lack access to an automobile, and susta i ning employment is highly dependen t on transporta tion to and from the work site and day-care facilities WAGES Populations In recent program guidance for the WAGES (Work and Gain Economic Self Sufficiency) act, jointly developed by the US Departments of Health & Human Services Labor, and Transpo rtati on, transportation was identified as one of the main challenges facing people making the transition from welfare to work. Nationally, the geographic disparity between location of entry-level jobs and the residences of most we.lfare recipients exacerbates this challenge: two-thirds of new jobs are in the suburbs, but three-fourths of welfare recip ients live in rural areas or central cities. xxi Often times, the entry-level jobs secured by people in a welfare-to-work environment are second and third-shift positions, requiring evening or weekend work hours. Because many of these employees do not own their own automobile, they comprise a large segment of the transit-dependent population. Absence of public transportation service during the evening and nighttime hours or during weekends, further complicates their commute to and from employment sites. In University North, the locations of WAGES residents who earn less than $10,000 are shown on the following map (see Map #25: WAGES Clients Locati ons ). The numbers of employment sites employing WAGES recipients is also illustrated, to give a visual depiction of the distribution of these transit dependent populations within the UNTI s ervice area. xix Pisarski, Alan E. Commuting in America /1: The Second National Report on Commuting Purterns and Trends. Lansdowne, Va: Eno Transportation Foundation, Inc. 1996. AA to Jobs: A n Assessment of the Role o[Trtmsportation in the Florida WAGES Program) Center for Urban Transportation Research, December 1998. xxi Unired Srates Department of Transportation, Department of Health & Human Services Deparanent of Labor: U s e ofTANF and WtW Funds for Transpqrtation, May 4 1998. 50


Map 25: WAGES Clients Locations - . .... ' .. .. . .. 1.. Sou rce: 1 9 95 Census Popul ation and H ousing STF3A & W AGES ;-,';,': . -. :': .. . . : ' ' . 'f---,-'.; : >:::::?. . : , ... ' : . . . ..... . ._. ... ( ., ,. . :. ; ', . ...... ;,:; -. ' . . -. ,.. . I I U NTI Boundary ._ _,] UnlncOII>Qnlted MaJor Roads WAGES Clle niS ..;th i n UNTI Pe r<:$nl o f Popul ation Eaming Unde r $ 1 0,00 0 121052% 41o12% II 310 4 % 0 110 3% 0 010 1 %


The challenge of securing a commute option to and from the employment site is not the only transportation issue facing this segment of the population. Often, it is a combination of transportation mode, job location, and training that combine to make secur ing employment an ongoing challenge. Additional challenges facing some areas within the UNTI service boundary are described below. Universitl{ Area Community The Florida Center for Community Design, at the University of South Florida, concludes that the Universi t y Community Area (which lies to the west of Bruce B Downs Boulevard, and falls within the UNTI service area, in part) has significant potential for revitalization and redevelopment because of its proximity to the University of South Florida, the University Mall, and both the VA and University Community Hospitals. Unfortunately, the lack of a long range plan and ad hoc zoning activities have left the University Community Area with incompatible land use adjacencies, many neglected and deteriorated apartment buildings and duplexes, a n d only remnants of a formerly vibrant residential community.xxii A critical lack of sidewalks, curbs and other pedestrian amenities pose safety concerns serious for residents. However, l and-owners and owners of housing complexes are re l uctant to reinvest because of the perceived inability to generate rental revenue and perceptions of high crime The Master Plan calls for a physical and aesthetic renovation of the area in order to promote subsequent positive development, such as an improved community identity, reduced crime and economic development. Safety is a primary conce r n through out the r eport, particularly in regard to the need for sidewalks for the pedestrian dependent popul ation. The general conclusions of the Florida Center has been divided into four main goals: build new community infrastructure, especially for the pedestrian commuter; eliminate economically obsolete land uses, as the majority of duplexes and small apartment complexes are poorly maintained; c r eate community identity through physical improvements such as landscaping, gateways, sidewalks, signage, and street trees to help define community t erri t ory and discourage crime; and insure real community input. l(xll Uni1 :ersity Area Commzmity: Master Plan for Physical Revitalization Florida Center for Urban rksign, 1997: xiii. 51


Redevelopment must be accompanied by substantial buy-in by area residents and property owners. Successfu l community revival can only occur when local participation takes place. I Part of that input comes through local community agencies, like the University Area CDC, described below. University Area CDC The mission of the University Area Community Development Corporation is to create a self-sustaining community, by helping to improve the quality of life for residents and businesses in the at-risk neighborhoods surrounding the USF Tampa campus. This agency was created in 1998, by the USF Area Community Civic Association, a nonprofit organization comprised of more than 4,000 area residents and other concerned citizens. The corporation funds, manages, and programs the University Area Community Center. University Area CDC University Area Community Center The Community Center is a 48,000 square-foot family facility, located between Fletcher Avenue and Bearss Avenue, on North 22nd Street I t is County-owned, and will house recreational programs for all ages, as well as literacy, GED and vocational educational programs for adults. The Center will offer parenting courses and pre-K day school, as well as classes on crime-prevention, self dev elo pment, conflict-resolution, small business-development, and arts and culture. University North Employment Characteristics Working to: reduce crime attract affordable housing Improve roads, schools, sewers, lig hting, etc. impiove t i'ansportatlon raise money for area A 1997 survey conducted by the U.S. Conference of Mayors found that many cities in America do not have available transportation services to get lower-wage earners to and from their places of employment. Among the issues noted were inadequate hours of operation along local bus schedules, unaffordable bus passes, the dearth of public transportation (bus) routes to principle center of employmen t, long commute times, and safety concerns in the vicinity of bus stops and transfer areas. The effects of inadequate transportation services extend throughout the community at large and have the poten tial to directly and negatively bear on an area s economic well-being. xxiiilbid. xiv-xv. 52


The University North service area houses many service-secto r employers operating specifically within the hos p itality and entertainment i ndustries (see Map #26 : Major Employers). Encompassing one of the country' s top universities, a major regional mall, four hospitals (including a veteran's administration hospital) multiple hotels and motels, and the internationally renown Busch Gardens Theme Park, the Uni vers ity North service area has a complex distribution of employment needs. While the presence of the University of South Florida attracts a higher-wage earning population to fill faculty and staff positions, the many serv i ce-sector jobs in the vic i nity of the univers ity are lower wage positions, attracting a different population of employees with varying transpo r tation needs. The round-the-clock operations of the four local hospitals crea tes the need for employees to arrive fo r or depart from their hospital shifts at nontraditional work hours. Second -and third shift employees who may also be transit dependent, may be unable to retain employment at these locations because they cannot get access to public transpor t a tion beyond the n ormal hours of transit operation. Employee r e t ention during these shifts has been identified as one of the most significant personnel problems facing the loca l hospitals. While the other TMO/TMis in the Tampa Bay r egion operate in areas dominated by dense commercial and service land uses, the University North area contains industr i al, commerdal, service, and residential areas The job density in this region, compared to the business districts in the county, however, is much lower (see Map #2:1, Hillsborough County Employment), attribu t able, in part, t o its more suburban environment. The follow ing table (IV -9) illustrates the growth in employment and job density (employees per square mi l e) within the U N TI, compared with that of the We s tshore Business Distric t and the Downtown Tampa area. Table IV-9 Employment Density Comparisons Westshore Business Downtown Tampa University North District Business District Business District Employees Density Employees Density Employees Density 1992 70,793 14,209 27,929 26,348 39,886 2,152 1995 99,940 56,752 5 2 2 90 65 527 46,320 27,404 2010 142,560 83,747 78,370 92,231 67,960 37,135 2020 172,350 99,9 0 4 94,330 110,582 81,820 44,846 . . Source: Hillsborough County Plannmg Comaussxon_ September 1998 5 3


" + Map 26: Major Employers in University North Service Area n Uni n c orpo'l'td: 1'\ Hill sbo r o u g h o unty 1._, .. ----l I 1\/ I -_ .. :i i .. I .l, Source: 1999 UNTI I ('------' \ / ; v LEGEND I I u NTl Eklundaty I I City of T ompo I I MajAroaRoods e50oS9 en.>looo-249 en.>lo()2so.499 en.>io)'OOS )500.999 en.>loOOOO

In 1995, there were approximately 46,000 employees working in the UNTI region; 4,807 in the industrial sector, 8,268 in the corrunercial sector, and 32,851 in the service sector. Given the consistent percentages assumed for growth, it is est ima ted by the Hillsborough MPO that in 2020, there will be 80,677 employees working in the University North; 7,566 in the industrial sector, 15,510 in the corrunercial sector, and 57,601 in the service sector (see charts below). University North Employees by Sector 1995 32.851 72% Industrial 10% University North Employ.., by Sector 2020 Service 57 ,6 01 72% Industrial 75e

partners included all local area hotels Bay Area Commuter Van the YMCA, Goodwill Industries, and the City and County. The CDC spent several weeks at the program s onset, conducting community outreach activities in the reg ions throughout Northeast Tampa, and south throughout Temple Terrace and Sulfur Springs areas. Twenty-five appli cants for the program resulted in a total of 12 participants attending the training, and a tota l of 10 people completing the 20-hour training program. A job fair was held a t Busch Gardens to introduce participants to the corporations involved, and to prov ide them with an opportunity to interv iew for the positions for which they were interested. Transportation to and from the training programs and con t inuing classes was provided by BACS. A survey conducted by the University North Transportation Initiative at the time that this pilot program was launched revealed an ongoing need among employers to secure and retai n their entry -level employees. Among the larger area employers in need of entry-level employees were: USF, Busch Gardens, University Mall, University Community Hospital, the VA Hospital. Many medium-sized businesses (Target, La Quinta, Sleep liUI, Hampton Inns, Extended Stay, Marriott, Amerisuites), and smaller establ ishm ents (such as PetSmart, McDonalds, Wendy's, and Hardees) also indicated the need for such a training program to provide qualified workers. Following the successful completion of the STAR Pilot Program, the organizing committee decided to further develop the pilot into an ongoing training program. The name was changed to H.E.L.P., whi ch refers to the Hospitality Employment and Leadership Program, and which also reflects the target employ ers for whose jobs the participants are largely being trained. Due to the proliferation of hotels and motels throughout University North, it was decided that this area would be the first target location for the project. The project is currently in its second year and is reporting high numbers of trained participants placed in employment sites throughout the North Tampa vicinity. 55


Moving Forward The level of awareness of transportation options seems to be incr easing, throughout society. Television commercials advertise computers and cellular service, by showing businessmen in their bathrobes who conduct meetings from their living rooms through telecommuting. New billboards for major auto manufacturers now promote carpooling among the useful functions of their sport-utility vehicles. But despite increased awareness, behaviors are often slow to change, and the challenge remains to continue on a campaign of education and ongoing advocacy for implementation of the many different transportation solutions to congestion. Oearly for moving forward in today's economic climate presents real challenges for employers seeking to attract and retain qualified employees. In Northeast Tampa, an area categorized by rapid growth in residential and commercial development, a high degree of service sector employment, and ever-increasing congestion on its roadways, one of the primary strategies is by targeting our area's major employers and seeking their involvement in the push for transportation solutions. The University North Transportation Initiative continues to engage commuters and employers alike, to consider alternative transportation options, that they migh t help to improve the state of our commute. 56


Contac t Information University North Transp ortation In itiative Mar gare t Marshall, UNTI Projed Manager Univers ity North Transportation I nitiative 4202 E. Fowler Avenue, CUT 100 Tampa, FL 33620-5375 813 /974-3564 813/974-5168 (fax) mars hall @ cutr.eng.usf .edu Tampa Downtown Partnership TMO Phyllis Pacyna, TMO Director Tampa Downtown Partn ership TMO 201 N. Franklin Tampa, F L 33602 813/22 1368 6 813/229 -1328 (fax) St. Petersburg Downtown TMI Eric Carlson, Transportation Director City Center, Suite 200 100 2d Avenue South St. Petersburg, FL 33701 727/82 15166 727 /896-63CJ2. (fax) SPDTMI@ao The Westshore Alliance TMO Sandi Moody, Director 5444 Bay Center Drive, Suite 1 15 Tampa, FL 33609 8 1 3 I 289-5488 813/289-6727 (fax) TDirW A 57


For More Information Yes, I'm Interested: Please send me more information about the following (cfwck all that apply) : o Future road projects in Northeast Tampa and Hillsborough County o Mobility MIS project plans and schedules o HARTline services o Rideshare alternatives for my employees. o Free Zip Code Anal ysis for my company o Federal tax incentives, to provide rideshare alternatives for employees a Put me on the list to receive the monthly Transportation Information Services (TIS) Update, for information regarding transportation issues facing this community. o I would like the University North Transportation Initiative to schedule a Transportation Presentation at my company. Name:. __________________________________________________ __ Title:---------------------------------------------------Company: ______________________________________________ Address: ______________________________________________ __ Phone Number /Email: ______________________________________ __ Mail to: University North Transportation Initiative Center for Urban Transportation Research 4202 E. Fowler Avenue, CUT 100 Tampa, FL 33620-5375 (813) 974-9799 or fax to (813) 974-5168 58


Evaluation Form Please eva l uate this edition of Tize State of the Commute to help us ensure the success of future updates: (Please circle the apprapriate number ) Excellent Poor Th e mate rial was useful and i nformative. 1 2 3 4 5 The material was organized cl ea rly and logi c ally 1 2 3 4 5 The repor t met my expectations 1 2 3 4 5 The information is helpful t o my business/ organization: 1 2 3 4 5 Please lis t related topics you would like to see in futu r e updates: ________________________________________________ __ Othe r Comments:-----------------------------------------Optional Information : Name: _____________________________________________ __ Title: -------------------------------------------Company: _________ ____________________________ __ __ __ Address: ____ P hone Number/Email: _________ ______ __ ____________________ __ Mail to: University North Transportation Initiative Center for U r ban T rans p ortation Research 4202 E Fowler Avenue, CUT 100 Tampa, FL 33620-5375 59


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