SPACE COAST TRANSPORTATION PLANNING ORGANIZATION

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1 SPACE COAST TRANSPORTATION PLANNING ORGANIZATION DRAFT AUGUST 2015

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3 SPACE COAST TRANSPORTATION PLANNING ORGANIZATION DRAFT AUGUST 2015 prepared by:

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5 MULTIMODAL CORRIDOR PLANS 1 POLICY FRAMEWORK 19 FUNDING THE CORRIDORS (TO COME) xx APPENDIX: 10 STRATEGIC CORRIDOR CONCEPTSTS (TO COME) xx

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8 MULTIMODAL CORRIDOR PLANS B revard County was hit hard during the Great Recession because the economic downturn impacting the entire country was compounded by the end of NASA s Space Shuttle program, the county s primary economic development driver. Further, decades of rapid, mostly suburban growth, was taking a toll on the Indian River estuary. These issues were clearly on the minds of many as the Space Coast Transportation Planning F eedback from scenario planning workshops revealed consistent themes, which became the basis for scenarios designed to portraythe county by Reviews of the scenarios affirmed the themes and rejected a continuation of past trends. Organization (TPO) embarked on updating its 2040 Long Range Transportation Plan (LRTP). To set the county s most pressing issues into the context of the LRTP, the TPO conducted a scenario planning process described in the LRTP Plan Document. The process started with workshops with the TPO and its Advisory Boards and a public survey. Feedback from these efforts revealed consistent themes, which became the basis for scenarios designed to portray the county by Reviews of the scenarios affirmed the themes and rejected a continuation of past trends. The themes are the pillars of the TPO s long range vision: Leverage what is uniquely Brevard; a quintimodal logistics hub and a place for high tech industry Preserve what is uniquely Brevard: protect and restore the county s rivers, its coastline and the historical railroad towns where settlement first started Provide choices, both in the way people travel and in the types of neighborhoods they live the centers they work and shop 2 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

9 MULTIMODAL CORRIDOR PLANS The vision theme guided the development of the vision map, which in turn guided the development of the 2040 LRTP. The vision map illustrates how the vision themes play out over the long term through corridor and place types: Corridors Intermodal roads and rail provide interregional connectivity to and intra-regional connectivity between the quintimodal logistics hubs in and around Brevard. Multimodal provide connectivity via multiple travel options between Brevard s neighborhoods and intermodal logistics hubs, multimodal hubs and major high tech employment centers. Places Intermodal hubs includes the county s space, air, and sea ports as well as existing and planned rail and truck terminals. Regional multimodal hubs includes the historical towns along the FEC railroad and well as new larger hubs where walking takes priority and multiple travel modes converge. Multimodal hubs includes walkable transit station areas along multimodal corridors with the intensity and mix of land uses that support premium transit. The vision calls for fundamental changes in both the types of land uses and transportation investments expected to come into being slowly over time. This process will require coordinated and concerted planning and implementation efforts by a number of partners, including the TPO, the Florida Department of Transportation, Brevard County and cities in Brevard. This section presents the bridge between the vision and the LRTP. It focuses on the intermodal and multimodal corridors illustrated on the vision map and summarizes existing conditions along each corridor and those expected by The CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 3

10 MULTIMODAL CORRIDOR PLANS corridor features influencing the feasibility of transitions include: Rights of way the gap between available versus needed right of way along each corridor indicates the challenge and potential costs and impacts of roadway and premium transit improvements. Existing and future travel demand identifies the pressures for and potential timing of needed multimodal improvements. Existing and future multimodal hub (station area) activity identifies the gap between existing development intensities and those needed to meet transit oriented development (TOD) targets that support premium transit investments. T he consequences of automobileoriented development patterns have prompted many both locally and nationwide to seek alternatives to car travel. Providing travel choices is one of the three key theme s of the TPO s vision. FIGURE 1.1: CONCEPTUAL STATION AREA EVOLUTION This section presents how corridor and place type planning and operations principles guided the development of a multimodal system plan and long term corridor plans for 10 of the TPO s high priority corridors. An overwhelming preponderance of travel in Brevard is by automobile because much of the county developed after automobiles became ubiquitous in the United States. The consequence of those patterns has prompted many in the county to want a change. Providing travel choices is one of the three key themes of the TPO s vision. Those choices include: Walking and biking Travel via premium transit, including: Commuter rail Bus rapid transit (BRT) Automated vehicles The sections below highlight the design concepts and guidelines used to during the corridor planning process for each mode. 4 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

11 MULTIMODAL CORRIDOR PLANS WALKING AND BIKING Walking and biking for recreation is generating demand for additional mixed use trails throughout Florida, including Brevard. The Coast to Coast Connector, a mixed use trail stretching from the Atlantic in Brevard County to the Gulf of Mexico in Pinellas County, illustrates the public s support for recreational trails. The TPO s Bicycle and Pedestrian Mobility Plan presents the interconnected network of recreational trails planning for Brevard. Demand is also increasing, and the interest clearly expressed, for the ability to walk and bike for everyday trips. The essential ingredients for meeting such demand and interest are: D emand is increasing, and the interest clearly expressed, for the ability to walk and bike for everyday trips. Walkable destinations (compact urban form) pre-automobile, walking was the primary travel mode and because humans travel at less than five miles per hour, destinations were necessarily nearby, making cities compact and dense. Neighborhoods in walkable cities seldom covered more than a square mile because of time limitations and slow walking speeds. The downtown areas surrounding once active rail stations in Titusville, Cocoa, Melbourne and Palm Bay developed prior to automobiles and are the only areas in Brevard designed for walking. As travel shifted to autos and with the completion of I-95, these downtown areas have struggled to keep up with more auto accessible developments, where large building footprints and parking lots make walking impractical. To promote walking, the TPO and its partners will need to reverse decades long trends by: Planning for and implementing strategies that encourage development in the county s existing walkable centers, designated as regional multimodal centers on the Vision map, and CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 5

12 MULTIMODAL CORRIDOR PLANS Planning for new walkable centers through redevelopment of existing auto oriented places or in vacant areas, designated either as regional multimodal centers or as multimodal centers on the Vision map. Complete streets moving destinations closer is essential to making walking a viable option, as is making walking paths safe, comfortable and convenient. This requires redesigning and rebuilding major streets accessing and crossing through walkable areas. The TPO has effectively partnered with FDOT and localities to design and build complete streets, streets that find the right balance between auto, walk and bike travel, and will continue to do so, with a priority on major streets in regional multimodal and neighborhood multimodal centers. First mile for transit there is a synergy between walking, biking and transit that reinforces their success. Compact, walkable places promote transit because they provide easy access and egress from transit. Transit extends the reach of walking beyond a mile because it is a fast mode of transport when operating in its own right of way, free of congestion, and with infrequent stops (greater than a half-mile spacing). Transit oriented development (TOD) is designed to create such synergy, with transit stations located in the middle of half mile walkable areas. The Federal Transit Administration (FTA) and FDOT recognize the importance of TOD in the viability of major transit investments. TOD Guidelines prepared by FDOT provide density, diversity and design targets for differing TOD types. Those targets helped identify how transit supportive regional multimodal and multimodal centers, as well as other potential TOD locations, currently are. 6 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

13 MULTIMODAL CORRIDOR PLANS PREMIUM TRANSIT Typical design and operations characteristics for premium transit include: Transit vehicles run in a dedicated right of way for much, if not all, of the corridor to maintain a high travel speed between stations (stops) Stations (stops) spaced at least a half mile apart, on average, to average at least a 25 mile per hour travel speed along the corridor, including stops Transit vehicles pass by stations (frequency of service) at least once per 15 minutes during the route operating period, with even more frequent service during peak periods The two types of premium transit contemplated for Brevard are commuter rail, similar to SunRail in Orlando and TriRail in South Florida, and bus rapid transit (BRT), similar to the Lymmo circulator in downtown Orlando and the US 1 Busway in south Miami-Dade County. COMMUTER RAIL Commuter rail typically operates on existing freight rail tracks. Up to three tracks may be needed to accommodate both passenger and freight rail on a corridor. Each track requires 15 feet of right of way. Combined with the need to access tracks, total right of way widths are 50 to 100 feet in heavily traveled corridors. Routes extend for 15 to 50 miles connecting suburban and fringe neighborhoods with downtown areas. Service focuses on commuters, with high frequencies during peak commuting ours. Stations are spaced one to five miles apart. Depending on demand, commuter trains range from five to nine cars per train. Station platforms extend accordingly. CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 7

14 MULTIMODAL CORRIDOR PLANS Of importance to the multimodal corridor analysis are the right of way requirements for commuter rail and supporting land densities around stations. As noted above, three tracks require up to 100 feet of right of way. Table 1 below summarizes typical station area TOD development intensities and mixes along commuter rail lines. FIGURE 1.2: BRT AND AUTOMATED VEHICLES BUS RAPID TRANSIT Buses along BRT routes operate in separate rights of way with stations spaced ½ to one mile apart to ensure buses maintain competitive travel speeds with automobiles. There are variations in BRT configurations, ranging from buses bypassing traffic cues and provided prioritization at signalized intersections, to buses operating in completely separated rights of way. Buses can either operate along the shoulders of roadways or in medians. Of importance to the corridors analysis is the right of way requirements for BRT, around 30 feet between stations and 50 feet at stations, and the type of development densities in station areas needed to support ridership. Table 1 presents typical station area TOD intensities and mixes along BRT corridors. AUTOMATED VEHICLES A number of sources estimate that automated vehicles, including cars, trucks, buses and trains, will fully saturate the vehicle fleet by 2060 (Figure 1). The anticipated benefits of this technology are: Increased roadway efficiency automated vehicles reduce spacing between vehicles thereby increasing roadway capacity. Some estimate automated vehicles will more than double roadway capacities on limited access highways (expressways) and around a 40 to 50 percent increase on 8 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

15 MULTIMODAL CORRIDOR PLANS B y 2017, All Aboard Florida intercity passenger trains will connect stations in downtown Miami, Ft Lauderdale, and West Palm Beach with a potential station in Brevard County. interrupted flow arterials Platooned vehicles reduce wind resistance and fuel consumption, but not to the same extent capacities are improved. Improved safety automated vehicles have the potential to reduce crashes, injuries and fatalities significantly; indeed, even the limited automation in vehicles today, such as collision avoidance / alert systems, improve safety. Greater flexibility in vehicle use because autos are a necessity in Brevard County, those who are able to drive typically purchase a car and cover its operating costs. With automated vehicles, many could schedule pick-ups and drop-offs for daily trips and simply rent the car for those trips. This concept could extend to demand response, or even fixed route transit, where larger vehicles could carry more passengers with common trip origins and destinations, thereby reducing the price per trip. Improved parking and land use efficiencies automated vehicles could change how and where parking is provided, mitigating one of the largest impediments to compact, walkable urban form, which is parking. Vehicles could drop passengers off at the front door at a destination, then self-park at a remote lot or storage facility, then return to the same, or a different door, when summoned. expense, thereby increasing the feasibility of transit. Furthermore, automated transit vehicles can more efficiently pick up and drop off passengers, both increasing its attractiveness and its operating efficiency. It is difficult to pinpoint when automated vehicles will become the norm and even more difficult to understand how they will influence future travel and development patterns. Many estimate the percentage of automated cars, trucks, buses and trains will slowly increase, with a small percentage in use by 2020 and full saturation by The impacts on travel and land use are less clear, but the interest among Brevard s residents to walk and bike for daily trips suggests the need for creating compact, walkable places despite the potential of the technology. It is also quite possible, as suggested above, for the technology to support both compact urban forms and multimodal travel. Of importance to the corridor analysis is the potential impact of automated vehicles on roadway capacities and the resulting impact on needed rights of way along multimodal corridors. As noted above, some speculate that automated vehicles can more than double existing roadway capacities on limited access roads and half again the capacity on interrupted flow arterials. With all vehicles automated, the potential four-lane arterial capacity increases to 60,000 vehicles per day compared to the current capacity of 40,000 vehicles per day. Such capacity increases mitigate the need for dedicated rights of way for private vehicles along multimodal corridors, providing room for other forms of travel, such as sidewalks, bike lanes and BRT. Lower transit operating costs paying drivers is one of the largest expenses for transit operators. Automated transit vehicles can reduce that CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 9

16 MULTIMODAL CORRIDOR PLANS MULTIMODAL CORRIDOR PLANNING FIGURE 1.3: CORRIDOR LIMITATIONS AND OPPORTUNITIES The multimodal corridor planning process involved two steps; the first was to create a county-wide transit system plan that ensures connectivity and operating efficiencies, and the second involved a more detailed evaluation of multimodal corridors, as illustrated in Figure 1.3. Transit System Plan The Vision map guided the creation of the countywide system plan. Figure 1.4 presents the plan, illustrating both the corridors and potential TOD areas. The plan s backbone is passenger rail along the US 1 corridor, which provides multimodal connectivity within and beyond the county. The Florida East Coast Railroad line, paralleling US 1, is currently is used for freight. By 2017, All Aboard Florida (AAF) intercity passenger trains will connect stations in downtown Miami, Fort Lauderdale and West Palm Beach with a potential station in Brevard and the intermodal center at the Orlando International Airport (OIA) via the FEC rail line south of Cocoa and new tracks connecting Cocoa to OIA along SR 528. The likely station location in Brevard is near the intersection of US 1 and SR 528. Service to Jacksonville along the FEC tracks is a long-term possibility, with the Cocoa station used as a transfer point. FDOT is currently planning commuter rail service along the FEC tracks in South Florida that will share tracks with both AAF and freight service. The service, called TriRail Coastal Link, will have stations in downtown Miami, Fort Lauderdale and West Palm Beach as well as stations spaced roughly three miles apart in between these downtown cores. The service will allow for more local travel via rail in this heavily developed corridor in South Florida and for AAF passengers to transfer at the downtown stations so they can travel via rail to destinations outside the downtown cores. FDOT planners anticipate the need for at 10 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

17 MULTIMODAL CORRIDOR PLANS FIGURE 1.4: TRANSIT SYSTEM PLAN CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 11

18 MULTIMODAL CORRIDOR PLANS most three rail lines to accommodate AAF, TriRail Coastal Link and freight trains. This same model is possible along the FEC tracks in Brevard County. Details of both rail and BRT service along the US 1 corridor are presented below. Many have contemplated a Port to Port transit connection between OIA with Port Canaveral over the years. Currently, thousands board buses or rental cars weekly to travel between the airport and cruise ships docked at the port. The system plan contemplates passenger rail or a similar technology to connect the ports with an additional stop at the potential AAF station near Cocoa. This added stop would allow for those traveling from South Florida to connect with Port Canaveral and vice versa. The final inter-regional connection included in the system plan is an extension of the SunRail to OIA connector from the intermodal center at OIA through Medical City in Orange County, the Northeast District and North Ranch Sector Plan areas in Osceola County. There are two possible connections in Brevard, one via the proposed Pineda extension and the second along US 192. Both ultimately connect with the FEC rail line near the Melbourne International Airport along the Ellis Road and NASA Boulevard corridor. The feasibility and timing of either or both of these connections depends on the rate of development of the North Ranch Sector plan, anticipated to occur in earnest beyond 2040, with build-out by Planning Considerations Optimizing travel by car influenced the planning and design of Brevard s arterials and the land development patterns along those arterials. It will take years and a well-coordinated effort to transform those auto-centric designs and patterns in ways that promote travel choices. This LRTP update includes ten multimodal corridor summaries to help initiate the transformation process. The purpose of the summaries is threefold: Understand the potential for transformation along each corridor, Highlight those unique opportunities and constraints facing each corridor, and I t will take years and a wellcoordinated effort to transform the current auto-centric designs and development patterns in ways that promote travel choices. The LRTP update includes ten multimodal corridor summaries to help initiate the transformation process. Provide a framework to guide and focus more detailed planning and design efforts that will follow. Figure 1.5 illustrates a multimodal corridor summary. Each summary focuses on key corridor characteristics, including: Rights of way the extent of road or rail rights of way using GIS information from several sources Existing lanes and tracks determined using GIS information and verified by aerial photographs. Changes in lanes or tracks defined corridor segments. Existing traffic year 2005 traffic volumes from the calibrated Central Florida Regional Planning Model (CFRPM, version 5.0) Existing levels of service (LOS) based on existing (2005) volumes, road type and number of lanes compared against the volume thresholds from FDOT s Generalized Level of Service tables. Future traffic year 2060 traffic volumes from the CFRPM model assuming Vision based land uses and the year 2035 Cost Feasible network. Volumes do not assume shifts to either walking or transit 12 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

19 MULTIMODAL CORRIDOR PLANS P assenger rail, bus rapid transit, and more walking and biking trips could reduce traffic by up to 20 percent, dropping volumes significantly. Future levels of service based on year 2060 volumes, road type and cost feasible lanes compared against the volume thresholds from FDOT s Generalized Level of Service tables. Existing station area development total population and employment (activity units) from the Census in each half-mile TOD area shown on the transit system plan. Future station area development intensity total population and employment (activity units) in half-mile TOD areas based on the 2060 Vision land use allocation Station area targets targeted population and employment totals, based on station types, from the FDOT TOD Guidelines. The multimodal corridor summaries provide several important insights, including: Right of way demand based on optimal rights of way, by mode, compared against available right of way. Each summary illustrates potential constraints and improvement costs and impacts. The optimal right of way is rail only for the FEC corridor, while the optimal right of way for all other corridors is an assumed cross section based on the future number of lanes plus right of way for BRT. Optimal rights of way for each mode are: Commuter rail combined passenger and freight rail service may need up to three tracks, translating into a maximum width of 80 feet. BRT lanes two bus lanes, either on the shoulders or in the median, requiring up to 30 feet between stations and 50 feet at stations. Traffic lanes cross sections for each corridor will change, offering opportunities to optimize rights of way for traffic lanes, shoulders and medians. The optimal cross section (excluding BRT lanes) is 80 feet for a four-lane roadway, 110 feet for a six lanes and 140 feet for eight lanes. Travel demand and levels of service based on congestion levels along each corridor using 2005 and 2060 traffic forecasts. Traffic volumes do not net out modal shifts, thereby reflecting more traffic than is likely. Further, the volume thresholds from FDOT Generalized Level of Service tables do not reflect potential capacity increases of automated vehicles, which may double on limited access facilities and increase by 40 to 50 percent on arterials. The combined impact of these two factors is significant. For example, traffic forecasts on a segment of US 1 between Cocoa and Melbourne are the highest on any multimodal corridor, with daily volumes expected to reach nearly 100,000, which requires 10 lanes based on a daily capacity of nearly 60,000 for six lanes and 80,000 for eight lanes. Passenger rail, BRT and more walking and biking trips could reduce traffic by up to 20 percent, dropping volumes from 100,000 to 80,000. With a concurrent 50 percent increase in capacity because of automated vehicles, even this highly traveled segment would have adequate traffic capacity at six lanes. Station area needs based on the percentage of existing and future resident and jobs (activity units) to the TOD target-based number of units. Existing density maps and station spacing criteria for commuter rail and BRT identified potential station areas. The percentages indicate the degree of needed new development or redevelopment. More detailed planning for each of these areas needs to address other important TOD factors, such as development mix, the orientation of uses and urban design. CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 13

20 MULTIMODAL CORRIDOR PLANS County and municipal planners reviewed the initial transit system plan and corridor summaries at a workshop held in the Winter of Those same planners and the public reviewed and commented on the summaries at a workshop held in the spring of Multimodal Corridor Highlights The corridor summaries confirm, to varying degrees, that each corridor can realistically transition from existing auto-centric patterns to provide more travel and housing choices. They also indicate the key rights of way, level of service and land use challenges along each corridor. Several overall conclusions are evident: With anticipated mode shifts from more compact development patterns and premium transit, and capacity increases from automated vehicles, the travel demand generated by more intense land uses along each of the corridors does not result in severe congestion. Many of the transit station areas currently have or are close to having transit supportive intensities. Many corridor segments already have sufficient right of way widths, assuming cross section modifications, to accommodate all modes. The following sections highlight the proposed multimodal plans and findings in each of the study corridors. FEC County-wide (Included in Corridors 1, 2 and 3) As noted above, the US 1 corridor, including US 1 roadway and the FEC rail line, is the backbone of the transit system plan. Figure 9 presents the potential transit configuration along the corridor, including intercity rail provided by All Aboard Florida with a station in Cocoa, regional commuter FIGURE 1.5: CORRIDOR PLAN 14 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

21 MULTIMODAL CORRIDOR PLANS FIGURE 1.6: US 1 AND FEC rail extending from Micco on the south to Mims on the north, and BRT along US 1. With a stop at Cocoa, the corridor provides passenger rail connections to major destinations south of Brevard (Miami, Fort Lauderdale and West Palm Beach) via AAF, and a possible connection north to Jacksonville in the future. Regional commuter rail stops at the county s original rail stations in Titusville, Cocoa, Eau Gallie, Melbourne and Palm Bay and at the Melbourne International Airport and the Tico Regional Airport. It indirectly connects at the AAF hub in Cocoa with Port Canaveral and the Orlando International Airport. BRT along US 1 provides connections from commuter rail stations to locations inbetween. There are two tracks along much of the FEC alignment in Brevard County, with a few three track segments. Rights of way along nearly the entire length of the alignment can accommodate three tracks in the future. US 1 North (Corridor 1) Mimms to Cocoa Right of way for BRT and future traffic demand is adequate for nearly the entire length of the corridor except for segment within Titusville where the road splits into a one-way pair. Congestion is not an issue now or in the future on nearly the entire length of the existing roadway cross sections. Only those station areas in Titusville have enough intensity to support BRT in the near term, but nearly all station areas have the needed intensities by 2060 under the Vision land use. The commuter rail station area in Titusville will need additional intensity to support this service. US 1 Central (Corridor 2) Cocoa to Melbourne Future congestion, not accounting for mode shifts and automated vehicles, will extend along much of this corridor, with daily traffic volumes nearing 100,000 in several sections, requiring up to 10 traffic lanes. CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 15

22 MULTIMODAL CORRIDOR PLANS With mode shifts and automated vehicles the need could drop to six traffic lanes (110 feet) and two BRT lanes (30 feet), a total of 140 feet. Most sections of the corridor are wider than 140 feet, but there are several sections, in and south of Eau Gallie, needing additional right of way. Many of the station areas can support BRT in the long term assuming the Vision land use plan. The Cocoa and Eau Gallie commuter rail station areas will require additional intensities. US 1 Central (Corridor 3) Melbourne to Micco Future congestion is likely along the entire corridor assuming existing lanes, with 2060 daily volumes ranging from 70,000 in the northern sections and 50,000 in the south. Future traffic levels will require six traffic lanes at most, although four will be sufficient with mode shifts and automated vehicles. Such a cross section, including BRT, requires 140 feet of right of way. About half of the corridor will require additional right of way. Additional station area intensities are needed throughout. SR 528 (Corridor 4) St. Johns River to Port Canaveral Congestion is anticipated only on the four lane bridge crossing the Indian River, indicating daily traffic flows will not require more than four lanes except for the bridge. However, the optimal cross section for this limited access facility is 300 feet, allowing for proper drainage and clearance zones for high speed travel. Much of the right of way west of US 1 is 300 feet, while right of way east of US 1 drops to around 200 feet. Adding exclusive transit within existing rights of way is challenging. Furthermore, the corridor includes a number of interchange and river crossing bridges adding to the complexity and cost of any major roadway are transit improvement. FDOT will soon initiate a Project Development and Environmental (PD&E) study to identify needed improvements along this corridor. Pineda / Ellis Road / NASA Blvd (Corridor 5) St. Johns River to Melbourne International Airport Passenger rail from the Orlando International Airport to the Melbourne International Airport will connect along a possible extension of the Pineda Causeway and/or along US 192. Either option relies on the Ellis / NASA Boulevard corridor east of I-95. The Pineda route will likely swing south along I-95 before crossing to Ellis Road. The right of way in that portion of the corridor is complex because of an existing power line, the need to protect adequate right of way along I-95, and the need to accommodate the extension of the Washingtonia from Ellis Road to the Viera property. While congestion is not expected along Ellis and NASA, the right of way along both roads is limited, particularly along the western portion of Ellis. A recently completed PD&E calls for four lanes on Ellis, but does not include a transit envelope. SR 520 (Corridor 6) West of I-95 to Cocoa Beach Much of the corridor west of Cocoa will experience congestion in the future if the cross section remains at four lanes. Mode shift and automated vehicles will likely mitigate the congestion. Rights of way for traffic and BRT are adequate for nearly the entire length of the corridor and future year station area population and employment are near TOD targets. The two river crossings pose the primary challenge for multimodal improvements in this corridor. Fiske / Stadium (Corridor 7) Cocoa to Viera Future year congestion is likely on nearly the entire length of this corridor, although mode shifts and automated vehicles are likely to mitigate the need for more than four traffic lanes. Rights of way along nearly the entire length of the corridor are adequate for four traffic lanes and two BRT lanes. Future year station area intensities are near targets at all potential locations. Wickham / Minton / Malabar (Corridor 8) Viera to Malabar Future year congestion is expected along nearly the entire length of the corridor. A future cross section of four traffic lanes and two BRT lanes will accommodate 2060 demand assuming mode shifts and automated vehicles. The primary challenge for this corridor is right of way, with nearly the entire length east of I-95 near or less than the 110 feet needed. Most station areas will meet the targeted intensities. 16 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER ONE

23 MULTIMODAL CORRIDOR PLANS T he Vision seeks an increasingly intermodal and multimodal transportation system in Brevard. Babcock (Corridor 9) Emerald City (Proposed) to Melbourne International Airport Congestion is expected for most of the corridor south of US 192, with 2060 daily volumes reaching 70,000 between Malabar and Valkaria. Four traffic lanes will accommodate 2060 traffic demand along most of the corridor except for the section noted above, which requires six. Additional rights of way for both four and six traffic lanes plus two BRT lanes are necessary along much of the corridor. TOD targets are met at nearly all station areas. SR A1A (Corridor 10) Port Canaveral to Melbourne Future traffic levels will require four traffic lanes along this entire corridor with mode shifts and automated vehicles. There are insufficient rights of way for those traffic lanes plus BRT lanes along much of the corridor, with the optimal cross section requiring 110 feet and the existing widths typically around 100 feet. Unique to this corridor, existing intensities for most stations areas meet BRT targets, suggesting BRT may be feasible along the corridor in the short term. SUMMARY Economic prosperity through high tech industries and transportation logistics, protecting rivers and natural lands, and transportation and housing choices are the cornerstones of the Space Coast TPO s Vision. The Vision seeks an increasingly intermodal and multimodal transportation system in Brevard, with multimodal corridors and hubs that support all travel modes through compact development patterns and complete streets. The transformation of auto oriented roadway into multimodal corridors will take time and a coordinated effort. A countywide transit system plan, based on the Vision map, provides an overall context for the county s multimodal corridors. Corridor summaries provide explorations into the potential and challenges facing ten of the corridors in the system plan. Land use and fiscal policy are two key components of the ultimate success of a multimodally-oriented Brevard County. The remainder of this document addresses those areas accordingly. CHAPTER ONE 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 17

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26 POLICY FRAMEWORK This section presents the steps needed to develop the multimodal corridors identified in the transit system plan. There are two primary policy areas that are critical to the success of premium transit development in Brevard County. The first is the land use policy needed for transit supportive development. The second is the funding, or revenue streams, necessary to develop and operate/maintain premium transit service. The focus is on land use changes needed to support premium transit within each corridor and on funding. Transit oriented development (TOD) is fundamental to the success of premium transit because it reorients and intensifies land uses in transit station areas to attract riders. Transit oriented development (TOD) is fundamental to the success of premium transit because it reorients and intensifies land uses in transit station areas to attract riders. Federal and state funding support is doubtful without assurances the transit investment will generate sufficient ridership. There are only a few places in Brevard, including downtown Titusville, Cocoa and Melbourne, all built during the heyday of rail travel, that have the form and structure necessary to support premium transit. However, although each has a fine grain street network and diverse land uses, all lack transit supportive development intensities because all have lost jobs and housing to suburban development in western Brevard County. For station areas identified in the transit system plan outside of those three communities, both intensities and development patterns must fundamentally change. Source: thedowntowngallery.net 20 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER TWO

27 POLICY FRAMEWORK FIGURE 2.1: FDOT TOD FRAMEWORK DOCUMENT MULTIMODAL CORRIDOR PLANNING Unlike transportation improvements, which can happen in relatively short order with a straightforward planning process, changing long standing auto-oriented land development patterns along each of the multimodal corridors will occur incrementally over a long period of time because of: Fragmented property ownership Each owner of parcels along a corridor has differing motivations and financial resources. The incremental nature of land development While property owners initiate or inhibit change, market forces dictate the rate and type of change. Transportation is one of the primary influences on the market. The number of stakeholder interests involved Property owners, tenants, developers, local governments, adjacent property owners and residents all have an interest in the development process. The substantial development pattern changes embodied in the Vision Plan will require a coordinated and consistent planning effort. Local comprehensive plans and land development regulations are the key tools to affect the required changes. The substantial development pattern changes embodied in the Vision Plan will require a coordinated and consistent planning effort. Local comprehensive plans and land development regulations are key tools to affect the required changes. To update their plans and regulations, localities in Brevard can rely heavily on the Florida Department of Transportation s Transit Oriented Development Guidebook. The Guidebook provides model language, measures and criteria for incorporating TOD into local comprehensive plans and land development regulations. They can also rely on the station area types and locations presented in the multimodal corridor summaries included in Chapter 1 of this document. CHAPTER TWO 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 21

28 POLICY FRAMEWORK THE STEPS TO IMPLEMENT TOD The TOD Guidebook presents a six step process to develop and adopt TOD supportive plans and regulations: STEP 1: Prioritize Transit and TOD. The first steps occur in the Comprehensive Plan, where the local government identifies transit and TOD as a local priority. STEP 2: Commit to Inter-Agency Coordination. Coordination among local governments, transit agencies, MPOs, the Department of Transportation, and other relevant agencies, both public and private, is necessary to identify and support potential transit modes, alignments, and resolve related issues. STEP 3: Identify Potential TOD Station Areas & Analyze Using the Place Type Methodology. Evaluation of potential transit station locations and the surrounding land use context must be conducted. This analysis will help ascertain the limitations and opportunities for TOD based on the unique conditions of the area. This analysis is utilized to inform the creation of a Station Area Vision or Master Plan. STEP 4: Development of TOD Vision (or Station Area Master Plan) (OPTIONAL). Engaging the public and partner agencies to create a unified vision for the station area is recommended to successfully accomplish TOD. Working with property owners and other stakeholders, consensus should be sought regarding a wide range of issues (e.g., the scale of new buildings, acceptable development densities/intensities, desired urban form, land uses, improving interconnectivity throughout the area). Determining areas where redevelopment is not desirable or likely to occur (e.g., established neighborhoods with multiple owners, recently constructed development) is also an important part of this process. A significant part of this step, especially in Suburban Retrofit or Greenfield areas, is the identification of improvements to the street and block network of the Station Area. This component of the Station Area plan typically requires coordination among private property owners and various government agencies. Accordingly, public outreach activities must be carefully structured to achieve a consensus strategy for the Station Area. STEP 5: Adoption of TOD Supportive Comprehensive Plan Goals, Objectives, and Policies. The local government amends its Comprehensive Plan to guide TOD, ideally as identified in its TOD Vision or Station Area Master Plan. STEP 6: Adoption of TOD Supportive Land Development Regulations. The local government advances the TOD Vision or Station Area Master Plan by adopting land development regulations to direct site-level development in support of TOD. Following the model code, this is a two-step process: STEP 6A: Adoption of the Street Network Overlay. To implement the vision or master plan established for the station area, the Street Network Overlay identifies the location of existing streets and planned connections to enhance mobility throughout the TOD Station Area over time. The Street Network Overlay identifies the ultimate design for thoroughfares and denotes primary street designations (which are used to orient new buildings in the TOD Zoning districts) and specific frontage types assigned to certain streets. STEP 6B: Rezone to the TOD Zoning Districts. Using the TOD Vision or Station Area Master Plan as a guide, the appropriate TOD zoning districts (TOD-Urban Core, TOD-Urban Center, TOD General, TOD-Edge) are assigned to each parcel as appropriate for future TOD within the Station Area. Together with the Street Network Overlay, the regulatory framework is then established to create a transit-supportive environment and advance TOD geared to the local community. 22 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER TWO

29 POLICY FRAMEWORK Several localities in Brevard have already prioritized transit and TOD in their comprehensive plans and the TPO encourages the remaining jurisdictions along multimodal corridors to do so in the near term. The Space Coast TPO initiated Step 2, building a commitment for TOD, through a series of multimodal corridor workshops held during the LRTP update. The TPO also initiated Step 3, defining corridor station areas, with locations and types depicted in the multimodal corridor summaries presented elsewhere in this report. To provide more contextual information for the TOD planning, the TPO will prepare more detailed corridor level information and guidance through Multimodal Corridor Master Plans, which will include: Market demand to establish the types of development anticipated and the rate of land use change along each corridor Long term travel demand, based on market demand, as a basis for identifying the types and timing of transportation improvements, most notably premium transit Fully functional premium transit operations characteristics based on travel demand, including route end-to-end travel time (including station stops), number of stations, vehicle headway (peak and non-peak) and span of service targets Station locations based on operational targets and supportive walk networks and land uses Multimodal project list, such as TOD street networks, complete streets, bike and walk paths, multimodal intelligent transportation system (ITS) strategies and re-orientation of existing transit operations to mimic the ultimate operational targets Implementation plan including the cost and timing of identified projects. CHAPTER TWO 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION DRAFT 23

30 POLICY FRAMEWORK COMPLETE STREETS DESIGN CONCEPT FIGURE 2.2: COMPLETE STREET DESIGN CONCEPT According to the Guidebook, developing a TOD Master Plan for each station area is optional, but the TPO strongly encourages localities to develop such plans as part of or soon after each Multimodal Corridor Master Plan is completed. The TOD Master Plan provides much needed insights, including: A clear vision for the station area that coordinates planning and implementation A basis for form-based code regulations An infrastructure strategy, including parking, stormwater, parks and street networks As noted in the Guidebook, a fine grained block and street structure essential for a functional TOD, including last mile multimodal access facilities. The design and construction of these networks are eligible for funding through the TPO. FIGURE 2.3: COMPLETE STREET IN COCOA Before After (rendering) 24 DRAFT 2040 LONG RANGE TRANSPORTATION PLAN // IMPLEMENTING THE VISION CHAPTER TWO

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33 Corridor financial analysis to come..

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