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How Household Incomes Are Affected By Transit
Prepared by URS CorporationJuly 2014
Transit: Making Housing More Affordable
Transit: Making Housing More Affordable Page i
Contents
Section Page
Section 1 ............................................................................................................ 1 Introduction .................................................................................................. 1 Purpose ....................................................................................................... 1
Section 2 ............................................................................................................ 1 Median Income in Polk County............................................................................. 1
Section 3 ............................................................................................................ 3 Median Cost of Housing in Polk County ................................................................... 3
Section 4 ............................................................................................................ 4 Cost of Transportation ...................................................................................... 4 Distribution of Transportation Cost Burden ............................................................. 6
Section 5 ............................................................................................................ 7 Alternative Modes of Travel ............................................................................... 7
Section 6 ............................................................................................................ 8 Combined Housing and Transportation Costs ............................................................ 8 Illustrative Examples ........................................................................................ 9 Location of the Cost-Burdened Population in Polk County .......................................... 11
Section 7 .......................................................................................................... 11 Location of Assisted Housing ............................................................................. 11
Section 8 .......................................................................................................... 11 Availability of Transit Service ........................................................................... 11 Existing Fixed-Route Service ............................................................................. 11 Existing Paratransit Service .............................................................................. 12
Section 9 .......................................................................................................... 14 Access to Transit .......................................................................................... 14 Results of Transit Analysis ............................................................................... 14
Section 10 ......................................................................................................... 17 The MyRide Plan – Planned Service Improvements ................................................... 17
Section 11 ......................................................................................................... 19 Recommended Transit Improvements .................................................................. 19 Extension of New Service ................................................................................ 20 Enhancement of Existing Service........................................................................ 21 Remaining Service Gaps .................................................................................. 22
Appendices
1 Assisted Housing List 2 MyRide Plan Transit Services
Transit: Making Housing More Affordable Page ii
Figures
Figure Page
1 Trends in Median Income at the State and County Level ............................................................. 1 2 2011 Median Household Income by Census Tract in Polk County .................................................... 2 3 Trends in Average Housing Cost for Florida and Polk County 2005-2011 ........................................... 3 4 Average Monthly Cost of Housing by Census Tract in Polk County ................................................... 3 5 Percent of Households with Severe Housing Cost Burden ............................................................. 5 6 Trend in Cost of Driving ..................................................................................................... 5 7 Average Weekday VMT by Household in Polk County .................................................................. 6 8 Average Monthly Cost of Driving by Census Tract in Polk County .................................................... 7 9 Distribution of the Transportation Cost Burden ......................................................................... 7 10 Typical Housing Expenditures .............................................................................................. 9 11 Average Monthly Combined Cost of Housing and Driving by Census Tract in Polk County ..................... 10 12 Location of Assisted Housing Developments in Polk County ........................................................ 12 13 Polk County Existing Fixed-Route Transit and Americans with Disabilities Act (ADA) Service Area ......... 13 14 Polk TCI Range .............................................................................................................. 15 15 Comparison of Assisted Housing, TCI, and Transit Buffer ........................................................... 16 16 Percentage of Affordable Housing Developments by Level of Transit Access ................................... 17 17 Transit Development Plan Proposed New Service .................................................................... 19 18 Comparison of Assisted Housing, TCI, and Planned Transit Improvements ...................................... 20
Tables
Table Page
1 Polk County – Means of Commuting to Work ............................................................................. 1 2 2011 Annual Household Income at the State and County Level ...................................................... 2 3 Selected Monthly Housing Costs ........................................................................................... 4 4 Selected Monthly Owner Costs as a Percentage of Household Income (Homes with Mortgage) ................ 4 5 Gross Rent as a Percentage of Household Income ...................................................................... 4 6 2013 Owner Cost per Mile by Vehicle Type .............................................................................. 5 7 Average Housing and Transportation Expense in the Southwest Neighborhood ................................... 9 8 Average Annual Housing and Transportation Expense in the Willow Oak Neighborhood ...................... 10 9 Service Assessment and TCI Range ...................................................................................... 14 10 Average Number of Weekly Transit Trips by Service Category ..................................................... 15 11 Number of Affordable Housing Developments within ¼ mile of Fixed-Route Transit by Route .............. 17 12 TDP Needs Plan Alternative – Improvements to Existing Service .................................................. 18 13 TDP Needs Plan Alternatives – Service Expansions ................................................................... 18
Transit: Making Housing More Affordable Page 1
The Bureau of Labor Statistics reports that the average American household spent $8,998, or 17.5 percent of its annual income, on transportation in
2012.
In Polk County, the average daily household cost of driving is approximately $31.00.
Section 1 Introduction
The Polk Transportation Planning Organization (TPO) is
engaged in the Livable Polk Initiative, an effort to
identify actions that local public and private sector
groups can take to make Polk County a healthier, safer,
and more enjoyable place to live.
One element of the Livable Polk Initiative focuses on the
development of a transportation system that supports the
economic needs of a diverse community. Though
automobiles are the predominant means of
transportation within Polk County (See Table 1), the
costs associated with owning and operating a car can
strain the budgets of many households. The most recent
cost of driving estimates produced by AAA show that, on
average, owners pay 60.8 cents per mile to drive (for a
medium sedan)1. This cost paired with the estimated
51 miles driven by the average Polk County household
each weekday2, places the average daily household cost
of driving at approximately $31.00.
For most households, transportation is the second largest
annual expense after the cost of housing. The Bureau of
Labor Statistics reports that the average American
household spent $8,998, or 17.5 percent of its annual
income, on transportation in 20123. Many households
simply cannot afford the cost of driving and must utilize
a different mode of transportation to support their daily
trips. In Polk County, transit offers residents the
opportunity to stay mobile, but control household costs.
Though often seen as a system that supports the needs of
low-income residents, transit may also be
used as a tool by moderate and higher
income residents to control or reduce
escalating household transportation
costs, allowing income to be directed to
other expenses.
Table 1: Polk County –
Means of Commuting to Work
Subject Number %
Polk County Workers 16 years and over 238,215 --
Car, truck, or van (drove alone) 193,200 81.1
Car, truck, or van (carpooled) 27,134 11.4
Public transportation (excluding taxicab)
1,265 0.5
Walked 2,551 1.1
Other means 6,407 2.7
Worked at home 7,658 3.2
Source: U.S. Census Bureau, 2011 American Community Survey (ACS) 5-Year Estimate.
Purpose
The purpose of this paper is to identify the role transit
can serve to lower household transportation costs and
make a wider-range of housing affordable within Polk
County. The recommendations made as a part of this
paper are intended to provide transportation options to
households that are balancing income with expenses.
Section 2
Median Income in Polk County
Several factors affect the ability of a household to meet
the costs associated with transportation. Among the
most basic of those elements is household income. As
shown in Figure 1, the median income in Polk County fell
from a high of $44,633 in 2008 to $43,946 in 2010.
Though now slowly recovering, wages have remained
relatively flat in the county since 2008.
Figure 1: Trends in Median Income at the State
and County Level
Source: U.S. Census Bureau, 2005-2011 ACS Estimates.
Transit: Making Housing More Affordable Page 2
As previously illustrated in Figure 1, the median income
in Polk County in 2011 was just under $45,000; however,
this figure may be misleading when assessing the
economic health of the county. Additional data taken
from the ACS shows that during the same calendar year,
more than a quarter (26.4 percent) of Polk County
households earned less than $25,000. Table 2 provides a
detailed summary of income distribution within the
county in 2011. These figures show that the income
supporting the budgets of many Polk County households is
limited.
Figure 2 identifies the median household income by
Census Tract in Polk County.
Though not presented in Table 2, but relevant to the
discussion of income distribution, the poverty rate in Polk
County in 2011 was 16.4%.
Table 2: 2011 Annual Household Income at the
State and County Level
Household Income
Florida Polk County
Estimate % Estimate %
Total households 7,140,096 -- 221,975 --
Less than $10,000 522,672 7.3 15,375 6.9
$10,000 to $14,999 405,372 5.7 13,390 6.0
$15,000 to $24,999 840,479 11.8 30,038 13.5
$25,000 to $34,999 839,473 11.8 27,690 12.5
$35,000 to $49,999 1,094,185 15.3 36,753 16.6
$50,000 to $74,999 1,336,510 18.7 43,677 19.7
$75,000 to $99,999 817,308 11.4 27,126 12.2
$100,000 to $149,999 760,919 10.7 19,437 8.8
$150,000 to $199,999 259,488 3.6 4,268 1.9
$200,000 or more 263,690 3.7 4,221 1.9
Median household income (dollars)
47,827 -- 44,398 --
Source: U.S. Census Bureau, 2011 ACS 5-Year Estimate.
Figure 2: 2011 Median Household Income by Census Tract in Polk County
Source: U.S. Census Bureau, 2011 ACS 5-Year Estimate.
Transit: Making Housing More Affordable Page 3
In 2012, the average American household spent
$16,887, or just under 33 percent of its annual
income on housing.
Section 3
Median Cost of Housing in
Polk County
In most household budgets, the largest
annual expense is the cost of housing. In
2012, the average American household
spent $16,887, or just under 33 percent of
its annual income, on housing. Figure 3
displays the trend in the average cost of
housing in Polk County over a 6-year
period. Though the rate of increase in housing cost has
slowed since 2008, the average cost of housing did not
experience the same decline seen in wages between 2008
and 2010.
Figure 3: Trends in Average Housing Cost for
Florida and Polk County 2005-2011
Sources: U.S. Census Bureau, 2005-2011 ACS DP04; and URS average calculation.
Table 3 identifies the median monthly costs for home
owners with mortgages, as well as for renters. The
average monthly costs included in Table 3 are based on
U.S. Census data and represent average monthly
expenses including mortgage or rent payments. The
identified rental and mortgage costs were combined to
develop an average housing cost by census tract within
Polk County. Figure 4 provides a map of that average
housing costs.
Figure 4: Average Monthly Cost of Housing by Census Tract in Polk County Source: U.S. Census Bureau, 2011 ACS 5-Year Estimate. Note: Average based on URS calculation that combines average mortgage and rent costs.
Transit: Making Housing More Affordable Page 4
The U.S. Department of Housing and Urban
Development (HUD) notes that families who pay more
than 30 percent of their income for housing are
considered cost-burdened and may have difficulty
affording other necessities.
Based on the generally-accepted 30 percent housing
affordability standard, nearly 80,500, or 37.5
percent, of Polk County households are considered
cost-burdened by their mortgage or rental expense.
Table 3: Selected Monthly Housing Costs
2011 Housing Costs Florida
Estimate
Polk County
Estimate
Median Monthly Owner Cost - Housing Units With a Mortgage
$1,612 $1,328
Median Monthly Cost - Units Paying Rent
$981 $858
Average of Monthly Cost for Units With a Mortgage or Paying Rent
$1,362 $1,146
Source: US Census Bureau, 2011 ACS 5YR Estimates, URS Calculation Note: Households in Polk County that do not have a mortgage or pay rent were excluded from the estimation of average cost.
To begin to assess not only cost, but affordability, the
housing expenses outlined above were compared to
income. The generally-accepted definition of
affordability for a household is to pay no more than 30
percent of its annual income on housing4. The U.S.
Department of Housing and Urban Development (HUD)
notes that families who pay more than 30 percent of
their income for housing are considered cost-burdened
and may have difficulty affording other necessities.5
The U.S. Census Bureau provides a summary of the
proportion of the average income that is spent on
housing. Tables 4 and 5 include figures taken from the
2011 ACS for Florida and Polk County, and show that
approximately 41.6 percent of Polk County residents with
a mortgage, and 55.8 percent of renters, spend more
than 30 percent of their annual income on housing.
Table 4: Selected Monthly Owner Costs as a
Percentage of Household Income (Homes with
Mortgage)
Mortgage Costs as Percentage of Income
Florida Polk County
Number % Number %
Housing units with a mortgage
3,167,522 -- 92,282 --
Less than 20.0 percent 809,744 25.6 26,931 29.2
20.0 to 24.9 percent 439,271 13.9 15,117 16.4
25.0 to 29.9 percent 381,005 12.0 11,849 12.8
30.0 to 34.9 percent 298,490 9.4 8,136 8.8
35.0 percent or more 1,239,012 39.1 30,249 32.8
Not computed 24,014 -- 463 -- Source: U.S. Census Bureau, 2011 ACS 5-Year Estimates, DP04. Note: Figures based on ACS Estimates, may not total 100 percent.
Table 5: Gross Rent as a Percentage of Household
Income
Rent Cost as Percentage of Income
Florida Polk County
Number % Number %
Occupied units paying rent
2,051,959 -- 57,439 --
Less than 15.0 percent 154,493 7.50 5,445 9.50
15.0 to 19.9 percent 200,221 9.80 6,386 11.10
20.0 to 24.9 percent 242,552 11.80 7,397 12.90
25.0 to 29.9 percent 237,554 11.60 6,155 10.70
30.0 to 34.9 percent 200,673 9.80 5,437 9.50
35.0 percent or more 1,016,466 49.50 26,619 46.30 Source: U.S. Census Bureau, 2011 ACS 5-Year Estimates, DP04. Note: Figures based on ACS Estimates, may not total 100 percent.
When the figures are combined for renters and home
owners (with and without a mortgage) and compared to
the generally-accepted 30 percent housing affordability
standard, the data shows that approximately 80,500, or
37.5 percent, of Polk County residents are considered
cost-burdened by their housing expense.
National statistics were reviewed to assess the segment
of the population most affected by housing costs. The
literature on this topic shows that housing cost burdens
fall heaviest on moderate- to low-income households.
Figure 5 shows a series of estimates taken from a 2010
report published by the Center for Housing Policy6. Of
note in the figure is the disproportionate housing cost
burden that falls on the lowest income groupings. The
figure separates the population into groupings based on
the percentage of the area median income (AMI) earned.
The figure then identifies the percentage of households
that spend greater than half of their income on housing
(termed severely burdened). It is reasonable to assume
that similar conditions exist within Polk County.
Section 4 Cost of Transportation
As noted in the introduction, the second largest expense
for most U.S. households is transportation. In 2012, the
average household spent $8,998, or 17.5 percent of its
annual income on transportation. Figure 6 displays
statistics taken from AAA’s Your Average Cost of Driving
and shows the trend in the average cost of driving in the
U.S. over a 7-year period. Between 2006 and 2013, the
average cost of driving in the U.S. increased by 16.5
percent.
Transit: Making Housing More Affordable Page 5
Between 2006 and 2013, the average cost of driving
in the U.S. increased by 16.5 percent.
Figure 5: Percent of Households with Severe
Housing Cost Burden (based on AMI)
Source: Center for Housing Policy, 2012.
Figure 6: Trend in Cost of Driving
Source: AAA, Your Average Cost of Driving, 2006-2013.
Per-mile costs associated with driving may be
substantially higher or lower than those outlined in
Figure 6 based on type of vehicle driven. Table 6 lists
the 2013 AAA cost of driving estimates by vehicle type.
The average cost of operating a medium-sized sedan is
used as a median value, and serves as the basis for
analysis in the subsequent sections of this paper.
Table 6: 2013 Owner Cost per
Mile by Vehicle Type
Vehicle Type
Cost per Mile (15,000 miles
per year)
Cost per Year (15,000 miles
per year)
Minivan 65.3 Cents $9,795
4WD SUV 77.3 Cents $11,595
Small Sedan 46.4 Cents $6,960
Medium Sedan 61.0 Cents $9,150
Large Sedan 75.0 Cents $11,250
Sedan Average 60.8 Cents $9,122 Source: AAA, Your Average Cost of Driving, 2006-2013.
The third major factor that contributes to household
transportation cost is miles driven. Households in Polk
County are located in a variety of settings
that range from urban to suburban to rural.
The travel distances required to support
necessary trips in these locations can vary
drastically.
In 2009, the U.S. Department of
Transportation (USDOT), through the
National Household Travel Survey (NHTS),
collected travel data from 26,000 U.S.
households. The data collected from these
households detailed information on
elements such as travel mode, daily trips,
and miles driven.
The USDOT then took the information
collected in the survey and, through a
statistical process termed
“transferability,” associated specific
travel habits with demographic
characteristics. The transferability
process allowed for the production of
detailed travel estimates nationally at the
U.S. Census Tract level.
Data taken from the 2009 NHTS was used
to develop a map depicting the average
vehicle miles traveled (VMT) by household
in Polk County. As shown in Figure 7, the
average VMT ranged from 22 to 68 miles
per day. Additional analysis shows the average household
in Polk County travels approximately 51 miles per day.
Transit: Making Housing More Affordable Page 6
The average daily cost of travel for Polk County
households was shown to range from $13.38 to $41.34
per workday, or $267 to $826 per month.
Figure 7: Average Weekday VMT by Household in Polk County
Source: Average based on 2009 NHTS Estimate.
When the AAA cost of driving estimates were combined
with the NHTS VMT estimates, an average cost of travel
by Census Tract was developed. Based on the
combination of these estimates, the average daily cost of
travel for Polk County households was shown to range
from $13.38 to $41.34 per workday, or $267 to $826 per
month (assumes travel for 20 weekdays per month).
Figure 8 provides a depiction of the average cost of
driving in Polk County by U.S. Census Tract. Note, the
NHTS VMT dataset did not include mode split for
household travel; thus, the household transportation cost
estimates assume that all trips occurred by car.
Distribution of Transportation Cost
Burden
Having identified the average transportation cost by
household in Polk County, the discussion of affordability
warrants a review of how costs are distributed among
varying income groups. Though no statistics were readily
available for Polk County specifically, national statistics
were identified that show the distribution of
transportation costs by income group. Figure 9 shows
household expenditure figures for Polk County taken from
a 2008 report generated by the Bureau of Labor
Statistics. Of note in the figure is the disproportionate
cost burden that falls on the lowest income groups.
Those earning less than $10,000 per year spend an
estimated 37 percent of their income on transportation7.
Transit: Making Housing More Affordable Page 7
Figure 8: Average Monthly Cost of Driving by Census Tract in Polk County
Source: URS calculation - average based on calculation of NHTS average VMT * AAA cost of driving per mile.
Figure 9: Distribution of the Transportation Cost Burden
Source: Bureau of Labor Statistics, 2008 Household Expenditure Estimate.
Section 5
Alternative Modes of Travel
The Polk County travel estimates outlined in the
previous sections focus on the use of
automobiles in the completion of necessary
trips, and project a household’s transportation
costs based on the use of that single-mode of
transportation.
Though automobiles are the predominant mode
of transportation in Polk County, accounting for
92.5 percent of household commuter trips, other
modes exist that may help to lower costs
associated with daily travel.
Transit: Making Housing More Affordable Page 8
The average monthly costs associated with driving
($267 – $863) are several times that of a monthly
transit pass ($47).
For every 100-mile reduction in vehicle miles
traveled, the average household will save
approximately $20.
Walking – Nationally, walking as a means of travel
accounts for approximately 2.8 percent of commuter
trips. However, in Polk County, walking accounts for just
1.1 percent of work trips. Much of the built environment
in Polk County exists as low-density suburban or rural
development where larger distances separate residential
areas from employment centers. Walking as a means of
travel works best in more compact urban environments
where trip distances are shorter and supporting
infrastructure is present. The existing form of
development in Polk County limits the practicality of
walking as a means of household transportation, as much
of the population resides in suburban and rural areas.
Transit – In Polk County in 2011, transit supported just
over 2.25 million passenger trips. Transit provides a
transportation option that can connect residents to
destinations across longer distances and, thus, provides a
viable alternative to driving across many of Polk County’s
more rural and suburban areas.
Polk County transit passes are offered on a per trip,
daily, weekly, or monthly basis. An adult one-way fare
cost is $1.50. Daily passes are offered for $3.00, weekly
passes for $12.00, and monthly passes for $47.00.
Discounted fares are offered to children, students,
seniors, and persons with disabilities. Daily, weekly, and
monthly passes allow for an unlimited number of rides
during the ticketed period.
When compared to the lowest average monthly cost of
driving reported for a blockgroup in Polk County ($267),
the use of transit through the purchase of a 30-day bus
pass ($47) represents an 83.4 percent monthly costs
savings. It is likely that the greatest opportunity for
households to utilize transit to reduce expenses lies in
those areas of Polk County that are best served by
transit.
Section 6 Combined Housing and Transportation
Costs
Several agencies are now producing information that
shows how household budgets can be affected by shifts in
transportation cost. Much of the literature available on
the topic draws from extensive work conducted by the
Center for Neighborhood Technology (CNT), and begins to
draw a correlation between housing cost, transportation
cost, and combined affordability estimates.
In 2010, the CNT conducted a survey of 337 U.S.
metropolitan areas to identify national trends in housing
and transportation costs. As part of this analysis, the
CNT was able to establish thresholds for both housing and
transportation affordability. Based on the identified
national trends, CNT set affordability thresholds at
30 percent of household income for housing and at
15 percent of household income for transportation8.
Additionally, the literature produced by CNT introduced
the idea of combined affordability and suggested that a
household’s housing and transportation costs are linked
and should be examined as a combined cost. CNT
suggests that housing and transportation cost should not
exceed 45 percent of household income.
Drawing from the CNT research, the Federal Highway
Administration (FHWA) presented a case study in 2011
that discussed the tradeoffs associated with housing and
transportation costs and outlined means through which
households could reduce overall costs9. The report
introduced the idea of location efficiency in the siting of
a home. The report explained that households in typical
suburban or rural auto-dependent locations spent as
much as 25 percent of their annual income on
transportation. However, households located closer to
employment, shopping, and other amenities reduced
household transportation costs to nine percent of their
annual budget. FHWA noted that households able to
utilize other modes of transportation to include walking,
bicycling, or transit could reduce transportation costs by
as much as $10,203 per year10. Based on current vehicle
operating costs outlined by AAA, for every 100 mile
reduction in vehicle miles traveled, the average
household will save approximately $20. Larger savings
come to those households able to replace a vehicle with
an alternative means of travel.
Figure 10, taken from the FHWA report, shows how shifts
in household transportation expense can affect the level
of income available to support other household expenses.
In a similar discussion of location efficient housing, CNT
suggests that centrally-located housing may initially
appear more expensive than housing located in outlying
or rural areas. However, when the related cost of
transportation is factored in, many homes with higher
Transit: Making Housing More Affordable Page 9
Figure 10: Typical Housing Expenditures11
Source: Transportation and Housing Costs, FHWA.
rental or mortgage costs are actually more affordable
based on the combined cost of housing and
transportation. As shown in Figure 11, when the cost of
housing and transportation are combined, many of the
areas in Polk County more distant from the urban centers
have a higher combined housing and transportation
expense per household. Figure 11 helps to illustrate the
point made in the CNT research that affordability is often
influenced by a home’s location.
Illustrative Examples
One means of describing the potential savings associated
with location efficiency in housing is through a discussion
of a typical local household. The following examples
present two scenarios that highlight existing conditions,
and identify adjustments local residents can make to
reduce housing and transportation costs.
The first scenario describes a typical household in the
Southwest Neighborhood of Lakeland. Located near the
center of the City, residents living in the Southwest
neighborhood often find shopping, schools, and
employment centers a short distance from their homes.
Additionally, transit and infrastructure supportive of
walking and biking is more prevalent here than other
areas of the county. The average number of miles driven
by household each day is 36.6. Using the AAA cost of
driving estimate, this distance places the average annual
transportation expense at $4,568. Consisting
predominantly of single-family homes, the average cost
of housing in the neighborhood is $1,055 per month (see
Section 3) or $12,660 per year. In this moderate income
neighborhood, the median household income is $51,114.
The average household in the Southwest Neighborhood
spends approximately 33.7 percent of its annual income
on housing and transportation, see Table 7.
Table 7: Average Housing and Transportation Expense in the Southwest Neighborhood
Budget Item
Annual Cost by
Houeshold
Percent of Annual Income
Annual Housing Cost $12,660 24.8%
Annual Transportation Cost $4,568 8.9%
Based on the affordability thresholds outlined previously,
the average household in the Southwest Neighborhood of
Lakeland spends 11.3 percent under the budgetary
maximums for housing and transportation leaving ample
resources to meet other financial needs.
Transit: Making Housing More Affordable Page 10
Figure 11: Average Monthly Combined Cost of Housing and Driving by Census Tract in Polk County
Source: URS calculation - average based on average household (HH) mortgage cost * number of HH with Mortgage + average rent * number of HH renting / sum of the number of HH renting and HH with a mortgage.
The second scenario uses a typical household located in
the Willow Oak Neighborhood. Located just west of the
City of Mulberry, the average family living in Willow Oak
earns approximately $40,550 per year. As one may
expect, being sited in a more rural part of the county,
the average cost of housing (See section 3) in Willow Oak
($986 per month) is well below the county average.
However, based on this rural setting residents need to
drive longer distances to access schools, work, shopping,
and other services. The NHTS data shows the average
household in Willow Oak drives 58.9 miles per day.
When average housing and transportation costs are
compared to median income in Willow Oak, the figures
show that the average household spends more than 50
percent of its annual income on housing and
transportation, see Table 8.
Table 8: Average Annual Housing and Transportation Expense in the Willow Oak
Neighborhood
Budget Item
Annual Cost by
Houeshold
Percent of Annual Income
Annual Housing Cost $11,832 29.2%
Annual Transportation Cost $8,604 21.2%
Based on the affordability thresholds outlined previously,
the average household in Willow Oak is burdened by
annual combined housing and transportation costs
reducing the ability of that household to meet other
financial needs. As noted in Table 8, the average
household in Willow Oak spends approximately 21.2
percent of its income on transportation (VMT * AAA cost
of Driving). Though based on location, long distances will
Transit: Making Housing More Affordable Page 11
Twenty-four fixed-routes and two specialized
paratransit systems serve to connect the residents of
Polk County with shopping, services, and community
activities.
remain between residents and trip destinations; one
means of reducing a household’s transportation expense
is to reduce automobile use. Transit is available in the
City of Mulberry with new circulator service planned for
the Willow Oak Neighborhood. A $47 unlimited monthly
transit pass, offers an option for households looking to
cut expenses. If the average Willow Oak household were
to reduce its auto use by half (eliminating the need for
one vehicle) and replace that auto use with transit,
monthly household transportation expenses could be
reduced by $311. The annual savings of $3,735 dollars
represents 9.2 percent of the household’s annual budget.
Location of the Cost-Burdened
Population in Polk County
The elements outlined in the previous sections of this
report show that housing and transportation costs vary
across Polk County, and that those costs have continued
to increase as wages have fallen. The research also
shows that the greatest burden related to this trend
typically falls disproportionately on low-income
households. Though the costs associated with housing
and transportation are increasing, the findings also
suggest that the location of housing can have an effect
on reducing overall household costs.
Building upon the idea of location-efficient housing, an
assessment of low-income housing relative to transit
service was conducted within Polk County. This
assessment will provide policy makers with information
regarding the viability of transit as a means of reducing
transportation expenses in existing low-income
households. The following sections of the report identify
the location of assisted housing within Polk County and
compare those developments with the location, intensity,
and frequency of transit service.
Section 7
Location of Assisted Housing
An inventory of the number and location of assisted
housing units present in Polk County was completed for
this report. For the purposes of this study, the inventory
of assisted housing included those developments
receiving subsidies from the U.S. HUD, U.S. Department
of Agriculture (USDA) Rural Development (RD), Florida
Housing Finance Corporation, or local housing finance
agencies.
The inventory conducted drew from three sources
including data provided by the Polk County Housing and
Neighborhood Development Division (HND), Polk County
Tax Assessor’s Office, and the GeoPlan Center at the
University of Florida.
The listing of subsidized housing units provided by HND,
Department of Revenue (DOR) codes from the tax
assessor, and an existing shape file from the GeoPlan
Center were used to identify location and number of
assisted housing units.
The results of the analysis showed 80 separate assisted
housing developments with a total of 7,367 units exist
within Polk County. Figure 12 shows the location of the
developments identified in the inventory. Appendix 1
provides a full listing of the affordable housing units
identified.
Section 8
Availability of Transit Service
Currently in Polk County, three providers: Lakeland Area
Mass Transit District (LAMTD), Winter Haven Area Transit
(WHAT), and Polk County Transit Service (PCTS) operate
transit; a fourth, Central Florida Regional Transportation
Authority (LYNX), provides service through an agreement
with PCTS. In total, 24 fixed routes and two specialized
paratransit systems serve to connect the residents of Polk
County with shopping, services, and community
activities. Figure 13 provides a depiction of the fixed
routes and specialized service areas operating in Polk
County as of June 2013. The following information taken
from Polk Transit’ 2013-2022 MyRide Plan provides a
description of that existing service.12
Existing Fixed-Route Service
Citrus Connection, operated by LAMTD, includes 14 fixed-
routes with service to portions of Lakeland and
connections to the cities of Auburndale, Bartow, and
Mulberry. Citrus Connection weekday service spans from
6:05 a.m. to 7:05 p.m. Saturday service spans from 7:15
a.m. to 5:25 p.m. Service frequencies are typically
between 30 and 60 minutes. In 2011, LAMTD carried just
over 1,450,000 passengers.
Transit: Making Housing More Affordable Page 12
Figure 12: Location of Assisted Housing Developments in Polk County
Source: Florida Geographic Data Library (FGDL), Property Assessor Data, County Affordable Housing Listing.
WHAT currently operates six fixed routes in Winter Haven
and surrounding areas including Lake Wales, Lake Alfred,
and Haines City. WHAT service is available on weekdays
from 6:00 a.m. to 7:00 p.m. and on Saturdays from 7:00
a.m. to 6:00 p.m. Service frequencies are 60 minutes or
more. In 2011, WHAT carried just over 525,000
passengers.
PCTS operates two fixed routes that serve Fort Meade
and Frostproof. Both routes offer deviated fixed-route
service (Flex Service) that allows the bus to travel up to
¾ mile from its service route to accommodate scheduled
pick-ups and drop-offs. Service is provided on weekdays
from 6:10 a.m. to 7:00 p.m. and Saturdays from 6:10
a.m. to 5:00 p.m. Service frequencies range from 45
minutes to 120 minutes. In 2011, PCTS supported 63,754
passenger trips.
Contracted for service in Polk County by PCTS, LYNX
operates two fixed routes (416 and 427) and two areas of
demand responsive service all in the Poinciana area.
LYNX operates 7 days a week from 5:30 a.m. to 8 p.m.
The demand responsive service termed NeighborLink
operates in two designated service areas (601 and 603) in
Poinciana. Residents in the designated service areas
must call at least 2 hours in advance to schedule a pick-
up time. The NeighborLink service provides
transportation anywhere within a designated service area
or to a LYNX local bus stop. In 2011, the LYNX
NeighborLink 603 carried 13,123 riders in Polk County.
Existing Paratransit Service
The fixed-route transit system in Polk County is
augmented by two specialized types of paratransit
service: Americans with Disabilities Act (ADA) and
Transportation Disadvantaged (TD) service.
Transit: Making Housing More Affordable Page 13
Figure 13: Polk County Existing Fixed-Route Transit and
Americans with Disabilities Act (ADA) Service Area
Based on figures reported by the Florida Commission for
the Transportation Disadvantaged (FCTD), 216,310 trips
were supported by paratransit in Polk County in 2011.
The first, ADA service, is an important complement to
the fixed-route system. ADA transit service is provided
within a ¾-mile buffer of each fixed-route transit line.
ADA service supports those members of the community
that, through disability, are unable to access traditional
fixed-route transit. Users of ADA service must pre-
qualify for service by submitting an application that
proves disability. Age and/or the economic status of the
applicant is not used as certification for this service.
Both LAMTD and PCTS operate ADA service. ADA service
availability is consistent with that of the fixed-route
service spans.
The second paratransit service provided within Polk
County is termed TD service. PCTS coordinates the TD
service which is provided through a network of
transportation operators. TD service is offered to Polk
County residents who live outside of the ¾-mile ADA
service area and are unable to access transit due to a
documented disability, or based on a circumstance where
no other transportation is available. TD service is offered
based on the following criteria: to those most in need,
for trips deemed most necessary, using transportation
services that are most cost effective, and used in a
leveraged manner to receive the greatest benefit from
available funds. TD service is provided Monday through
Saturday from 5:00 a.m. to 6:00 p.m. Sunday service is
available on a pre-arranged case-by-case basis only.
Reservations are required to be made a minimum of 72
hours in advance and may be made up to 7 days in
Transit: Making Housing More Affordable Page 14
advance. Curb-to-curb TD service is provided for
ambulatory, wheelchair, and stretcher clients.
Section 9 Access to Transit
The preceding sections identified the location of assisted
housing and detailed the transit services available. To
match the population living in affordable housing to
available transit service, an analysis was completed to
assess the level of access that affordable housing
residents have to the existing fixed-route transit
network.
The methodology selected allowed for an assessment of
the location, intensity, and frequency of transit service
within a given geography (census block group). The
evaluation method selected results in the calculation of
an index score, termed Transit Connectivity Index (TCI)13.
The higher the transit index score, the better the transit
coverage within a given area. The formula for TCI is as
follows:
Note: Route buffer area = ¼-mile buffer around transit line (sq. mi.). Total Weekly Trips = Sum of weekly transit trips that pass within census block group (or neighborhood). Base geography = census block group (or neighborhood).
The data inputs used in the development of the TCI
included the identification of a base geography layer
(census block group), location of fixed-transit routes, and
summary of the number of weekly transit trips by route.
A TCI was developed for Polk County based on 2010 U.S.
Census Block Group Geography and existing route
location/frequency information collected from local
transit agencies in June 2013. A ¼-mile buffer applied to
the transit route centerline (representative of the
distance generally accepted as maximum walk to access
bus service) served as the basis for the block group
intersection area. Conservation lands and water bodies
were removed from the block group area calculation.
The decision to remove the lakes and conservation lands
from the TCI calculation was based on extensive areas of
Polk County occupied by both and the total lack of
ridership present in those areas. The following section
describes the results of the analysis.
The TCI did not take into consideration the service
provided through Polk County’s paratransit system. As
described in the previous section, regions of the county
not connected to fixed-route transit are served by the
county’s paratransit system.
Results of Transit Analysis
The TCI scores calculated for Polk County range from a
high of 1,547 to a low of zero. The mean score was
found to be 136 with approximately 90 percent of the TCI
scores falling below a total of 376.
To facilitate a comparative analysis, the census block
groups present within Polk County (331 in total) were
divided into ranges based on the TCI score. The first
range included those block groups with no fixed-route
transit service (TCI of zero); 83 census block groups were
identified as part of this group.
Next, the remaining 248 block groups were divided into
six equal sets based on an ordinal ranking of the TCI. The
ranking of the TCI groupings allowed for a relative
comparison of transit service within Polk County. The
top scoring group, termed “High 1 - Fixed-Route Access,”
included 42 census block groups and represented the
highest level of transit access within the county. The
subsequent TCI groupings included a similar number of
census block groups and represented a spectrum of
service ranging from high to minimal. Table 9 provides a
full listing of transit access rankings. The assessment of
service was broken down into seven categories to provide
detail in both mapping and analysis. However, the
categories may be combined to four summary categories
to simplify the discussion of transit access.
Table 9: Service Assessment and TCI Range
Summary Category Service Assessment
TCI Score Range
High High 1 - Fixed-Route Access 364-1,547
High 2 - Fixed-Route Access 164-362
Moderate Moderate 1 - Fixed-Route Access 75-161
Moderate 2 - Fixed-Route Access 35-73
Minimal Minimal 1 - Fixed-Route Access 14-35
Minimal 2 - Fixed-Route Access 1-13
No No Fixed-Route Access 0 Note: TCI score ranges break at the decimal level.
The TCI scoring provided a means of assessing the
location and frequency of transit service within Polk
County. Generally, higher service assessment categories
occurred in areas characterized by a greater number of
bus trips and larger area within the ¼-mile transit buffer.
The service present may additionally be characterized by
describing the average number of weekly trips present
within the block groups, see Table 10.
Transit: Making Housing More Affordable Page 15
Ninety-six percent of affordable housing developments
in Polk County fall within a block group that has some
level of fixed-route transit access.
Table 10: Average Number of Weekly Transit Trips
by Service Category
Summary Category Service Assessment
Average Number of
Weekly Transit Trips
High High 1 - Fixed-Route Access 715
High 2 - Fixed-Route Access 320
Moderate Moderate 1 - Fixed-Route Access 224
Moderate 2 - Fixed-Route Access 167
Minimal Minimal 1 - Fixed-Route Access 127
Minimal 2 - Fixed-Route Access 121
No No Fixed-Route Access 0
Figure 14 presents the TCI by service assessment
category for Polk County and shows that the highest TCI
scores typically coincide with the most populated areas
of the county. Those areas with the lowest TCI scores
typically occur in areas with fewer residents that include
large tracts of conservation and state managed lands.
Figure 15 provides a comparison between the location of
assisted housing, TCI, and ¼-mile transit buffer.
Figure 14: Polk TCI Range
Transit: Making Housing More Affordable Page 16
Figure 15: Comparison of Assisted Housing, TCI, and Transit Buffer
When the TCI scores are compared with the location of
affordable housing developments in Polk County, the
following is made apparent:
◊ Ninety-six (96) percent of affordable housing developments in Polk County fall within a block group that has some level of fixed-route transit access
◊ Thirty-one (31) of the 80 affordable housing developments fall in areas of the county having a high-level of fixed-route transit access
◊ Twenty-nine (29) developments fall in areas of the county having a moderate level of fixed-route transit access
◊ Seventeen (17) developments fall in areas of the county having a low level of transit access
◊ Three (3) affordable housing developments fall in areas having no fixed-route transit access
Figure 16 summarizes the level of transit service
provided to the assisted housing developments located in
Polk County.
Additional analysis provides a breakdown of those
assisted housing developments and number of units
located within ¼ mile of a fixed-route transit line. The
¼-mile buffer plays an important role in assessing the
viability of transit as an alternative mode of
transportation as it represents the generally accepted
threshold a person will walk to access a bus. As shown
previously in Figure 15, 66 of the 80 assisted housing
developments within Polk County fall within ¼ mile of a
fixed transit route.
Transit: Making Housing More Affordable Page 17
Sixty-six of the 80 assisted housing developments
within Polk County fall within ¼ mile of a fixed
transit route.
Figure 16: Percentage of Affordable Housing Developments by Level of Transit Access
Table 11 provides a summary of the number of assisted
housing developments present along each transit line
ordered by the total number of units present in each
development.
Table 11: Number of Affordable Housing Developments within ¼-mile Buffer of Fixed-
Route Transit by Route
Transit Route Number of
Developments Number of
Housing Units
15 LAMTD 9 1,284
40_44 7 883
15 WHAT 12 777
35 8 727
25 7 657
30 2 614
10 5 571
12 5 509
11 5 481
46 4 470
22XW 6 441
1 2 392
22XL 5 389
58 4 374
3 3 285
57 2 266
416 6 219
427 6 215
32_33 1 200
50 2 190
45 1 75
47 1 48
14 1 5 Sources: Combined Property Appraiser, FGDL, County Figures. Note: Total units based on DOR parcel data; number of subsidized units may differ from total.
Section 10
The MyRide Plan – Planned Service
Improvements
In 2012, Polk County’s three transit agencies (PCTS,
WHAT, and LAMTD) combined efforts to develop the
2013-2022 Transit Development Plan titled “MyRide.”
The MyRide Plan is a document used by the transit
agencies to guide the growth and operation of the transit
system. The transit improvements listed in the MyRide
plan serve as the basis for the transit enhancements
recommended as part of this memorandum.
Tables 12 and 13, provide a listing of the transit
improvements identified in the MyRide document.
Several types or “modes” of transit service are proposed
as part of the needs listing. The variety of modes
presented in the plan reflects the wide-range of services
used to support a diverse population in a variety of
environments. Appendix 2 includes a full description of
each type of service. The service types include:
◊ Premium Bus Service (Bus Rapid Transit)
◊ Express Service
◊ Traditional Fixed-Route Service (Urban)
◊ Traditional Fixed-Route Service (Rural)
◊ Flex Service
◊ Call-and-Ride Service
◊ Community Transit Options
◊ Commuter Services/Vanpools
◊ Taxi-Access Program
Transit: Making Housing More Affordable Page 18
Table 12: TDP Needs Plan Alternatives –
Improvements to Existing Service
Route Name Description Mode
10 Frequency, span, and Sunday service improvement
Traditional fixed-route
15 (WHAT) Frequency, span, and Sunday service improvement
Traditional fixed-route
3 Frequency, span, and Sunday service improvement
Traditional fixed-route
22XL Frequency and span improvement
Traditional fixed-route
22XW Frequency and span improvement
Traditional fixed-route
12 Frequency and span improvement
Traditional fixed-route
45 Frequency, span, and Sunday service improvement
Traditional fixed-route
1 Frequency, span, and Sunday service improvement
Traditional fixed-route
11 Frequency and span improvement
Traditional fixed-route
14 Frequency and span improvement
Traditional fixed-route
15 (Citrus Connection)
Frequency and span improvement
Traditional fixed-route
Eagle Ridge-Lake Wales
Frequency and span improvement
Flex
47 Span improvement Traditional fixed-route
50 Frequency and span improvement
Traditional fixed-route
40/44 Frequency and span improvement
Traditional fixed-route
30 Frequency, span, and Sunday service improvement
Traditional fixed-route
Bartow-Fort Meade
Span improvement Flex
Lake Wales-Frostproof
Frequency and span improvement
Flex
Carter Rd Walmart-Bradley
Span improvement Flex
Source: MyRide, 2012.
Table 13: TDP Needs Plan Alternatives – Service
Expansions
Route Name Description Mode
Haines City Circulator New service Traditional fixed-route
Lakeland-Bartow Express New service Express
Lake Davenport-Haines City New service Flex
Bartow Circulator New service Traditional fixed-route
Downtown Lakeland Premium
New service Premium bus
service
Haines City-Poinciana New service Flex
Lakeland-Winter Haven Express
New service Express
Lake Davenport New service Call & ride
Mulberry Circulator New service Traditional fixed-route
Haines City-Eagle Ridge Mall New service Traditional fixed-route
Lake Wales Circulator New service Traditional fixed-route
Lakeland-Sunrail Terminal Express
New service Express
Auburndale/Florida Polytechnic
New service Traditional fixed-route
Frostproof New service Call & ride
Fort Meade New service Call & ride
Crooked Lake Park/Hillcrest Heights
New service Call & ride
Poinciana New service Call & ride
I-4 Intercounty Express New service Express
Winter Haven Logistics Center
New service Call & ride
North Lakeland Circulator New service Traditional fixed-route
Lakeland/Florida Polytechnic Connector
New service Traditional fixed-route
Mulberry/Lake Wales New service Flex Source: MyRide, 2012.
Table 10 provides a summary of improvements to existing
service, and Table 11 provides a list of needed system
expansions. Figure 17 provides a depiction of the full
list of proposed transit improvements identified in
MyRide. The projects listed in the following two tables
serve as the source for the recommendations made in the
subsequent section.
Transit: Making Housing More Affordable Page 19
Figure 17: Transit Development Plan Proposed New Service
Section 11
Recommended Transit Improvements
The purpose of this memorandum is to identify the role
that transit can serve to lower household transportation
costs and make housing more affordable. The analysis
was focused to identify the quality of transit service
available to residents of existing assisted housing
developments within the county. Based on the analysis
completed in the previous sections, investment may now
be directed to improve service in those areas with the
highest need that are currently deficient in service.
Figure 18 provides a comparison of the assisted housing
locations, TCI data, and the location of planned transit
improvements taken from the MyRide Plan. This map
allows for the identification of opportunities for
investment where planned improvements coincide with
the location of underserved assisted housing.
The following recommendations are made first with
regard to the extension of service into areas that have
either no or minimal existing access, and second to the
enhancement of existing routes.
Transit: Making Housing More Affordable Page 20
Figure 18: Comparison of Assisted Housing, TCI, and Planned Transit Improvements
Extension of New Service
Three of the new transit routes described in the MyRide
Plan would affect areas of the county that, through the
analysis outlined above, were shown to be underserved
by transit and support assisted housing developments.
The improvements listed below serve as a priority list of
transit enhancements that would affect the mobility
needs of Polk County’s low-income population.
◊ Auburndale/Florida Polytechnic Circulator: This service would introduce traditional fixed-route service in the area of Florida Polytechnic University. The circulator would pass within ¼ mile of one (Polk City Villas) of the four assisted housing locations in Polk County currently not served by fixed-route
transit. The circulator would connect the assisted housing development with the University and the City of Auburndale.
Service Benefit to Low-Income Riders: The service would introduce transit into an area of the county currently not served by fixed-route service. The route would provide frequent headways connecting residential areas with employment, services, and shopping. The new circulator would also connect riders with WHAT Route 50 and the proposed Lakeland to Polk Commerce Development of Regional Impact (DRI) route.
Lake Wales Circulator: The circulator would introduce traditional fixed-route service to portions of the City of Lake Wales not currently served by fixed-route transit. The extension of additional
Transit: Making Housing More Affordable Page 21
service southward within the city would bring transit to within ¼ mile of three assisted housing developments that currently fall in an area of the county shown to have a low TCI. Service Benefit to Low-Income Riders: The new service would introduce transit into an area that has a high concentration of assisted housing developments (247 units). The route would provide frequent service connection to employment, services, and shopping found in Downtown Lake Wales.
◊ Mulberry Circulator: This circulator would introduce traditional fixed-route service to portions of the City of Mulberry not currently served by a fixed-route. The extension of service to the west would bring two assisted housing developments to within ¼ mile of a transit line. Currently, both developments are located in an area of the county shown to have a low TCI.
Service Benefit to Low-Income Riders: The new service would introduce transit into an area that has a large low-income population. The route would provide frequent trips to the employment, services, and shopping found in the City of Mulberry, as well as connections to additional transit routes (Citrus Connection Route 39).
Enhancement of Existing Service
The MyRide Plan also identifies a series of enhancements
that would improve service along existing routes. Though
the TCI scores present along most fixed routes are
moderate or high, the improvement of existing routes
would serve to reinforce transit as an alternative mode of
travel and potentially increase ridership which allow
more households to reduce transportation costs.
◊ LAMTD Route 15 – Planned service enhancements to Route 15 would reduce headways from 60 to 30 minutes, and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. Though Route 15 currently operates in an area with many of the highest TCI scores in the county, the route also passes through many of the most economically-disadvantaged census block groups. Additionally, the route passes within ¼ mile of nine assisted housing developments with a total of 1,250+ units.
Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation. The more frequent service in this densely-populated area would provide residents with improved flexibility in the scheduling of supported activity. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening work trips. The route would provide improved connection to
employment, services, and shopping found in the City of Lakeland.
◊ Route 40_44 - Planned service enhancements to Route 40_44 would reduce headways from 90 to 60 minutes and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route currently operates in South Winter Haven in an area identified as having low transit service. The route is located within ¼ mile of two large assisted housing developments that support a total of 883 Units.
Service Benefit to Low-Income Riders: The improved service would reduce headways and extend hours of operation. The 30-minute reduction in headway would provide residents with improved flexibility in scheduling supported activities, making transit a more appealing alternative to driving. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening work trips. The route would provide improved connection to the employment, services, and shopping found in the City of Winter Haven.
◊ WHAT Route 15 - Planned service enhancements to WHAT Route 15 would reduce headways from 60 to 30 minutes, and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route would also provide additional weekend service by adding Sunday service. WHAT Route 15 currently serves to connect the cities of Winter Haven, Lake Alfred, and Haines City. In its course, the route passes within ¼ mile of 12 assisted housing developments with a total of 777 units.
Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation, as well as provide additional weekend service. The more frequent service would provide residents with improved flexibility in the scheduling of supported activity and would allow additional weekend travel potentially supporting non-traditional work weeks. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening trips. As a route that passes between three of Polk County’s municipalities, the route serves as a connector providing access to three distinct employment and service centers.
◊ Route 30 - Planned service enhancements to Route 30 would reduce headways from 60 to 30 minutes, and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route would also provide additional weekend service. Route 30 currently serves to connect the cities of Winter Haven and Lake Wales and provides access to the Eagle Ridge Mall. In its course, the route passes within ¼ mile of 2 assisted housing developments with a total of 614 units.
Transit: Making Housing More Affordable Page 22
Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation, as well as provide additional weekend service. The more frequent service would provide residents with improved flexibility in the scheduling of supported activity and would allow additional weekend travel potentially supporting non-traditional work weeks. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening trips. Route 30 passes between the cities of Winter Haven and Lake Wales and serves as a connector providing access to a major employment and shopping center in the Eagle Ridge Mall.
◊ Route 10 - Planned service enhancements to Route 10 would reduce headways from 60 to 30 minutes and extend the span of operations from 6:00 a.m.–7:00 p.m. to 6:00 a.m.-10:00 p.m. The route would also provide additional weekend service. Route 10 currently operates in southeast Lakeland. In its course, the route passes within ¼ mile of five assisted housing developments with a total of 571 units.
Service Benefit to Low-Income Riders: The improved route would reduce headways and extend the hours of operation, as well as provide additional weekend service. The more frequent service would provide residents with improved flexibility in the scheduling of supported activity and would allow additional weekend travel potentially supporting non-traditional work weeks. Also, the extension of the span of operations to 10:00 p.m. would allow many working households to utilize transit for evening trips. As a route that passes through one of Polk County’s most densely-populated areas, the route would serve as a connector and circulator for activity in Downtown Lakeland.
Remaining Service Gaps
If fully implemented, the planned improvements outlined
in the MyRide Plan would leave few gaps in the
connection of Polk County’s assisted housing to fixed-
route transit. In total, two of 80 assisted housing
developments would not be served by fixed-route transit.
Those developments are shown (as not served) in Figure
18 and include:
◊ Village Green Apartments II – East of Lake Wales - 54 Units
◊ Lakesmart Associates LTD – East of Winter Haven - 442 Units
The remaining 78 (98 percent) of assisted housing
developments within the county would fall within a
census block group that has some fixed-route service
connection. The residents of the underserved
developments would likely rely upon private autos or the
paratransit system to meet their mobility needs.
1 AAA, 2013. Your Driving Costs. Available Online.
http://newsroom.aaa.com/wp-content/uploads/2013/04/YourDrivingCosts2013.pdf
2 U.S. Department of Transportation, Federal Highway Administration, 2009 National Household Travel Survey. Available Online. http://nhts.ornl.gov/download.shtml Calculation based on survey TAZ Data (Average VMT*Number of Households/Total Households).
3 U.S. Bureau of Labor Statistics, 2013. Consumer Expenditures – 2012, Washington DC. http://www.bls.gov/news.release/cesan.nr0.htm
4 U.S. Census Bureau, 2007. Who Can Afford to Live in a Home: A look at data from the 2006 American Community Survey. Washington. http://www.census.gov/hhes/www/housing/special-topics/files/who-can-afford.pdf
5 U.S. Department of Housing and Urban Development, 2013. Affordable Housing. Available Online http://portal.hud.gov/hudportal/HUD?src=/program_offices/comm_planning/affordablehousing
6 Center for Housing Policy, 2012. Housing Landscape 2012. Available Online. http://www.nhc.org/media/files/Landscape2012.pdf
7 U.S. Bureau of Labor Statistics, 2010. Report 1023: Consumer Expenditures in 2008. Washington DC. http://www.bls.gov/cex/csxann08.pdf
8 Center for Neighborhood Technology, 2010. Pennywise Pound Fuelish: New Measures of Housing + Transportation Affordability. Available Online. http://www.cnt.org/repository/pwpf.pdf
9 U.S. Department of Transportation, Federal Highway Administration, 2012. Transportation and Housing Costs. Available Online. http://www.fhwa.dot.gov/livability/fact_sheets/transandhousing.cfm
10 American Public Transpiration Association, 2011. Despite Predictions of Lower Fuel Costs, Gas Prices Remain High As Public Transit Savings Soars. Available Online. http://www.apta.com/mediacenter/pressreleases/2011/Pages/110510_May_Transit_Savings.aspx
11 U.S. Department of Transportation, Federal Highway Administration, 2011. Environmental Justice Emerging Trends and Best Practices Guidebook. Available Online. http://www.fhwa.dot.gov/environment/environmental_justice/resources/guidebook/guidebook01.Cfm
12 Polk Transit, 2012. My Ride: Polk Consolidated Transit Development Plan FY 2013-2022. Bartow FL. http://polktpo.com/downloads/1374-2013-2022-Transit-Development-Plan
13 Transportation Research Record. Journal of the Transportation Research Board. No. 2077. Estimating Transportation Costs by Characteristics of Neighborhood and Household. Transportation Research Board of the National Academies, Washington. http://htaindex.cnt.org/downloads/Estimating-Transportation-Costs.pdf