Transit and Aging in Place Technical Memo

Connecting Polk County’s Senior Population to Transit

Prepared by URS CorporationJanuary 2014

Aging in Place

Transit and Aging in Place Page i

Contents

Section Page

Section 1 ............................................................................................................................ 1 Introduction ................................................................................................................. 1 Purpose ...................................................................................................................... 1

Section 2 ............................................................................................................................ 1 National, State, and Local Trends ...................................................................................... 1 Identification of an Aging Population .................................................................................. 2 Section Summary ........................................................................................................... 1

Section 3 ............................................................................................................................ 9 Mobility and Aging in Place .............................................................................................. 9 Section Summary ......................................................................................................... 11

Section 4 .......................................................................................................................... 11 Availability of Transit Service ......................................................................................... 11 Existing Fixed-Route Service ........................................................................................... 11 Existing Paratransit Service ............................................................................................ 13 Section Summary ......................................................................................................... 13

Section 5 .......................................................................................................................... 14 Access to Transit ......................................................................................................... 14 Results of Transit Analysis .............................................................................................. 14 Section Summary ......................................................................................................... 19

Section 6 .......................................................................................................................... 19 Assessment of Need ..................................................................................................... 19

Section 7 .......................................................................................................................... 19 The MyRide Plan – Planned Service Improvements ................................................................. 19

Section 8 .......................................................................................................................... 21 Basis for Recommendations ............................................................................................ 21 The MyRide Plan – Key Recommendations for New Service ...................................................... 21 Existing Service Recommendations ................................................................................... 25 Remaining Service Gaps ................................................................................................ 26

Section 9 .......................................................................................................................... 26 Recommended Supporting Improvements ........................................................................... 26 Sidewalks and Pedestrian Facilities .................................................................................. 27 Transit Vehicles and ADA Compliant Bus Stops ..................................................................... 27 Complete Streets ........................................................................................................ 27

Appendices

1 Registered 55+ Communities 2 Transit Service Types

Transit and Aging in Place Page ii

Figures

Figure Page

1 Polk County Projected Population ......................................................................................... 1 2 Polk County Population Distribution by Age Cohort 2010 ............................................................. 2 3 Polk County Population Distribution by Age Cohort 2030 ............................................................. 2 4 Polk County Population Age 65 and Older ............................................................................... 3 5 City of Auburndale Population Age 65 and Older ....................................................................... 4 6 City of Bartow Age 65 and Older .......................................................................................... 5 7 City of Haines City Population Age 65 and Older ....................................................................... 6 8 City of Lake Wales Population Age 65 and Older ....................................................................... 7 9 City of Lakeland Population Age 65 and Older .......................................................................... 8 10 City of Winter Haven Population Age 65 and Older .................................................................... 9 11 City of Winter Haven Pattern of Development ........................................................................ 11 12 Suburban Patter of Development ........................................................................................ 11 13 Average National Daily Trips by Drivers Over Age 65 ................................................................ 12 14 Polk County Existing Fixed-Route Transit and ADA Service Area .................................................. 14 15 Polk County Transit Connectivity Index (TCI) Range ................................................................. 16 16 Polk County Transit Connectivity Index (TCI) and Population 65+ Comparison ................................. 18 17 Level of Transit Access in the 50 Block Groups with the Highest 65+ Population .............................. 19 18 Polk County Census Block Groups with Largest Population Age 65+ (Top 50) ................................... 20 19 Polk County 2013-2022 Proposed Transit Improvements ............................................................ 23 20 Transit Improvements Target Areas ..................................................................................... 24 21 Service Identification ...................................................................................................... 25 22 Example of Zero-Step Entry .............................................................................................. 29 23 Example of UD Entry Elements ........................................................................................... 29

Tables

Table Page

1 Population Age 65+ County and Cities over 10,000 in Population ................................................... 2 2 Service Assessment and TCI Range ...................................................................................... 17 3 Average Number of Weekly Transit Trips by Service Category ..................................................... 17 4 TDP Needs Plan Alternatives - Improvements to Existing Service ................................................. 21 5 TDP Needs Plan Alternatives - Service Expansions ................................................................... 22

Transit and Aging in Place Page 1

With approximately 10,000 baby boomers

turning 65 each day, the nation’s senior

population is expected to increase to 71.5

million (19.7 percent overall) by Year 2030

Projections estimate that by Year 2030, the senior

population in Florida will increase to 7.8 million and

account for 27.1 percent of the state’s population.

Section 1

Introduction

The Polk Transportation Planning Organization (TPO) is

engaged in the Livable Polk Initiative, an effort to

identify action 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 transit system that will support the

mobility of seniors in Polk County as they age.

Approximately 18 percent of the Polk County population

is made up of residents age 65 and older (65+). However,

over the next two decades, the 65+ population is

expected to grow by more than 89,000 residents and

account for nearly 25 percent of the County’s overall

population as shown in Figure 1. The importance of

developing a transportation system that supports the

changing needs of an aging population has never been

greater.

Figure 1: Polk County Projected Population

Sources: U.S. Census Bureau, Population Division, Interim State Population Projections, 2005. *U.S. Census Bureau, 2010.

Purpose

This memorandum addresses the provision of transit

service to an aging population and describes solutions

that range from specific route improvements to more

general best practices. All recommendations are

intended to further support the development of a

transportation system that helps maintain the

independence of Polk County’s population as it ages.

Photo: Bus at Winter Haven Transit Center Loads

Passengers

Source: URS Field Review, August 2013.

Section 2

National, State, and Local Trends

Nationally - America’s population is aging. Advances in

medicine, shifts in birthrates, and the coming of age of

the baby boom generation have fostered a demographic

shift in the U.S. The number of Americans age

65+ increased from 35 million (12.4 percent

overall) in Year 2000 to 40.3 million (13 percent

overall) in Year 20101. With approximately 10,000

baby boomers turning 65 each day, the nation’s

senior population is expected to increase to 71.5

million (19.7 percent overall) by Year 20302.

State - With 2.3 million older residents (age 65+),

Florida is second only to California in total senior

population, and leads the nation in proportion of

the population over the age of 65 (with 17.6

percent). Projections estimate that by Year 2030, the

senior population in Florida will increase to 7.8 million

and account for 27.1 percent of the state’s population.


Locally – Polk County is expected to follow the state’s

trend in population growth. As shown previously, Figure

1 depicts the projected growth of the population in Polk

County presenting figures for Years 2010, 2020, and 2030.

As noted in Figure 1, the total population in Polk County

is projected to increase by 199,460 by Year 2030 (a

population larger than the combined total of residents

living in Polk County’s six largest cities in 2010). The

proportion of the population age 65+ in the County is

expected to increase from 18 percent to 24.7 percent.

Figures 2 and 3 illustrate the population distribution by

age grouping in Polk County in Year 2010 and the shift in

the composition of the population by Year 2030,

respectively. A comparison between the figures shows

the large increase in the senior population, particularly

those over age 65.

Figure 2: Polk County Population Distribution by Age Cohort 2010

Source: Population Projections 2008 – 2030 Bureau of Economic and Business Research, 2009.

Figure 3: Polk County Population Distribution by Age Cohort 2030

Source: Population Projections 2008 – 2030 Bureau of Economic and Business Research, 2009.


In 2010, approximately 86 percent of the general

population lived within Polk County’s urban areas

(including census designated urbanized areas and

urban clusters) with 77 percent of the County’s

population located within the Lakeland and Winter

Haven urban areas.

Polk County’s senior households are generally located

in a suburban setting. This result is not unexpected

as research at the national level has shown that more

than half (11.5 million)1 of the 23.1 million 65+

households in the U.S. are located in the suburbs.

Identification of an Aging Population

To make transit systems that better service to the senior

population in Polk County, it is important first to identify

the location of that population. In 2010, Polk County was

home to 602,095 residents, of which approximately

108,000 (18%) were age 65 and over. Table 1 identifies

the population for Polk’s six largest cities (those with a

population over 10,000). The table also provides specific

reference to the number of residents 65+ in each

jurisdiction.

Table 1: Population Age 65+

County and Cities Over 10,000 in Population

Jurisdiction 2010

Population Population

65+

Auburndale 13,507 1,881

Bartow 17,298 2,563

Haines City 20,535 3,077

Lake Wales 14,225 3,274

Lakeland 97,422 20,199

Winter Haven 33,874 7,542

Source: U.S. Census, 2010.

To facilitate a spatial analysis of the population, a series

of maps were developed using 2010 U.S. Census data. To

provide the highest level of detail in location, the maps

present the number of residents age 65+ at the census

block level. However, subsequent analysis uses

population aggregated to the census block group level to

link population data with other socio-economic factors.

The population maps are presented as Figures 4 through

10, and reflect the jurisdictions listed in Table 1.

Florida law requires that age-restricted communities

register with the Florida Commission on Human Relations

(FHCR), the state agency charged with enforcing the

state’s fair housing laws. Location information taken

from the FHCR database in June 2013 served as the basis

for the 55+ Community map. A database of registered 55+

communities was reviewed to help in the identification of

areas containing a high population of seniors; 159

communities were located within Polk County. Figures 5

through 10 list those 55+ communities present within the

area of the map. A full list of the registered 55+

communities is provided in Appendix 1.

In 2010, approximately 86 percent of the general

population lived within Polk County’s urban areas

(including census designated urbanized areas and urban

clusters) with 77 percent of the County’s population

located within the Lakeland and Winter Haven urban

areas. Analysis of the supporting census data shows that

the 65+ population is not separate from the general

population, but is generally distributed across the County

in the same manner. Analysis of the 65+ population

showed the same geographic dispersion. The trend is

most apparent when reviewing the maps of Lakeland

(Figure 9) and Winter Haven (Figure 10). Both maps show

a distinct ring of highly populated census blocks located

at the periphery of the municipalities.

To better understand the distribution of the senior

population within the County, 50 (of 331 Countywide

total) census block groups with the highest number of

senior residents were identified. Of these 50, 45 occur in

the census defined urbanized areas, yet just 16 occur

within Polk County’s 17 cities. This statistic suggests that

Polk County’s senior households are generally located in

a suburban setting. This result is not unexpected as

research at the national level has shown that more than

half (11.5 million)3 of the 23.1 million 65+ households in

the U.S. are located in the suburbs.

Section Summary

Over the next two decades, Polk County’s 65+ population

is expected to grow by more than 89,000 residents and

account for nearly 25 percent of the County’s overall

population.

Approximately 86 percent of the general population lives

within Polk County’s urbanized areas with 77 percent of

the general population located within the Lakeland and

Winter Haven urbanized areas.

Of the 50 census block groups with the highest 65+

population, 45 occur in the census defined urbanized

areas, yet just 16 occur within Polk County’s 17 cities. A

statistic that suggests Polk County’s senior households

are generally located in a suburban setting.


Based on a 2010 AARP survey, nearly 90 percent of

American’s over age 65 want to stay in their

residence for as long as possible, and 80 percent

believe their current residence is where they will

always live.

Based on the findings of a 2004 report, more than

one in five (21 percent) Americans age 65+ do not

drive.

Older non-drivers in the U.S. make 15 percent fewer

trips to the doctor, 59 percent fewer shopping trips

and visits to restaurants, and 65 percent fewer trips

for social, family, and religious activities.

Section 3

Mobility and Aging in Place

Based on a 2010 AARP survey, nearly 90 percent of

American’s over age 65 want to stay in their residence

for as long as possible, and 80 percent believe their

current residence is where they will always live4.

National statistics confirm that many seniors remain in

their homes. A 2007 national housing survey reported

that approximately 93 percent of survey respondents over

the age of 65 live in a traditional community. Only about

four percent of the 65+ population reside in long-term

care facilities such as nursing homes, and approximately

2 percent live in community housing with at least one

service available5. Considering the national trend, the

majority of seniors currently living throughout Polk

County intend to remain in their same communities as

they age.

Throughout Polk County, geography, lands use patterns,

neighborhood design, and other factors may contribute to

limited mobility and present a challenge to seniors

wanting to remain in their homes. In rural areas, large

distances may separate homes from shopping or

community services, and automobiles are often the only

viable means of transportation. In urban and suburban

settings, homes may be closer to neighboring uses, but

are still often isolated.

As intended, many suburban developments buffer

residential neighborhoods from adjacent uses by limiting

through traffic and by separating homes from potentially

disruptive uses (i.e., commercial or industrial). Though

the general form of suburban development works well in

achieving its quality of life goals, the resultant sprawling

development pattern serves to extend the trip length

necessary to move between the residential areas and

other destinations, and reduce alternative modal

opportunities.

Figures 11 and 12 provide aerial photos of two types of

neighborhoods in Polk County to help illustrate the

extended trips made necessary by suburban

development. The first depicts a traditional urban

neighborhood in downtown Winter Haven. The second, a

newer suburban development located just north of US 92

east of Lakeland. The red lines laid over the photos

highlight the roadway networks, and show the variety of

routes present in the urban areas (Figure 11) and lack of

connectivity (Figure 12) within the suburban

development.

Figure 11: City of Winter Haven Pattern of

Development

Figure 12: Suburban Pattern of Developmet


A 2011 survey of City of St Petersburg, Florida

residents showed that 40 percent of respondents

have no idea how they will get around once they can

no longer drive.

In 2011, combined transit service in Polk County

supported approximately 2.25 million trips.

Additionally, the photos make clear the mix of uses

present in the urban neighborhood (Figure 11), and the

standard single use present (Figure 11) in the suburban

area. The isolating street pattern and separation of

residential use from other areas illustrated in Figure 12

serve to extend necessary trip lengths making an

automobile necessary for virtually every trip. An

unfortunate effect of the suburban development pattern

is that once the use of an automobile is no longer a

viable means of travel, residents are often unable to

make trips. Though limitations on mobility for non-drivers

are not restricted to suburban development, the effects

in suburban locaitons can be more prononunced.

Figure 13 provides a comparison of the average national

number of daily trips taken by older drivers versus those

taken by older non-drivers (2009 NHTS).

Figure 13: Average National Daily Trips By Drivers

Over Age 65

Source: Mattson, 2012.

Means of Personal Mobility - The relevance of the effects

of development rests with the decision of many of Polk’s

seniors to remain in their homes as they age, and the

location of these homes in rural or suburban areas. As

people age, many choose to stop driving based on a

variety of reasons (including decline in health or abilities,

concern over safety, no access to a car, and personal

preference). Based on the findings of a 2004 report, more

than one in five (21 percent) Americans age 65+ do not

drive.6

Once seniors stop driving, their connection with the

community is reduced. Information from the National

Household Transportation Survey (NHTS) showed that

more than 50 percent of non-drivers age 65+ (3.6 million

Americans) stay home on any given day partially because

they lack transportation options. Based on data taken

from the same survey, older non-drivers have a

decreased ability to participate in the community and the

economy. Compared with older drivers, older non-drivers

in the U.S. make 15 percent fewer trips to the doctor, 59

percent fewer shopping trips and visits to restaurants,

and 65 percent fewer trips for social, family, and

religious activities.7

Many of the seniors that plan to age in place have fewer

options to remain mobile as they grow older, particularly

if transportation options are limited. Many have not

identified how they will remain connected to their

communities if they choose to stop driving. A 2011 survey

of City of St Petersburg, Florida residents showed that 40

percent of respondents have no idea how

they will get around once they can no

longer drive8.

Often friends and relatives step in to

provide necessary rides for non-driving

seniors. However, a 2002 AARP survey of

adults found that many older people are

uncomfortable asking for rides. About half

surveyed said that they have "feelings of

dependency" and "concerns about

imposing on others" when they ask for

rides.9 Non-drivers in more urbanized

areas generally have more options with

regard to mobility and have shown some

willingness to walk to access local

shopping and services. NHTS results show approximately

11 percent of trips made by seniors are done so by

walking or riding a bicycle. However, the decrease in trip

frequency discussed previously includes the senior urban

population.

Regardless of location, fewer options exist for non-driving

seniors when necessary trips take them outside of their

immediate neighborhood. The role of transit in

connecting the non-driving senior population with the

larger community is of great importance in sustaining

mobility and a high quality of life. Bus service may be

the only way that many seniors who chose to age in

place, or are unable to move to a new location, can stay

connected with their communities.


Photo: Sign in Haines City Directing Travelers to

Local Activity Centers Including the Bethune

Neighborhood Senior Center


Section Summary

The distances to access services associated with suburban

and rural development patterns often require the use of

an automobile to support daily trips.

Nearly 90 percent of American’s over age 65 want to stay

in their residence for as long as possible, and 80 percent

believe their current residence is where they will always

live.

More than one in five (21 percent) Americans age 65+ do

not drive.

Older non-drivers have a decreased ability to participate

in the community and the economy. Compared with older

drivers, older non-drivers in the U.S. make 15 percent

fewer trips to the doctor, 59 percent fewer shopping

trips and visits to restaurants, and 65 percent fewer trips

for social, family, and religious activities.

The role of transit in connecting the non-driving senior

population with the larger community is of great

importance in sustaining mobility and a high quality of

life.

Section 4

Availability of Transit Service

Currently, three agencies operate transit in Polk County:

Lakeland Area Mass Transit District (LAMTD), Winter

Haven Area Transit (WHAT), and Polk County Transit

Service (PCTS). 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 14 provides a depiction of

the fixed-routes and specialized service areas operating

in the County as of June 2013. The following information

taken from Polk’s 2013-2022 MyRide Plan provides a

description of the existing service.10

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.

WHAT currently operates six fixed bus 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.

Photo: Passenger Loads a Bicycle before Boarding

a Bus Bound for LEGOLAND



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.

LYNX, contracted for service in Polk County by PCTS,

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 8:00 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 two hours in advance to schedule a

pickup 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. Based on

figures reported by the Florida Commission for the

Transportation Disadvantaged, in total, 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

who 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

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 advance. Curb-to-curb TD service is

provided for ambulatory, wheelchair, and stretcher

clients.

Photo: Citrus Connection “Handy Bus” Provides

Curb-to-Curb Service to Shopping on US 98 in

Lakeland


Section Summary

Currently, three agencies (Citrus Connection, WHAT, and

PCTS) operate transit in Polk County, and a fourth, LYNX,

provides service through an agreement with PCTS.

In total, 24 fixed-routes and two specialized paratransit

systems serve to connect Polk County residents with

shopping, services, and community activities.

Most transit routes in Polk County operate at greater than

30 minute headways Monday – Friday from 6:00 a.m. to

7:00 p.m. Limited services are offered on Saturdays for

some routes.

In 2011, transit service in Polk County carried

approximately 2.25 million riders.


Section 5

Access to Transit

The previous sections identified both the location of the

senior population and the transit services available in

Polk County. To match the population 65+ to available

transit service, an analysis was completed to assess the

level of access that Polk County’s 65+ population has 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)xi.

The higher the TCI, the better the transit coverage within

a given area. The formula for the index is as follows:

Notes: Route buffer area = ¼-mile buffer around transit line (sq mi) Total Weekly Trips = Sum of weekly transit trips that pass within

Block Group (or neighborhood) Base geography = Census Block Group (or neighborhood)

The data inputs used in the development of the index

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 these categories from the TCI

calculation was based on extensive areas of Polk County

occupied by both conservation lands and water, and the

total lack of ridership present in these areas.

Figure 15 depicts the TCI divided into four subsets. The

ranges highlight comparable differences in transit service

across Polk County. The following section describes the

results of the analysis.

Figure 16 displays the TCI data combined with

population data for the 65+ age group.

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 Polk’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 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 2 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 2: 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


35-73

Minimal Minimal 1 - Fixed-Route Access 14-35

Minimal 2 - Fixed-Route Access 0-13

No No Fixed-Route Access 0

*Note: TCI Score Ranges break at the decimal level.


Generally, those households with no access to a

vehicle or those with lower incomes are more likely

to utilize transit.

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 ¼ mile of a transit line.

However, the general service present may additionally

characterized by describing the average number of

weekly trips present within the block groups, see Table

3.

Table 3: 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


224


167

Minimal

Minimal 1 Fixed-Route Access

127

Minimal 2 - Fixed-Route Access

121

No No Fixed-Route Access 0

Figure 15 presented the TCI by service assessment

category for Polk County, and showed that the highest

TCI scores typically coincided with the most populated

areas of the County. Those areas with the lowest TCI

scores typically occurred in areas with fewer residents

that included large tracts of conservation and state

managed lands.

Having developed the TCI based on census geography, the

TCI values were associated with the range of

demographic data collected by the U.S. Census

Bureau. When data for age, taken from the 2007-

2011 American Community Survey (ACS), was

joined with the TCI, the following was made

apparent:

◊ 74.3 percent (78,965) of residents age 65+ live in an area (census block group) that has some access to fixed-route transit service. 16.2 percent (17,108) of residents age

65+ live in an area that has a high level of fixed-route transit access.

28.7 percent (30,543) of residents 65+ live in an area with a moderate level of transit access.

29.4 percent (31,314) of residents 65+

live in an area with a minimal level of transit service.

◊ 25.7 percent (27,368) of residents 65+ live in an area with no fixed-route transit.

Additional analysis of the combined datasets showed that

of the 50 block groups in Polk County with the highest

number of residents age 65+; 20 have high or moderate

levels of fixed-route transit access, 17 are minimally

served, and 13 of the 50 block groups had no fixed-route

transit service. See Figure 17.

In addition to age, the U.S. Census Bureau collects other

socio-economic data that may be used to identify subsets

of the senior population that may be more likely to rely

on transit as they age. These factors include limited

automobile access and income level. Generally, those

households with no access to a vehicle or those with

lower incomes are more likely to utilize transit12. When

the total population with no access to a vehicle was

examined within the 50 block groups with the highest 65+

population, 16 block groups were identified as having a

higher percentage of residents with no access to a

vehicle than the rate generally present within Polk

County (5.9 percent)13. Also, when the poverty rate was

examined within the same 50 Census block groups, nine

were found to have a rate of poverty that exceeded the

County average (16.4 percent). Figure 18 depicts the 50

block groups identified as having the highest total

population of residents over the age of 65, as well as

those identified as having limited vehicle access and high

poverty rate.

Figure 17: Level of Transit Access in the 50 Block

Groups with the Highest 65+ Population


National statistics show that approximately 38

percent of older households (65+) have at least one

member with a disability.

“the kinds of public transit improvements that would

attract a greater number of older riders are likely to

attract more riders of all groups.”

A comparison between the demographic data and TCI

allowed for the comparison between transit access and

potentially transit dependent populations. The

identification of three demographic elements helped to

focus attention to those areas where transit

improvements may be most prudent.

Section Summary

To match the population 65+ to available transit service,

an analysis was completed to assess the level of access

that Polk County’s 65 + population has to the existing

fixed-route transit network.

74.3 percent (78,965) of residents age 65+ live in an area

(census block group) that has some access to fixed-route

transit service.

25.7 percent (27,368) of residents 65+ live in an area

with no fixed-route transit. Of the 50 block groups in

Polk County with the highest number of residents age

65+; 20 have high or moderate levels of fixed-route

transit access, 17 are minimally served, and 13 of the 50

block groups have no fixed-route transit service.

Section 6

Assessment of Need

In addressing the needs of 65+ transit users, it is

important to understand that the transportation needs of

the senior population are relatively consistent with those

of the overall population. Researchers from the Transit

Cooperative Research Program (TCRP) note that, “the

kinds of public transit improvements that would attract a

greater number of older riders are likely to attract more

riders of all groups.”14

Much of the difference between the transit needs of 65+

riders and that of the general population centers on

physical limitations. National statistics show that

approximately 38 percent of older households (65+) have

at least one member with a disability. Additionally, the

same figures show that disability and age are linked;

approximately 26 percent of households aged 65-74 have

at least one member that is disabled, a figure that

increases to 44 percent in households with residents age

75-84, and to 64 percent in households with members

85+15.

The higher disability rates among 65+ residents translate

to common limitations in accessing and riding transit.

Common limitations related to the senior population’s

use of transit noted as part of TCRP Report 82 included:

◊ Walking long distances to a bus stop,

◊ Waiting for extended periods for a bus to arrive,

◊ Climbing stairs to board a vehicle,

◊ Standing while a vehicle is in motion, and

◊ Needing additional time to board and exit a bus.

Transit improvements that increase frequency and

increase service coverage would address many of these

limitations.

Additionally, research conducted by the TCRP at the

national level provided insight into the preferences of

65+ transit users. The TCRP identified the characteristics

of transit service that seniors felt were most important.

The result of the TCRP effort concluded that, “The

transportation services that seniors most highly value are

reliable, frequent, comfortable, low-cost, curb-to-curb

spontaneous services that access a large variety of

destinations over extended periods of time.”16 A lot is

contained in that summary statement, but each element

represents a characteristic that should be considered in

the identification of services intended to support the 65+

population.

Section 7

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 (TDP) 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 4 and 5 provide a listing of the transit

improvements identified in the MyRide document. Table

4 provides a summary of needed improvements to

existing service, and Table 5 provides a list of needed

system expansion.

Table 4: 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




22XL Frequency and span

improvement Traditional fixed-route

22XW Frequency and span


12 Frequency and span










15 (Citrus Connection)

Frequency and span improvement

Traditional fixed-route

Eagle Ridge-Lake Wales


Flex

47 Span improvement Traditional fixed-route



40/44 Frequency and span




Bartow-Fort Meade

Span improvement Flex

Lake Wales-Frostproof


Flex

Carter Rd Walmart-Bradley

Span improvement Flex

Source: MyRide, 2012.

Several types or “modes” of transit service are proposed

as part of the need 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.

Table 5: 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


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


Mulberry/Lake Wales New service Flex

Source: MyRide, 2012.

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

Figure 19 provides a depiction of the full list of proposed

transit improvements identified in MyRide. The project

listed in the following two tables serve as the source for

the recommendations made in the subsequent section.

The previous discussion has focused on the development

of fixed-route service. This memorandum recognizes it is

likely much of the demand for transit service created by

the 65+ population will be supported by the County’s

paratransit system. As new fixed-route services are

added or expanded, the required ADA service will expand

as well. Both the ADA paratransit service and Countywide

TD program provide specialized services supporting the

disabled, low-income, and elderly.

However, It is the goal of the County to provide cost-

effective and efficient transportation. Thus, the County

works to ensure that TD trips are served by fixed-route

transit where ever possible. Therefore, the focus of the

recommendations made in this memorandum center on

the maximization of ridership associated with fixed-route

services.

Section 8

Basis for Recommendations

The purpose of this memorandum is to identify transit

improvements that would enhance senior access to

transit and support the transportation needs of Polk

County’s seniors as they age. Having engaged in an

analysis to identify the level of transit access available to

Polk’s senior population; investment may now be

directed to improve service in those areas with the

highest need that are currently deficient in service.

Figure 20 provides a comparison of the senior population

and TCI data. This map allows for the identification of

target investment areas where large numbers of seniors

live with minimal or no access to transit. Target areas

were identified based on the presence for two or more

top 50 (65+) block groups with minimal or no transit

access in close proximity to one another. Figure 21

compares these target areas with planned transit

investment, and allows for the identification of

improvements that would serve areas of Polk County that

currently have a minimal level of fixed-route transit

service and are home to a large number of senior

residents.

The following recommendations were 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 service. All recommendations

are made with consideration given to the unique needs of

65+ transit riders.

The MyRide Plan – Key

Recommendations for New Service

Five of the new transit routes described in the MyRide

Plan would affect areas of the County that through the

analysis outlined above have been shown to be

underserved by transit and support large senior

populations. The numbered improvements listed below

serve as a priority list of transit enhancements that

would affect the mobility needs of Polk’s senior

population. These improvements are identified in Figure

21.

1. Haines City to Eagle Ridge Mall: This new service

would introduce traditional fixed-route service along

a 12-mile segment of SR 17. The new route would

serve the cities of Lake Hamilton, Lake Wales,

Dundee, and Haines City. The route would pass

through two of the top 50 block groups (65+), and

within 1 mile of an additional five. The route would

operate in an area currently void of fixed-route

transit service, and pass within ¼ mile of three

registered 55+ communities.

Service Benefit to 65+ 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 services and shopping.

2. Auburndale/Florida Polytechnic Circulator: This

service would introduce traditional fixed-route

service in the area of Florida Polytechnic University.

The circulator would pass through two of the top 50

block groups (65+) and connect large residential

developments north of I-4 with the University and the

City of Auburndale.

Service Benefit to 65+ 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 services and shopping.


3. Poinciana Call & Ride: This service would build upon

the LYNX NeighborLink service now operating in

Poinciana. The Call & Ride service area would cover

the most populated portions of two of the top 50

block groups (65+). Additionally, both 65+ block

groups contain demographic characteristics that

suggest increased transit dependency.

Service Benefit to 65+ Riders: The demand responsive

service would provide curb-to-curb transportation

eliminating the need to travel to a transit stop. A

minimum 2-hour advanced reservation would allow

for flexibility and compatibility with individual

schedules.

4. Frostproof Call & Ride Service: This improvement

would introduce a new Call & Ride service area in the

vicinity of the City of Frostproof. Three of the top 50

block groups (65+) fall within the proposed service

area. The Call & Ride service area would greatly

expand the curb-to-curb service currently provided

by Route 35.

Service Benefit to 65+ Riders: With benefits similar

to those discussed for the Poinciana service, the new

demand responsive service would provide curb-to-

curb transportation eliminating the need to travel to

a transit stop. A minimum 2-hour advanced

reservation would allow for flexibility and

compatibility with individual schedules.

5. Lake Wales Circulator: This circulator would

introduce traditional fixed-route service to portions

of the City of Lake Wales not currently served by

fixed-route service. The extension of transit service

eastward toward the core of the city would

incorporate one of the top 50 block groups (65+)

which also shows to have a higher rate of poverty.

Service Benefit to 65+ Riders: The new service would

introduce transit into an area that has a dense

population and high level of supporting

infrastructure. The route would provide frequent

service connecting residential areas with services and

shopping.

Existing Service Recommendations

In addition to the expansion of services outlined above,

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 higher, a comparative analysis was used to

assess the proximity of the existing routes to areas with

large 65+ populations. Transit service enhancements with

the greatest anticipated effect on areas with the highest

65+ population include the following:

1. LAMTD Route 47: This route operates traditional

fixed-route service in the area of northern Lakeland.

The route passes through six of the top 50 block

groups (65+) that have a combined total senior

population of 4,489. Two of the block groups also

have additional demographic characteristics that

suggest an increased transit dependency. The

proposed enhancement would extend the service

span of the route that operates in an area of the

County with a relatively high population density.

Service Benefit to 65+ Riders: The span improvement

to the service proposed in the TDP would extend the

route’s service span to 6:30 a.m. to 10:00 p.m. The

extended hours of operation would allow riders an

additional three hours of evening service. Extending

the period would allow the 65+ riders to be more

engaged in community activity.

2. WHAT Route 15: This route operates as traditional

fixed-route service connecting Winter Haven and

Haines City. The route passes through six of the top

50 block groups (65+) that combine to total 5,040

residents age 65+. The proposed service

improvements would include frequency, span, and

weekend improvements. Route 15 would operate 7

days per week with weekday headways of 30 minutes

and a service span from 6:00 a.m. to 10:00 p.m.

Service Benefit to 65+ Riders: The improved

frequency of buses would limit wait times at stops.

The service span improvement would extend the

portion of the day seniors could be active and travel

within the community. The weekend service

improvements would allow mobility for travelers on

Sunday.

3. WHAT Route 30: This route operates as traditional

fixed-route service connecting Winter Haven and

Haines City. The route passes through five of the top

50 block groups (65+) that combine to total 4,689

residents age 65+. The proposed service

improvements would include frequency, service span,

and weekend service improvements. Route 15 would

operate 7 days per week with weekday headway of

30 minutes and weekday service span from 6:00 a.m.

to 10:00 p.m.

Service Benefit to 65+ Riders: The improved

frequency of buses would limit wait times at stops.


According to the center for Smart Growth, almost 40

percent of Americans over the age of 50 say their

neighborhoods lack adequate sidewalks, 55 percent

report inadequate bike lanes or paths, and 48

percent have no comfortable place to wait for the

bus.

The service span improvement would extend the

portion of the day seniors could be active and travel

within the community. The weekend service

improvements would allow increased weekend

mobility for travelers.

4. WHAT Route 35: This route operates Flex service in

the area of Lake Wales and Frostproof. The route

passes through five of the top 50, 65+ block groups

that have a combined senior population of 4,721.

Additionally, three of the five top 50 block groups

(65+) affected by the route currently have minimal

transit access. The proposed service enhancement

would increase the frequency and span of the Flex

route.

Service Benefit to 65+ Riders: The flex service route

provides curb-to-curb transportation eliminating the

need to walk to a transit stop. A regularly scheduled

service that requires a 2-hour advanced reservation

would provide predictable service that allows

flexibility with individual schedules.

Remaining Service Gaps

Though many of the transit service improvements

proposed in the MyRide Plan will improve service to many

of Polk County’s senior residents, gaps in the fixed-route

service will remain. Figure 21 identifies three areas

(marked as yellow circles) of Polk County that support

large senior populations, but have minimal fixed-route

transit service and no planned improvement in service

identified in the MyRide Plan. In the absence of fixed-

route service, the mobility needs of the senior

populations present in both areas identified below will

likely be supported by paratransit service.

Service Gap North of Lakeland: The first area exists just

north of the City of Lakeland. Three of the top 50 block

groups (65+) are located along US 98. This area includes

several 55+ communities including the Cypress Lakes

development. The senior population present in the three

relatively compact block groups totals 3,180.

Service Gap North of US 92: The second area of limited

service occurs just north of US 92 midway between the

cities of Lakeland and Auburndale. Two of the top 50

block groups (65+) with a total population of 2,012 exist

in this area and have minimal or no fixed-route transit

access. Transit service in the area diverts from US 92 to

CR 542 placing many of the nearest stops just beyond a

¼-mile of both block groups.

Service Gap West of Lake Hamilton: The third area of

limited service occurs partly within the City of Winter

Haven and generally west of Lake Hamilton. Six of the

top 50 block groups (65+) with a total population of 4,279

exist in this area and have minimal or no fixed-route

transit access. Several transit improvements are

proposed in adjacent areas, but none would extend into

the six underserved block groups.

Section 9

Recommended Supporting Improvements

The transit investments outlined above will play a key

role in maintaining the mobility of Polk County’s senior

populations as they age. However, transit service itself is

just one part of the transportation network that will be

needed to support the mobility of the population as it

ages.

Infrastructure that supports accessibility is a priority in

serving the 65+ population. The quality of the

connections between trip origins and destinations, and

the form of the urban environment influence

accessibility. According to the center for Smart Growth,

almost 40 percent of Americans over the age of 50 say

their neighborhoods lack adequate sidewalks, 55 percent

report inadequate bike lanes or paths, and 48 percent

have no comfortable place to wait for the bus.

Additionally, these incomplete streets had deadly results

amongst older residents. In 2008, older pedestrians were

overrepresented in fatalities; while comprising 13

percent of the national population, they accounted for 18

percent of related fatalities.17

It is necessary to advance the infrastructure involved in

the complete transit trip. This trip is from door-to-door

whether using paratransit or fixed-route service.

Therefore, it is imperative to consider the trip from the

origin of an individual to the transit bus stop, and the trip

from the final bus stop to the individual’s ultimate

destination. Key infrastructure elements that support

connectivity are sidewalks and other pedestrian facilities,


transit vehicles and ADA compliance, complete streets,

and universal design.

Photo: Polk County Resident Waiting for a Bus on

Combee Road in the Shade of a Utility Pole


Sidewalks and Pedestrian Facilities

Every fixed-route transit trip involves a pedestrian trip at

the beginning and end of the trip.

It is imperative that sidewalks are complete and well-

maintained in order to allow the senior population to

access fixed-route transit safely. Sidewalks that end

abruptly, lack ramps at side streets, or are in disrepair

could cause falls, or make it difficult or even impossible

to access bus stop locations (especially for those who rely

upon mobility devices). Pedestrian facilities at

intersections that are easy to access and well-maintained

are also imperative in the trip between the origin and the

bus stop and the bus stop and ultimate destination for

the senior population.

It is recommended that a detailed sidewalk and

intersection inventory be completed to determine where

deficiencies exist in the sidewalk network and pedestrian

facilities at intersections. This study should focus at a

minimum on the areas identified as the top 50 block

groups with 65+ population and those with existing or

planned transit service.

Transit Vehicles and ADA Compliant Bus

Stops

One of the limitations identified for the 65+ population is

climbing stairs into the bus. Low-floor vehicles should be

considered to allow for boarding without the need to

climb stairs. This would assist seniors and allow them to

board in a more timely fashion. This would also

contribute to better on-time performance on routes that

serve large numbers of older residents.

In addition, it is recommended that a complete inventory

of bus stops be conducted to determine which bus stops

are not in compliance with ADA. Locations within the

block groups with high densities of 65+ population should

be considered in the prioritization of the projects that

would bring these bus stops into ADA compliance.

Complete Streets

The TDP discusses transit-oriented development (TOD) in

order to direct transit investment to areas with the

potential for higher density, mixed-use, and transit

supportive land uses. As development codes are written

for new transit supportive development, it is important

to consider the 65+ population. Complete street

components are intended to balance safety and

convenience to support the use of fixed-route transit.

Components that can be included in a complete street

initiative include, but are not limited to:

◊ Complete sidewalks;

◊ Bicycle lanes or wide, paved shoulders;

◊ Designated bus lanes and bus pull outs;

◊ ADA compliant bus stops;

◊ Pedestrian refuge islands;

◊ Accessible pedestrian facilities at intersections; and

◊ Curb extensions.

In addition, Universal Design (UD) principles focus on

accommodation of the population as a whole including

the elderly and disabled.


UD promotes accessibility, safety, flexibility,

functionality, simplicity, and comfort without

compromising the aesthetics of space. One of the key

concepts of UD is visitability, meaning that all land uses

meet minimum levels of accessibility to enable persons

with disabilities to visit and navigate freely and without

barriers. The basic requirements for visitability include

zero-step entries, wide doorways, and at least a half-

bath on the first floor of each residential unit. Figure 22

illustrates the zero step entry. Additionally, to be

accessible, doorways must provide 32 inches of clear

width. A required 32-inch entry is mandated by ADA.

However, an entry based on UD principles would build

upon the basic accessibility requirement and consider

user ability and ease of use in its design. A UD entryway

may incorporate elements such as wider entry, automatic

sliding doors, lighter weight door materials, or

specialized door handle configurations18

. Figure 23

illustrates some of the specialized entry elements.

Figure 22: Example of Zero-Step Entry

Disability access to public buildings and projects has been

incorporated within zoning codes to include such

requirements as the number of parking spaces reserved

for people with disabilities and the availability of ramps

or elevators. Accessibility in public buildings is mandated

within ADA compliance. Currently, in most of the nation,

visit ability principles are optional. They and other UD

principles could be applied to future TOD and new uses,

including but not limited to residential, commercial, and

retail. 19

UD Entry Elements ◊ Wide door

◊ Lever handles

◊ No steps

◊ Covered entry

◊ Package shelf

◊ Motion lights ◊ Chair for resting


Figure 23: Example of UD Entry Elements20


1 US Census Bureau. 2011. The Older Population, Washington

DC. http://www.census.gov/prod/cen2010/briefs/c2010br-09.pdf

2 US Census Bureau. 2010. The Next Four Decades: The older Population in the United States 2010 to 2050, Washington DC. http://www.census.gov/prod/2010pubs/p25-1138.pdf

3 Center for Housing Policy. 2012. Housing an Aging Population: Are We Prepared? Tabulations of the 2009 American Housing Survey (AHS). Washington DC. http://www.nhc.org/media/files/AgingReport2012.pdf

4 National Conference of State Legislatures and AARP Public Policy Institute. 2011. Aging in Place: A State Survey of Livability Policies and Practices. Washington DC. http://assets.aarp.org/rgcenter/ppi/liv-com/aging-in-place-2011-full.pdf

5 American Planning Association. 2008. Housing an Aging Population. Tabulations of the Centers for Medicare and Medicaid Services, Medicare Beneficiary Survey. Chicago. http://www.planning.org/pas/infopackets/pdf/EIP-21.pdf

6 Surface Transportation Policy Project. 2004. Aging Americans: Stranded Without Options. Author. http://www.transact.org/report.asp?id=232

7 Surface Transportation Policy Partnership. 2001. Analysis of the National Household Transportation Survey. http://www.transact.org/library/reports_html/seniors/exec_sum.asp

8 Salmon, Jennifer, Aging Research Group. 2011. Planning for an Aging Saint Petersburg: Results of a Survey of the Age 45 and Older Population. City of Saint Petersburg. St Petersburg. http://www.communitiesforalifetime.org/docs/Planning_for_an_Aging_Society_Final_Report.pdf

9 Ritter, A.S., Straight, A., and E. Evans. 2002. Understanding Senior Transportation: Report and Analysis of a Survey of Consumers Age 50+. AARP. http://assets.aarp.org/rgcenter/il/2002_04_transport.pdf

10 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

xi 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

12 Transit Cooperative Research Program (TCRP). 1998. TCRP Report 20: Transit Markets of the Future, The Challenge of Change. Washington DC. http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_28-a.pdf

13 US Census Bureau. 2012. 2077-2011 American Community Survey 5 year Estimate, DP02. http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml

14 Transit Cooperative Research Program (TCRP). 2002. TCRP Report 82: Improving Public Transit Options for Older Persons, Volume 2: Final Report. Washington. http://www.transitwiki.org/TransitWiki/images/2/2e/TCRP_Report82.pdf

15 Center for Housing Policy. 2012. Housing an Aging Population: Are We Prepared? Tabulations of the 2009 American Housing Survey (AHS). Washington DC. http://www.nhc.org/media/files/AgingReport2012.pdf

16 Ibid. 17 National Complete Streets Coalition. 2013. Older Adults.

http://www.smartgrowthamerica.org/complete-streets/complete-streets-fundamentals/factsheets/older-adults

18 City of New York Department of Design and Construction. 2003. Universal Design New York 2, New York. http://www.nyc.gov/html/ddc/downloads/pdf/udny/udny2.pdf

19 American Planning Association. 2009. Multigenerational Planning,: Using smart growth and universal design to link the needs of children and the aging population. Chicago. http://www.planning.org/research/family/briefingpapers/multigenerational.htm

20 The Center for Universal Design, NC State University College

of Design. 2006. Residential Rehabilitation, Remodeling and Universal Design. Raleigh. http://www.ncsu.edu/ncsu/design/cud/pubs_p/docs/residential_remodelinl.pdf.

http://www.census.gov/prod/cen2010/briefs/c2010br-09.pdf

http://www.census.gov/prod/cen2010/briefs/c2010br-09.pdf

http://www.census.gov/prod/2010pubs/p25-1138.pdf

http://www.nhc.org/media/files/AgingReport2012.pdf

http://assets.aarp.org/rgcenter/ppi/liv-com/aging-in-place-2011-full.pdf

http://assets.aarp.org/rgcenter/ppi/liv-com/aging-in-place-2011-full.pdf

http://www.planning.org/pas/infopackets/pdf/EIP-21.pdf

http://www.transact.org/report.asp?id=232

http://www.transact.org/library/reports_html/seniors/exec_sum.asp

http://www.transact.org/library/reports_html/seniors/exec_sum.asp

http://www.communitiesforalifetime.org/docs/Planning_for_an_Aging_Society_Final_Report.pdf

http://www.communitiesforalifetime.org/docs/Planning_for_an_Aging_Society_Final_Report.pdf

http://assets.aarp.org/rgcenter/il/2002_04_transport.pdf

http://polktpo.com/downloads/1374-2013-2022-Transit-Development-Plan

http://polktpo.com/downloads/1374-2013-2022-Transit-Development-Plan

http://htaindex.cnt.org/downloads/Estimating-Transportation-Costs.pdf

http://htaindex.cnt.org/downloads/Estimating-Transportation-Costs.pdf

http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_28-a.pdf

http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_28-a.pdf

http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml

http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml

http://www.transitwiki.org/TransitWiki/images/2/2e/TCRP_Report82.pdf

http://www.transitwiki.org/TransitWiki/images/2/2e/TCRP_Report82.pdf

http://www.nhc.org/media/files/AgingReport2012.pdf




http://www.nyc.gov/html/ddc/downloads/pdf/udny/udny2.pdf

http://www.nyc.gov/html/ddc/downloads/pdf/udny/udny2.pdf

http://www.planning.org/research/family/briefingpapers/multigenerational.htm

http://www.planning.org/research/family/briefingpapers/multigenerational.htm

http://www.ncsu.edu/ncsu/design/cud/pubs_p/docs/residential_remodelinl.pdf

http://www.ncsu.edu/ncsu/design/cud/pubs_p/docs/residential_remodelinl.pdf

Transit and Aging in Place Technical Memo

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Transcript of Transit and Aging in Place Technical Memo