commissioner meeting of the citizens advisory committee … · 2016-02-12 · meeting of the...

Meeting of the Citizens Advisory Committee Wednesday, February 15, 2017, 9:00 AM

I. Call to Order & Pledge of Allegiance

II. Public Comment - 3 minutes per speaker, please

III. Approval of Minutes – January 11, 2017 9:05

IV. Action Items

A. CAC At-Large Nominations (Rich Clarendon, MPO Staff) 9:10

B. George Road Health Impact Assessment 9:25

(Allison Nguyen, FL Dept. of Health)

C. TBX Motion (Cont’d from November, Bill Roberts, CAC member) 9:40

V. Status Reports

A. Flamingo – Regional Fare Collection System (Lucien Campillo, HART) 9:55

B. Streetcar Extension Study (Milton Martinez, City of Tampa) 10:10

C. Gandy Blvd / Selmon West Extension – Project Update 10:25

(Bob Frey, Tampa-Hillsborough Expressway Authority)

D. Connected Vehicles Pilot Project (Bob Frey, THEA) 10:40

VI. Old Business & New Business 10:55

A. MPO Certification (Public Meeting following April CAC)

B. Port Tampa Bay Harbor Tour

VII. Adjournment

VIII. Addendum

A. MPO committee reports (February 8, 2017)

B. The Need for Regional Transportation Governance in Tampa Bay (White

paper prepared for Tampa Bay Partnership)

C. Regional Models of Cooperation (Exec. Summary, FHWA)

D. Project Announcements & Fact Sheets

1. SR 60 (Adamo Dr) Widening Open House – 5:00 PM Feb. 21st

2. Dale Mabry Hwy Resurfacing

3. E. MLK Jr. Blvd & 50th St Intersection Widening

E. Federal Transportation News (Excerpts)

Commissioner Lesley “Les” Miller, Jr.

Hillsborough County MPO Chairman

Councilman Harry Cohen City of Tampa

MPO Vice Chairman

Paul Anderson Tampa Port Authority

Wallace Bowers HART

Trent Green Planning Commission

Commissioner Ken Hagan Hillsborough County

Commissioner Pat Kemp Hillsborough County

Mayor Kim Leinbach Temple Terrace

Joe Lopano Hillsborough County

Aviation Authority

Mayor Rick A Lott City of Plant City

Councilman Guido Maniscalco

City of Tampa

Commissioner Sandra Murman

Hillsborough County

Cindy Stuart Hillsborough County

School Board

Councilman Luis Viera City of Tampa

Joseph Waggoner Expressway Authority

Commissioner Stacy R. White

Hillsborough County

Beth Alden, AICP Executive Director

Plan Hillsborough planhillsborough.org

[email protected] 813 - 272 - 5940

601 E Kennedy Blvd 18th Floor

Tampa, FL, 33602

http://www.planhillsborough.org/

mailto:[email protected]

F. Resilience & Transportation Planning (FHWA report)

G. Florida Legislative Update for the week ending 01/27/2017

The full agenda packet is available on the MPO’s website, www.planhillsborough.org, or by calling (813) 272-5940. The MPO does not discriminate in any of its programs or services. Public participation is solicited without regard to race, color, national origin, age, sex, religion, disability or family status. Learn more about our commitment to non-discrimination

Persons needing interpreter services or accommodations for a disability in order to participate in this meeting, free of charge, are encouraged to contact Michele Ogilvie, 813-273-3774 x317 or [email protected], three business days in advance of the meeting. Also, if you are only able to speak Spanish, please call the Spanish help line at 813-273-3774, x211. Si necesita servicios de traducción, el MPO ofrece por gratis. Para registrarse por estos servicios, por favor llame a Michele Ogilvie directamente al 813-273-3774, x317 con tres días antes, o [email protected] de cerro electronico. También, si sólo se puede hablar en español, por favor llame a la línea de ayuda en español al (813) 273-3774, ext. 211. In accordance with Title 17 U.S.C. Section 107, materials attached are for research and educational purposes, and are distributed without profit to MPO Board members, MPO staff, or related committees or subcommittees the MPO supports. The MPO has no affiliation whatsoever with the originator of attached articles nor is the MPO endorsed or sponsored by the originator. Persons wishing to use copyrighted material for purposes of their own that go beyond ‘fair use’ must first obtain permission from the copyright owner.


http://www.planhillsborough.org/non-discrimination-commitment

http://www.planhillsborough.org/non-discrimination-commitment



HILLSBOROUGH COUNTY METROPOLITAN PLANNING ORGANIZATION

CITIZENS ADVISORY COMMITTEE MEETING OF JANUARY 11, 2017

MINUTES CALL TO ORDER Lacking a quorum, Vice-Chair, David Wilson, called the meeting to order at 9:05 a.m., and the meeting was held in the Plan Hillsborough Committee Room. MEMBERS PRESENT: Walter Niles; Ray Alzamora; David Wilson; Dennis LeVine; Kevin O’Hare; Adam Fritz; Bill Roberts; Rick Richmond. OTHERS PRESENT: Richard Clarendon, Wanda West, MPO Staff; Charles Klug, Port Tampa Bay; Carol Scott, Brian Shroyer, Chris Speese, Ed McKinney, FDOT; Jennifer Musselman, Kittelson; Amy Espinosa, Clifford Reiss, Kimberly Overman, Joe Farrell, CAC Applicants; Linda Walker, HART; Joshua Barber, CUTR. PUBLIC COMMENT Joe Farrell expressed interest in serving on the CAC Committee as the Business Community Representative. Amy Espinosa expressed interest in the Member-At-Large Neighborhood Representative or the School Board Representative. Clifford Reiss expressed interest in the Member-At-Large Neighborhood Representative. Kimberly Overman expressed interest in the Neighborhood, Business Community and Woman Representative At-Large positions. Ms. Overman also stated that she qualifies for Hillsborough County District 6 and City of Tampa-Councilman Maniscalco’s vacancies. Mr. Rich Clarendon, MPO Assistant Executive Director, recommended that Ms. Espinosa contact the School Board regarding her interest as the School Board Chair, Cindy Stuart’s designee. In addition, he suggested that Ms. Overman contact the appropriate officials to express her interest. Mr. Clarendon will email all applications to the CAC for review to be voted on at the February meeting. Mr. Walter Niles and Mr. Kevin O’Hare having arrived, a quorum was established. APPROVAL OF MINUTES (December 14, 2016) Chairman Wilson asked for approval of the minutes. Mr. Roberts noted that Ms. Wineski had in fact been at the November 2016 meeting and those minutes need to be corrected. Mr. Wilson said that correction will be so noted and approved the minutes by acclamation.

MPO CAC Minutes of January 11, 2017

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Mr. Clarendon noted for the record that Laura Lawson has accepted a staff position with Commissioner Pat Kemp and has resigned her position as CAC Chair. 2017 ELECTION OF OFFICERS Vice Chair: Kevin O’Hare nominated Mr. Fritz. Mr. Fritz stated that he may be replaced since he was appointed by former Councilwoman Montelione, and he is serving until he is replaced. He accepted the nomination as Vice Chair of the CAC. There were no additional nominations. Mr. Walter Niles made a motion to close the nominations. The motion was seconded by Mr. Roberts and carried unanimously. Chair: Kevin O’Hare nominated Mr. Wilson. There were no additional nominations. Mr. Wilson accepted the nomination as Chair of the CAC. Mr. Niles made a motion to close the nominations. The motion was seconded by Mr. LeVine and carried unanimously. Officer-At-Large: This individual would be responsible for conducting the meeting in the absence of the Chair and Vice-Chair. Chair Wilson passed the gavel and nominated Mr. Roberts for the Officer-At-Large position. Mr. Roberts accepted the nomination. There were no additional nominations. Mr. Wilson made a motion to close the nominations. The motion was seconded by Mr. Levine and carried unanimously. ACTION ITEMS A. Review of Attendance & Declaration of Vacant Seats Mr. Clarendon presented information regarding the MPO Bylaws requiring the review of committee member’s attendance annually. The MPO may review, and consider rescinding the appointment of any member of any committee who fails to attend three (3) consecutive meetings. Two members have exceeded three absences and staff has contacted them to determine their intentions regarding CAC membership. The Bylaws state if a seat has been unoccupied for an extended period, then the committee may declare it vacant so that it will not be counted in determining a quorum. The Port Authority and the City of Plant City positions meet this condition. Mr. Clarendon has been in contact with the City of Plant City and they are soliciting for a member to serve. The location and meeting time has been the problem for the jurisdiction finding a representative. After the seats are declared vacant, representatives will still be able to join the CAC. Mr. Alzamora made a motion to declare the Plant City and Port Authority seats vacant so they do not impact a quorum. The motion was seconded by Mr. Fritz and carried unanimously after brief discussion.


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Mr. Roberts suggested conveying a message to the Port regarding their vacancy. Mr. Charles Klug, Principal Counsel for Port Tampa Bay, was present and will convey the message. Mr. Niles wanted to know if the Plant City and Port Authority vacancies were advertised. Mr. Alzamora inquired about the vacant seat that was voted on last year. B. TIP Amendment – Survey Funding Mr. Clarendon provided information in Sarah McKinley’s absence regarding the MPO processing an amendment to the FY 2017 Transportation Improvement Plan to remove discretionary funds from project number 438747 1, in fiscal years 2019-2021 that have been set aside for Regional Travel Surveys. This funding has been reallocated in FDOT’s FY2018 Tentative Work Program to the MPO’s Planning Funds in anticipation for the 2045 Long Range Transportation Plant (LRTP) update. Mr. Roberts made a motion for removal of survey funding from the TIP. Mr. O’Hare seconded the motion and the motion carried unanimously following clarification of a dollar figure including in the summary of the report. C. Northwest Hillsborough Transit Study Jennifer Musselman, Kittelson & Associates staff, presented information regarding the study to evaluate the transit service and characteristics in the northwest portion of Hillsborough County and identify service improvements intended to tie into the 2017 major update to the Transit Development Plan (TDP). Following the presentation, there were questions regarding HART routes, funding, implementation and the percentage of rider increase. Mr. Niles made a motion to recommend approval of the Northwest Hillsborough Transit Study to the MPO Board for adoption. The motion was seconded by Mr. Roberts and carried unanimously. STATUS REPORTS A. Port Vision 2030 Port Tampa Bay Master Plan Mr. Klug provided an update on Port Tampa Bay’s Master Plan, which was last completed in 2008. After the presentation, there were inquiries about potential climate change, expectations from legislative sessions, and scheduling a tour of the Port for the CAC. B. Social Justice in the Transportation Planning Process


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Mr. Joshua Barber with USF’s Center for Urban Transportation Research (CUTR), provided an update on integrating equity into regional transportation planning. Following the presentation, Mr. O’Hare requested a copy of the presentation be sent to the CAC. Mr. Clarendon informed members that the presentation will be posted on the website and will be emailed to members. C. FDOT Corridor Studies Mr. Brian Shroyer provided updates on three corridor studies: (1) West Hillsborough Avenue from Sheldon to Nebraska Avenue; (2) Busch Boulevard from Nebraska Avenue to 56th Street; and (3) Busch Boulevard from Dale Mabry to Nebraska Avenue. After the update, Mr. O’Hare expressed concerns regarding reducing speeds during peak hours near Chamberlain High School. OLD AND NEW BUSINESS

Mr. Wilson introduced Ms. Carol Scott, FDOT Turnpike representative and thanked citizens

who attended expressing interest in joining the CAC.

Mr. Richmond requested an update on the Fletcher Complete Streets project, between

Nebraska and Bruce B. Downs. He would like statistics on pedestrian, bike and levels of

service for implementation and completions.

TBX discussion will be continued at the next meeting.

Mr. Adam Fritz announced the Active Cities Conference being held January 26-27 by the

American Institute of Architects and USF at the convention center. Mr. Fritz will forward the

information to Mr. Clarendon for distribution to the CAC.

Mr. Richmond commended staff on a job well done with the 2017 MPO Calendar.

Mr. Roberts made comments regarding the Federal Rule regarding the MPOs and stated

that he has drafted the recommendation regarding TBX that he was requested to in

November. This item will be placed on the agenda as an action item next month.

Chair Wilson informed members that pictures have been taken and he would like to be

communicated on social media to the highlight the CAC.

Kevin O’Hare made comments regarding the Smart Growth America Dangerous by Design

report that was recently released regarding pedestrian fatalities.

ADJOURNMENT There was no further business and the meeting was adjourned at 11:16 a.m.

Board & Committee Agenda Item

Agenda Item

CAC At-Large Nominations

Presenter

Rich Clarendon, MPO staff

Summary

The CAC has four vacant at-large seats that need to be filled. These are designated specifically for 1) a neighborhood representative, 2) a business representative, 3) a woman, and 4) an African American.

Last month, four citizens came and spoke during public comment, stating they are interested in filling a vacancy on the CAC. Since then, one applicant withdrew his name and one new applicant came forward who wants to introduce herself to the CAC. To be appointed to an at-large seat, a candidate must first be recommended by the CAC. The MPO board then makes the final appointment.

Attached for your consideration are applications from the four candidates who wish to be considered for the following at-large seats:

Name Representing

Amy Espinosa Neighborhoods Doreen Jesseph Women Clifford Reiss Neighborhoods Kimberly Overman Neighborhoods, businesses or women

If any CAC member desires additional information from an applicant, please funnel the request through MPO staff.

Recommended Action

Nominate candidates to fill each of the vacant at-large seats designated to represent neighborhoods, businesses and women.

Prepared By

Rich Clarendon, AICP

Attachments

CAC Applications and email about contacting candidates.



601 E Kennedy Blvd 18th floor

Tampa, FL, 33602

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From: Rich ClarendonSent: Thursday, January 12, 2017 11:59 AMTo: 'Bill Roberts'Subject: RE: Candidates for CAC Membership

Hi Bill, I would recommend funneling questions for candidates through me. Since other CAC members were cc’d on this email, to keep ourselves in the clear of sunshine law, I will make this email and any further questions or responses from candidates part of the next mailout. (CAC members are reminded not to communicate between themselves outside of public meetings.) Thanks for the suggestion.


MPO Asst. Executive Director

[email protected] • 813.273.3774 x368

planhillsborough.org

All incoming and outgoing messages are subject to public records inspection

From: Bill Roberts Sent: Thursday, January 12, 2017 11:49 AM To: Rich Clarendon <[email protected]> Cc:

Subject: Re: Candidates for CAC Membership

Thanks, Rich. Good group of applicants. Is it appropriate for me to contact these individuals to gather additional information? Thanks, Bill

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From: Amy Espinosa <[email protected]>Sent: Tuesday, January 3, 2017 9:30 PMTo: Wanda WestCc: Rich ClarendonSubject: MPO Advisory Board / Committee membership submission

1. Which Board or Committee are you interested in? Citizens Advisory Committee (CAC)

2. My name is: Amy Espinosa

3. My email address is [email protected]

4. My current place of employment is Owner, Dots & Cubes, Information Architect, Tampa, FL, 33604,

5. I reside at same as above

6. I prefer to be contacted and receive documents at Home

7. Gender : Female

8. Race : White / non-Hispanic

9. Born : 01/28/1975, Ft. Lauderdale FL

10. US Citizen : Yes

11. I have a disability : No

11. Felony or misdemeanor offense : I have never been convicted of a felony or misdemeanor offense.

13. Registered voter : Yes

14. Receive Medicaid, SSI or WIC benefits? No

15. Resident of Hillsborough County since : 1988

16. Education :

High School : Plant, 1993

Secondary : HCC, graduated 1999, AS Degree - Computer Information Systems Analysis

17. Professional license or certificate : Yes

Nail Technician, 1995 (held for a year and realized it was not my path), no issues.

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18. Qualification : I am a community-minded individual who cares deeply about the future of Tampa Bay. I have expertise in user research which requires empathy, patience and listening skills to understand the needs, problems and concerns of people. I am very good at solving problems collaboratively and have 18 years of design and research experience. As an Information Architect, I have the ability to make the complex clear by thoughtfully organizing information in a way that makes it findable and understandable. My skill set is perfectly suited to understand problems and assess needs presented by people in our community, analyze proposed ideas and collaboratively evolve them into effective solutions and communicate information so that it is clear, findable and understandable to the intended audience.

19. Schedule conflicts : No,

20. Organizations I am a member of : Professional: Information Architecture Institute - Member since 2008 World IA Day Tampa Bay - Founder and President 2014 - Present World IA Day - Global Executive Producer for 2017 (Mar 2016 - Mar 2017) Civic: Seminole Heights Community Gardens (donated our land for use to the garden 2014 - 2019, Secretary and Compost Chair 2013 - 2016) Hampton Terrace Neighborhood Association (member 2015 - Present) Hampton Terrace Art Walk Chair (Jan - Apr 2017)

21. Selling goods and services to Hillsborough County, Tampa, Temple Terrace or Plant City : No

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From: Doreen Jesseph <[email protected]>Sent: Wednesday, December 7, 2016 4:44 PMTo: Wanda WestCc: Rich ClarendonSubject: MPO Advisory Board / Committee membership submission


2. My name is: Doreen Jesseph


4. My current place of employment is CTI, Tampa, FL 33612, Executive Director, Marketing & Communications

5. I reside at Tampa, FL 33604


7. Gender : Female


9. Born : 08/31/1960 New Brunswick, NJ


11. I have a disability : No




15. Resident of Hillsborough County since : 2008

16. Education :

High School : St. Mary's High School, South Amboy, NJ 1978

Secondary : North Carolina State University, Raleigh, NC Graduated 2001, BA, English: Professional Writing and Editing University of Baltimore, Baltimore, MD, Graduated 2006, MBA

17. Professional license or certificate : No

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18. Qualification : For over twenty years, I have successfully managed large projects, employees, and clients for employers and in my own business. I have been actively involved with the Old Seminole Heights Neighborhood Association since 2009, serving as a board member and editor for the newsletter, and I have worked as a volunteer on many community projects in Tampa and represented OSHNA to thecity and county on issues of historic preservation, commercial zoning in residential areas, and highways and byways. I am particularly interested in addressing community planning and transportation issues. I believe that Hillsborough County has enormous potential and that these areas are essential to future growth. As a citizen who has commuted to work in different parts of Tampa by car, by bicycle, and by public transportation, I think that I have a well-rounded perspective on how transportation decisions impact ordinary people on a day-to-day basis..


20. Organizations I am a member of : Old Seminole Heights Neighborhood Association 2009 - present


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From: Clifford Andrew Reiss <[email protected]>Sent: Thursday, September 24, 2015 1:06 PMTo: Linda FerraroCc: Rich ClarendonSubject: MPO Advisory Board / Committee membership submission


2. My name is: Clifford Andrew Reiss


4. My current place of employment is Retired (JPMorgan Chase)

5. I reside at Riverview FL 33569


7. Gender : Male


9. Born : 11/18/1947 New York, NY USA




13. Resident of Hillsborough County since : 01/01/2002

14. Education :

High School : Bronx HS of Science 1964

Secondary : The Cooper Union - New York, NY 1964-1968 BEE (Electrical Engineering) Stevens Institute of Technology, Hoboken NJ 1968-1970 - MEE Computer Science Rutgers University Graduate School of Business, Newark NJ 1972-1976 - MBA Finance


Certificate Data Processing - 1976-1984 - Data Processing Management Association Certified Treasury Professional - 2004-2010 - Association of Finance Professionals

16. Qualification : I have a desire to improve the county by participating in the planning and management of growth. Hillsborough County is expected to add several hundred thousand residents in the next 20

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years as well as experience continued business growth - appropriate planning and management of this growth is essential. I have a technical and business education, 45 years of business experience with an emphasis on problem analysis and resolution, strong analytical skills tempered with "common sense", good communication skills, and considerable professional and management experience and people skills.


18. Organizations I am a member of : Aberdeen Creek Homeowners Association - Board Member - 2006 thru current


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From: KIMBERLY D OVERMAN <[email protected]>Sent: Tuesday, December 6, 2016 5:34 PMTo: Wanda WestCc: Rich ClarendonSubject: MPO Advisory Board / Committee membership submission

1. Which Board or Committee are you interested in? Livable Roadways Committee (LRC)

2. My name is: KIMBERLY D OVERMAN


4. My current place of employment is THE FINANCIAL WELL INC TAMPA FL 33603

5. I reside at TAMPA FL 33603

6. I prefer to be contacted and receive documents at Work

7. Gender : Other


9. Born : 07/20/1958 NEW YORK CITY NY


11. I have a disability :




15. Resident of Hillsborough County since : Florida

16. Education :

High School : POST GRADUATE

Secondary : UNIVERSITY OF MARYLAND, COLLEGE PARK MARYLAND 1976 - 1982 BACHELOR OF SCIENCE AGRICULTURAL RESOURCE ECONOMICS COLLEGE OF FINANCIAL PLANNING, DENVER COLORADO, 1987 - 1989 CERTIFIED FINANCIAL PLANNING


2

CERTIFIED FINANCIAL PLANNER PROFESSIONAL 1989, CFP BOARD OF STANDARDS REGISTERED INVESTMENT ADVISER, 1999 TO PRESENT, FLORIDA DEPARTMENT OF FINANCIAL REGULATION NO DISCIPLINARY ACTIONS

18. Qualification : AFTER GROWING UP IN SEVERAL URBAN CITIES AND RESEARCHING URBAN TRANSPORTATION AND URBAN DESIGN, I HAVE ATTENDED BOTH MPO MEETINGS AND THE CAC MEETING FOR THE MPO TO LEARN OF THE ISSUES AND OPPORTUNITIES AVAILABLE TO HILLSBOROUGH COUNTY. I HAVE SPENT THE LAST SEVERAL YEARS RESEARCHING TRANSPORTATION AND TRANSIT SYSTEMS IN OTHER CITIES.


20. Organizations I am a member of : FINANCIAL PLANNING ASSOCIATION OF TAMPA BAY 1987 HEIGHTS URBAN CORE CHAMBER-BUSINESS GUILD OF SEMINOLE HEIGHTS 1995 OLD SEMINOLE HEIGHTS NEIGHBORHOOD ASSOCIATION 1995 SOUTH SEMINOLE HEIGHTS CIVIC ASSOCIATION 2013 TAMPA HEIGHTS CIVIC ASSOCIATION 2015



Agenda Item

George Road Health Impact Assessment

Presenter

Allison Nguyen, Florida Department of Health – Hillsborough

Summary

A Health Impact Assessment (HIA) is a systematic process that uses an array of data sources and analytic methods, and considers input from stakeholders to determine the potential effects of a proposed policy, plan, program, or project on the health of a population and the distribution of those effects within the population. A HIA also provides recommendations on monitoring and managing those effects.

The MPO identified the George Road Complete Streets Implementation Plan as a proposed plan that could be studied using an HIA. The DOH Hillsborough and MPO decided to partner together on an HIA for this plan, which was intended to provide a safe bicycle and pedestrian connection between the Town ‘N’ Country Greenway and the Courtney Campbell Trail.

The HIA process began with initial Screening meetings to determine the feasibility of conducting an HIA for the proposed Plan. A scoping process followed, and the research questions our team developed for study were:

1. What is the impact of the MPO implementing the George Road Complete Streets Implementation Plan?

2. How would implementing the George Rd. Complete Streets Plan affect the health of the population within the targeted geographic location?

3. Would the impacts cause undue burden or harm to vulnerable populations in the area (i.e. ethnic and racial minorities; people with movement-related disabilities; people of lower socioeconomic status)?

Recommended Action

Recommend approval of the George Road Health Impact Assessment Report to the MPO Board.

Prepared By

Michele Ogilvie, MPO staff

Attachments

1. Pathway diagrams for the George Road Health Impact Assessment

2. Executive Summary (the complete report is available at http://www.planhillsborough.org/linking-transportation-and-health/ )




Tampa, FL, 33602

http://www.planhillsborough.org/linking-transportation-and-health/



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George Road Complete Streets Health Impact Assessment ix

EXECUTIVE SUMMARY

In August 2015, the Florida Department of Health in Hillsborough County (DOH-Hillsborough)

presented Health Impact Assessments (HIAs) to the Hillsborough Metropolitan Planning

Organization (MPO) as a tool that could be used to consider the health impacts of a proposed

plan, project, program, or policy. The MPO identified the George Road Complete Streets

Implementation Plan as a proposed plan that could be studied using an HIA. The DOH-

Hillsborough and MPO decided to partner together on an HIA for this plan, which was intended to

provide a safe bicycle and pedestrian connection between the Town ‘N’ Country Greenway and

the Courtney Campbell Trail.

The target area for this HIA is the community surrounding the George Road Corridor in Town ‘N’

Country, an unincorporated area in Hillsborough County. Approximately 40,000 residents live in

this diverse community. Among the residents, 47.3% are Hispanic/Latino, which is almost double

the percentage of Hispanics/Latinos in Hillsborough County and in the State of Florida. In some

areas along George Road, 50%-60% of the population live in a household that reports speaking

English less than “very well”. The poverty rate in the target area is lower than the County and

State rates; however, it has a higher unemployment rate. Additionally, there is a higher proportion

of residents without a high school education compared to County and State proportions.

The HIA process began in September 2015, with initial Screening meetings to determine the

feasibility of conducting an HIA for the proposed Plan. Our Scoping process took place from

October to December 2015. During the Scoping Phase, the research questions our team

developed were:

What would be the impact of the MPO executing the George Road Complete Streets

Implementation Plan?

How would executing the George Road Complete Streets Implementation Plan affect the

health of the population within the targeted geographic location?

Would the impacts cause undue burden or harm to vulnerable populations in the area (i.e.

racial and ethnic minorities; people with movement-related disabilities; and people of lower

socioeconomic status)?

To answer these research questions, it was determined that the HIA would examine how the

George Road Complete Streets Implementation Plan would increase access to a complete street

/active living system. The pathways considered for their impact on health were: access to safely

designed roadways, access to nature and green space, and physical activity. The outcomes

studied were:

Access to regional trail system

Risk of crime

Crime-related incidents

Bicycle and pedestrian injuries and deaths

Stress levels

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Restorative benefits on health

Good mental health and well-being

Prevalence of chronic disease

Premature mortality

Exposure to outdoor air pollutants and irritants

Asthma/respiratory disease exacerbations

Exposure to heat

Heat-related illness

The Assessment phase took place from November 2015 through April 2016. The assessment of

health impacts included a literature review, primary data from the MPO consultant, AECOM, and

secondary data sources. Additionally, stakeholders from the MPO Bicycle and Pedestrian

Advisory Committee (BPAC) (the Advisory Council for the HIA), other MPO Committees, and local

Subject Matter Experts (SMEs) were engaged for data and feedback.

Primary

Data

Streetscape data of the George Road Connector, collected by AECOM

MPO Implementation Plan, prepared by AECOM

Secondary

Data

Literature review of peer-reviewed journal articles and grey literature

Community survey and focus group session results from a DOH-

Hillsborough 2015 Parks and Recreation-Related HIA in the Town ‘N’

County area

Secondary data analysis of demographic, health determinant, health

outcome, and complete streets-related data

Geographic Information Systems (GIS) mapping

In March 2016, an overview of the HIA data and results were presented to SMEs for their

consideration and review. During this discussion, the health impact predictions and preliminary

recommendations were drafted. The likelihood and direction of the impact predictions were

determined, in addition to the magnitude of the impact on both the local population and the

regional trail users accessing the system. The health impact predictions included:

Determinant / Outcome Likelihood and

Direction of

Impact

Magnitude of Impact on

Local Population and

Regional Trail Users

Access to Safely Designed Roadways Likely Increase Significant

Bicycle / Pedestrian Injuries and Deaths Likely Decrease Moderate

Risk of Crime Likely Decrease Moderate

Crime-Related Incidents Likely Decrease Moderate

Access to Regional Trail System Likely Increase Significant

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George Road Complete Streets Health Impact Assessment xi

Access to Green Space/Nature Likely Increase Significant

Physical Activity Levels Likely Increase Significant

Stress Levels Likely Decrease Moderate

Restorative Benefit on Health Likely Increase Moderate

Chronic Disease Likely Decrease Moderate

Good Mental Health / Well-Being Likely Increase Moderate

Premature Mortality Likely Decrease Low

Exposure to Outdoor Air Pollutants Likely Increase Moderate

Asthma / Respiratory Disease Likely Increase Moderate

Exposure to Heat Likely Increase Moderate

Heat-Related Illness Likely Increase Moderate to Severe

The SMEs used these impact predictions to help draft recommendations. The final

recommendations are:

Ensure design features (especially traffic calming features) comply with the Florida

Department of Transportation (FDOT) Complete Streets Plan and match Hillsborough

County’s Complete Streets Resolution

Reduce speed limit to 25 MPH in areas of George Road Corridor, except at Memorial

Highway where it is 35 MPH; and/or during peak times, recommend certain zones (similar

to school zones) have blinking lights and reduced speed

Incorporate Crime Prevention Through Environmental Design (CPTED) principles

Increase landscape plantings throughout the corridor focusing on species that are known

to filter out specific pollutants

Increase pedestrian-level lighting throughout the corridor to deter crime and encourage

physical activity during early mornings and evenings

Promote landscaping to increase shade cover uniformly throughout the corridor, by

planting trees that are more allergy-friendly

Along the trailways and throughout the corridor include:

Wayfinding signage; mileage markers to encourage physical activity; emergency

signage/call boxes; garbage cans; dog bag dispensers/waste receptacles; signs with

“scoop the poop”; park benches; drinking fountains

Install a bathroom facility at Town ‘N’ Country Greenway where it connects with the

George Road Corridor

Market the George Road Corridor so residents are aware of the connector to the two trails

(Town ‘N’ Country Greenway and Courtney Campbell Causeway Trail)

Provide education on how to reduce heat-related illness and respiratory-related

exacerbations (due to allergens and pollution)

Conduct a bus stop environment and connectivity assessment

Complete a pedestrian/bicyclist count annually before executing the complete streets plan

along George Rd. and after to measure increase in use

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xii George Road Complete Streets Health Impact Assessment

Consider a complete streets project to connect the west end of the Town ‘N’ Country

Greenway with the Upper Tampa Bay Trail

Look more holistically at transportation decisions and health; expand from individual

impact (pedestrian/bicycle crashes) to community impact (chronic disease, mental health,

asthma, etc.)

Hillsborough Board of County Commissioners adopt a Complete Streets Policy (stronger

than the current MPO resolution)

MPO develop criteria to complete an HIA based on specific factors (e.g. cost of project,

location, population affected, funding source for future MPO projects, plans, etc.) and draft

a Health in All Policies Resolution

Expand DOH-Hillsborough membership onto MPO’s BPAC and Technical Advisory

Committees

This HIA report will be posted on the DOH-Hillsborough and MPO websites. Final copies will be

shared with all partners and stakeholders who were engaged throughout the process, the local

library in Town ‘N’ Country, and homeowner associations. Other methods to communicate the

HIA results may include creating executive summaries, factsheets, infographics, and media

messaging.

The plan to monitor and evaluate this HIA is described in Tables 29-31 of this report.


Agenda Item

TBX Motion (cont’d from November)

Presenter

Bill Roberts

Summary

At the CAC’s November meeting, members held a lengthy discussion of the Tampa Bay Express (TBX) project. The CAC was briefed by FDOT on the status of the project, and had the opportunity to ask questions. Topics were wide-ranging and included the need for better transit.

Following the Q&A, members discussed crafting a motion to convey their feeling that FDOT needs to take a stronger role in promoting regional transit. Mr. Bill Roberts agreed to work on such a motion and drafted the following motion for the CAC’s consideration:

The CAC recommends to the MPO that a request be made to the FDOT whereby the FDOT provide additional leadership to promote regional transit; specifically providing a clear and concise evaluation of the technologies available and their relative merits as they could be applied to the Tampa Bay region.

Recommended Action

As deemed appropriate.

Prepared By


Attachments

None




Tampa, FL, 33602


Agenda Item

Flamingo – Regional Fare Collection

Presenter

Lucien Campillo, HART Staff

Summary

In November of 2012, Hillsborough Transit Authority (HART) convened a Working Group of eight transit agencies, Pinellas, Pasco, Citrus, Hernando, Polk, Sarasota, Manatee County, to also include the Tampa Bay Regional Transportation Authority (TBARTA) as well as the Florida Department of Transportation (FDOT). This group was tasked to develop a regional approach of modernizing the collection of fixed route fares and to also enhance the mobility of passengers between its respective jurisdictions. After a lengthy and competitive procurement process on February 26 2016, a $12,088,783 contract was awarded to Innovations in Transportation, Inc. (INIT) to provide the technology and services for Smart Card and mobile ticketing solutions (EFares).

Project Status- Citrus and Polk Counties have dropped out of the project. There are no additional costs or change orders at this time. Project is on schedule; Regional Working Group completed Preliminary Design Review (PDR) and INIT is holding a series of workshops to finalize design and move into production.

First Deliverable- Limited Mobile Application Pilot Program for HART and PSTA is on schedule to run from September 5, 2016 – March 4, 2017. The purpose of this pilot project is to introduce the public to the new Fare Media. The cost will be $11 for a 3-Day Consecutive Pass. This pass can be used on all HART and PSTA fixed routes to include the HART TECO Streetcar line, and the Clearwater Jolley Trolley.

Recommended Action

Information only

Prepared By

Sarah McKinley, MPO Staff

Attachments

None




Tampa, FL, 33602




Agenda Item

Streetcar Extension Study

Presenter

Milton Martinez, City of Tampa

Summary

The City of Tampa and the Florida Department of Transportation (FDOT) have partnered to conduct the Tampa Streetcar Feasibility Study to evaluate the potential extension of the streetcar system from its current western terminus at Whiting Station (at Whiting Street and Franklin Street) through downtown to Marion Transit Center (MTC) and potentially to Tampa Heights.

The study will include modernization options for the existing vehicles and facilities, and vehicle technology alternatives to improve ridership, operations, cost effectiveness and overall quality of service. The feasibility study will coordinate with other regional transit initiatives, such as the Hillsborough Area Regional Transit Authority (HART) Premium Transit Feasibility Study, by clearly defining the Tampa Streetcar operating parameters and identifying how it may enable future transit connections to other parts of the City and region.

The feasibility study will consist of two distinct phases of work. Phase 1 will identify a limited number of alternatives for extensions and modernization of the existing Tampa Streetcar system and culminate with submittal of request letter to the Federal Transit Administration (FTA) for entry into the Small Starts Project Development phase. Subject to FTA approval, Phase 2 will define the locally preferred alternative (LPA) for extension and modernization and complete project development activities, including: public involvement to establish community support; conceptual plans, environmental study; finance plan; and completion of grant applications.

Recommended Action

None; for information only.

Prepared By


Attachments

Project Fact Sheet




Tampa, FL, 33602

August 16, 2016

Tampa’s Historic Streetcar Extension and

Modernization Feasibility Study (16‐D‐02)

Project Description:

The City of Tampa and the Florida Department of Transportation (FDOT) have partnered to conduct the

Tampa Streetcar Feasibility Study to evaluate the potential extension of the streetcar system from its

current western terminus at Whiting Station (at Whiting Street and Franklin Street) through downtown to

Marion Transit Center (MTC) and potentially to Tampa Heights. The study will include modernization

options for the existing vehicles and facilities, and vehicle technology alternatives to improve ridership,

operations, cost effectiveness and overall quality of service. The feasibility study will coordinate with other

regional transit initiatives, such as the Hillsborough Area Regional Transit Authority (HART) Premium Transit

Feasibility Study, by clearly defining the Tampa Streetcar operating parameters and identifying how it may

enable future transit connections to other parts of the City and region. The feasibility study will consist of

two distinct phases of work. Phase 1 will identify a limited number of alternatives for extensions and

modernization of the existing Tampa Streetcar system and culminate with submittal of request letter to the

Federal Transit Administration (FTA) for entry into the Small Starts Project Development phase. Subject to

FTA approval, Phase 2 will define the locally preferred alternative (LPA) for extension and modernization

and complete project development activities, including: public involvement to establish community

support; conceptual plans, environmental study; finance plan; and completion of grant applications.

Potential Extension Alignments (Not all shown):

(Figures Tampa Historic Streetcar Extension Study (HART, December 2014)

August 16, 2016

Project Cost & Schedule

Phase Firm Amount Funding Schedule

Start Finish

Phase 1: Concept Development &

Feasibility Analysis (6 months)

HDR $447,300 FDOT &

City

Sep 2016 Mar 2017

Request Letter Review FTA n/a n/a Apr 2017 May 2017

Phase 2: Project Development &

Environmental (Optional Services)

HDR $1,205,090 FDOT &

City

May 2017 May 2018

Owners Allowance HDR $25,000 City Sep 2016 May 2018

TOTAL $1,677,390

Funding

FDOT (JPA)= $1,000,000

City = $677,390

Project Study Management Team

The team will comprise of the following agencies to provide guidance to consultant during the Study (the

City will have approval authority for any final recommendations or services provided under the study):

City of Tampa (Owner Agency)

Hillsborough Area Regional Transit Authority (HART) (Operating Agency)

Florida Department of Transportation (FDOT) (Project Sponsor)

Scope Highlights

PHASE 1: CONCEPT DEVELOPMENT AND FEASIBILITY ANALYSIS (6 Months)

Stakeholder meetings (MPO, TDP, Hillsborough County, THEA, Port Tampa Bay, TBARTA, TIA, etc.)

One (1) Public Workshop

Coordination with FTA, CSX and HART Premium Transit Study

Solutions to address CSX at‐grade crossing at Polk Street

Vehicle technology alternatives (Heritage vs. Modern Streetcar, or Other)

System modernization alternatives (Track, Power, and Maintenance Facility upgrades)

Short‐list to three (3) alignment alternatives for extension

Develop funding strategy (Boothe Transit Consulting, LLC)

Submit request letter to FTA for approval to enter into Project Development (Phase 2)

PHASE 2: PROJECT DEVELOPMENT (OPTIONAL SERVICES ‐ Subject to FTA Approval) (6 to 12 months)

Four (4) Public Workshops (Tampa Heights, Downtown, Channelside & Ybor City)

Final Alignment Analysis and Selection of a Locally Preferred Alternative (LPA)

Conceptual Engineering, Operational Plans and Cost Estimates

Environmental Compliance Document in conformance with NEPA

Final Finance and Implementation Plan (Boothe Transit Consulting, LLC)

Assistance with Grant Applications (Small Starts/TIGER Grants)


Agenda Item

Gandy Blvd / Selmon West Extension – Project Update

Presenter

Bob Frey, Tampa Hillsborough Expressway Authority Staff

Summary

The Selmon Extension is a 1.6-mile toll lane above the median of Gandy Boulevard in Hillsborough County that will offer a transportation choice for local residents and regional travelers. By separating commuter traffic from local trips, the Selmon Extension will offer safer and smarter regional connectivity while alleviating traffic congestion on Gandy Boulevard and creating greater capacity and access to neighborhoods and businesses. The facility will benefit the community by:

Providing a more efficient and safer dedicated hurricane evacuation route for almost 1.3 million local and regional families.

Reducing Intersection traffic signal wait times (at Westshore Boulevard, Manhattan Boulevard, Lois Avenue and Dale Mabry Highway). This equals reduced congestion and delays for local residents and shoppers.

Allowing for continued vehicle access and visibility to businesses on both sides of Gandy.

Completing a critical link in a road network that connects businesses, freight, and people throughout Tampa Bay.

Mr. Frey, the Planning Director for the Tampa-Hillsborough County Expressway Authority (THEA) will provide a status update to the project. Additional information can be found at http://selmonextension.com/

Recommended Action

None. For information only.

Prepared By

Allison Yeh, MPO staff

Attachments

None




Tampa, FL, 33602


Agenda Item

Connected Vehicles Pilot Project

Presenter

Bob Frey, THEA staff

Summary

Mr. Frey, Planning Director for the Tampa-Hillsborough County Expressway Authority (THEA), will provide a status update on their innovative connected vehicle technology pilot project in Tampa’s central business district. THEA anticipates equipping approximately 10 buses, 10 streetcars and 1500 automobiles with wireless communication devices that can exchange traffic and safety information with other vehicles and with roadway infrastructure by mid-2018. Additional information can be found at http://www.tampacvpilot.com/.

Recommended Action

None. For information only.

Prepared By

Allison Yeh, MPO staff

Attachments

Tampa Connected Vehicle Pilot Deployment Program Fact Sheet




Tampa, FL, 33602

Pedestrians, transit riders, and automobile drivers in downtown Tampa, Florida, experience transportation challenges on a daily basis. During morning peak periods, inbound commuters on the Lee Roy Selmon Expressway’s Reversible Express Lanes encounter significant delays and, too often, rear-end crashes. Vehicle and pedestrian conflicts are commonplace, especially at a busy mid-block crosswalk near the Hillsborough County Courthouse. Drivers and pedestrians also experience conflicts with buses and streetcars that traverse the central business district. This combination of pedestrians, bicyclists, automobiles, streetcars, buses, and even a cruise ship terminal make downtown Tampa a promising environment for new transportation solutions.

Tampa Connected Vehicle Pilot

The Tampa Connected Vehicle Pilot aims to transform the experience of automobile drivers, transit riders, and pedestrians in downtown Tampa by preventing crashes, enhancing traffic flow, improving transit trip times, and reducing greenhouse gas emissions.

Approach

The Tampa Connected Vehicle Pilot will equip buses, streetcars, and privately owned vehicles with connected vehicle technology, which will enable them to communicate vital information with each other and transportation infrastructure elements. Pedestrians will also participate by downloading and using a smartphone app. Drivers, transit riders, and pedestrians in the connected vehicle environment will enjoy a range of safety and mobility benefits, including crash prevention, enhanced traffic flow, and greenhouse gas reductions.

Connected Vehicle Pilot Deployment Program:

TAMPA, FLORIDA

Photo Source: USDOT

Connected Vehicle Pilot Deployment Program

Sponsored by the U.S. Department of Transportation (USDOT) Intelligent Transportation Systems Joint Program Office, the Connected Vehicle Pilot Deployment Program is a national effort to deploy, test, and operationalize cutting-edge mobile and roadside technologies and enable multiple connected vehicle applications.

In early September 2015, the USDOT awarded three cooperative agreements collectively worth more than $45 million to three sites for the regional connected vehicle pilots:

• New York City, New York• Wyoming• Tampa, Florida.

The locations were selected in a competitive process to go beyond traditional vehicle technologies to help drivers better use the roadways to get to work and appointments, relieve the stress caused by bottlenecks, and communicate with pedestrians on cell phones of approaching vehicles.

SAFETY MOBILITY ENVIRONMENT

For more information, please visit http://www.its.dot.gov/pilots/pilots_thea.htm or contact:Govind Vadakpat, Research Transportation Specialist, Federal Highway Administration

(202) 366-2199 | [email protected] | www.its.dot.gov

Susan R. Chrzan, Director of Public Affairs & Communications, Tampa Hillsborough Expressway Authority(813) 272-6740 | [email protected] | www.tampa-xway.com FH

WA

-JPO

-16-

XXX

Partners

The Tampa Hillsborough Expressway Authority (THEA) leads this pilot. THEA’s partners include:

• USDOT• Florida Department of Transportation• City of Tampa• Hillsborough Area Regional Transit• University of South Florida Center for Urban Transportation

Research• HNTB• Siemens• BrandMotion• Global-5 Communications.

Applications

The Tampa Connected Vehicle Pilot will deploy a variety of safety and mobility applications:

• End of Ramp Deceleration Warning – Warns the driver to slow down to a recommended speed as the driver approaches the end of a queue.

• Wrong-Way Entry – Warns the driver of a vehicle that is entering the reversible express lanes from the wrong direction. This application also broadcasts a warning to other equipped vehicles on the reversible lanes that a wrong-way driver is approaching.

• Mobile Accessible Pedestrian Signal System – Requests a pedestrian crossing signal when an equipped pedestrian approaches the crosswalk at a signalized intersection.

• Pedestrian in a Signalized Crosswalk Vehicle Warning – Warns the driver when a pedestrian is using a crosswalk in the vehicle’s projected path. The pedestrian also receives a warning that a vehicle is approaching the crosswalk.

• Vehicle Turning Right in Front of Transit Vehicle – Warns the streetcar operator when a vehicle is turning right at an intersection the streetcar is approaching.

• Intelligent Signal System – Optimizes traffic signal timing based on real-time connected vehicle data.

• Transit Signal Priority – Gives buses priority at traffic signals to keep them running on schedule.

• Forward Collision Warning – Warns the driver when a forward collision is imminent.

• Emergency Electronic Brake Light Warning – Alerts the driver that a vehicle ahead is hard braking.

• Intersection Movement Assist – Warns the driver when it is not safe to enter an intersection.

• Probe Data Enabled Traffic Monitoring – Gathers real-time traffic data from connected vehicles to optimize transportation management.

Tampa is one of the first cities in the nation to deploy connected vehicle technology on real city streets. Tampa’s deployment is uniquely multimodal—encompassing pedestrians, buses, streetcars, and privately owned automobiles.

Stay updated on the Tampa Connected Vehicle Pilot:

Website: www.TampaCVpilot.com

Facebook: www.facebook.com/TampaCVpilot

Twitter: @Tampa_CV

Deployment by the Numbers

The Tampa Connected Vehicle Pilot is deploying:

• 1,500 privately owned vehicles equipped with onboard units

• 10 buses equipped with onboard units• 10 streetcars equipped with onboard units• 500 or more pedestrian participants • 40 roadside units.




Tampa, FL, 33602

Committee Reports

Meeting of the Citizens Advisory Committee (CAC) on January 11, 2017

The CAC elected David Wilson as Chairman for 2017 and Adam Fritz as Vice Chair. Mr. Bill Roberts was elected as Officer At-Large. The CAC also reviewed its attendance records for the last year and declared the seats designated for Plant City and Port Tampa Bay vacant. The CAC reviewed and approved the TIP amendment regarding survey funding as well as the MPO’s Northwest Hillsborough Transit Study. They commented on the need to show the anticipated effect on ridership of the recommended transit service improvements. They also received presentations on the Port Vision 2030 Master Plan, Social Justice in Transportation Planning, and FDOT Corridor Studies on East and West Busch Blvd and West Hillsborough Ave. Several citizens presented themselves and expressed interest in filling one of the vacant seats on the CAC. Members expect to make a decision at their next meeting and forward nominees to the MPO to fill the vacant at-large seats on the CAC.

Meeting of the Technical Advisory Committee (TAC) on January 23, 2017

A slate of officers was approved, with Charles White and Mike Williams continuing as Chair and Vice-Chair, and Amber Dickerson now serving as Officer at-large. The committee is excited about the addition of a representative from the Florida Department of Health, and asked that the MPO support adding a seat for the DOH to the committee. The Northwest Transit Study was approved after questions on route connections to Oldsmar, and public comment on the economic benefits of offering transportation options to customers and employees of the proposed Costco on Sheldon Road. Also, the TIP amendment was approved without comment. An update on three of District 7’s urban corridor studies prompted discussion about roadway level-of-service being used to justify not moving forward with multi-modal safety improvements. With almost all urban major roads in our area forecast to reach congestion levels well beyond LOS F by 2040, enabling other ways to safely move around should be on the table. District 7 staff assured the TAC that there would be public involvement opportunities before moving forward. The Port Master and Strategic Plan update was well received and members expressed interest in seeing the plans move forward.

Meeting of the Livable Roadways Committee (LRC) on January 18, 2017

The LRC reelected David Hey as Vice Chair and Nina Mabilleau as Officer at Large. The annual attendance was reviewed and no seats required vacation.

The committee approved the Northwest Transit Study, and heard presentations:

Integrating Equity into Regional Transportation Planning by CUTR FDOT Corridor Studies for East Busch Blvd and West Busch Blvd and

Hillsborough Ave.

The group observed that the demographic context of FDOT’s corridor studies is in heavily transit dependent, minority and low-income areas; and also suggested coordinating with the Innovation Alliance efforts, the school-area Road Safety Audits at Chamberlain High School, and previous City of Tampa studies of Busch Blvd. The LRC noted the older studies did not have the flexibility in creative design solutions that FDOT’s Complete Streets Policy allows today.

Meeting of the Bicycle Pedestrian Advisory Committee on January 11, 2017

The BPAC elected Patrick Thorpe as Chair, Tony Monk as Vice Chair, and Jim Shirk as Officer at Large.

The committee heard about How Development Occurs in Hillsborough County from the Planning Commission Director, and discussed how often developments are reviewed for factors like mobility, and whether maintenance costs are considered.

The committee also heard about How Posted Speed Happens, and discussed: formulas relating speed reductions to capacity improvements; how stoplights can be changed to not reward drivers who speed; whether speeds can be lowered during periods of high traffic; and efforts to permanently reduce speed on a road.

TBARTA MPO Staff Directors Meeting of January 13, 2017

The TBARTA MPO Staff Directors were briefed by the Hillsborough MPO on FHWA’s MPO Coordination and Planning Area Reform Rule and required target-setting for the Safety Performance Rule. The final MPO Coordination rule included significant changes to the deadline for compliance, which delays the effective date of compliance to approximately 2024. Ensuing discussions focused on the potential for coordinating safety performance “targets” or “goals” across the region; the issue will be revisited at upcoming meetings. The directors were also briefed on FDOT’s Regional Models of Cooperation Report, which highlighted some lesser-known efforts by Florida MPOs to coordinate regionally. A discussion ensued regarding the TBARTA Board adopting regional priority projects, recommended by the CCC. The date to participate in the first Collaborative Labs workshop for regional transportation planning coordination has been set for May 12, 2017 and will be held at the Collaborative Labs facility on the St Petersburg College campus. TBARTA staff discussed the Gulf Coast Region Trail Summit of January 23, 2017 at the Venice Community Center, and the formation of a staff working group to update the Regional Public Participation Plan Measures of Effectiveness Report, a project sponsored by Hillsborough MPO.

Intelligent Transportation Systems Committee (ITS) Meeting of January 12, 2017

The committee elected its officers for 2017 – Vik Bhide remains Chair; Mike Flick remains Vice-Chair; and Pierre Valles remains member at-large. It reviewed 2016 meeting attendance and declared no seat vacancies. The committee reviewed the final draft of the FHWA Data Business Plan (DBP) Pilot Project and voted to approve it. The DBP recommendation to create a Regional ITS working group was discussed further, and the committee wanted to extend membership to qualified professionals across the West Central Florida Region. Since then, all members of the MPO’s ITS committee have agreed to participate in the working group alongside representatives from across Pinellas, Pasco, Hillsborough, Polk, Hernando, Citrus, Sarasota, and Manatee Counties. The committee heard a status report from Waycare, an Israeli software firm which has developed a real-time crash prediction and analytical tool. The tool has the ability to assist traffic operations agencies by better predicting where crashes will occur on the network, given current conditions. Ron Chin, FDOT District 7, provided a status report regarding District 7’s Real-Time System Management Information Program (RTSMIP) and reported on an initiative to coordinate diversion timing patterns between freeways and arterials and explore potential diversion routes on US 301 in Brandon and US 92 in Plant City. Peter Hsu, also of FDOT, reported on the “Mini ROADS” initiative which links the District’s crash data management tool with mapping software and various transportation studies. The District believes this initiative will improve data accessibility and information management. Lastly, the committee was briefed by Angelo Rao of the City of Lakeland about a Leading Pedestrian Interval study that was conducted on 25 Lakeland intersections. The preliminary study concludes strongly that a pedestrian lead time of five seconds at signalized intersections is positively correlated with reduced pedestrian crashes within the study area. The City of Lakeland has offered to assist the City of Tampa to conduct a similar study at signalized intersections in Tampa.

1

The Need for Regional Transportation Governance in Tampa Bay

Prepared by the Eno Center for Transportation for the Tampa Bay Partnership

January 2017

EXECUTIVE SUMMARY The purpose of this white paper is to help leaders in Tampa Bay understand how moving to a regional structure for transportation planning, operations and decision-making is key to developing a regional transportation system – and why a regional transportation system is one of the foundations of a strong economy for future generations. Effective transportation systems enable workers to reach employment, move citizens to and from areas of service and opportunity, and facilitate global trade and the shipping of products between producers and consumers. In these ways, transportation exerts a clear impact on economic growth. The current county-based transportation decision-making structure in Tampa Bay was originally designed in 1970. But much has changed since then – and current data reinforces the need for a fresh approach:

The population of the four-county region has grown from 1.1 million to 2.9 million and this fact, in itself, supports the need for reform.

Roughly 20 percent of workers—nearly a quarter million people—in the metropolitan area commute to jobs outside their county of residence. Even more commute across municipal boundaries.

Out of the nation’s top metropolitan areas, only the Atlanta region saw a greater increase, since 1970, in the share of poor residents residing in suburbs. These neighborhoods tend to have the least access to transit services though the residents may be most dependent on it.

In relative terms to the largest 20 metropolitan areas in the United States, Tampa Bay ranks 19th in terms of transit supply.

While state Departments of Transportation build and manage the national Interstate Highway System, and cities and counties provide for local priorities and needs, the nation’s 409 metropolitan planning organizations (MPOs) are tasked with providing the regional view that enables surface transportation projects to be planned and delivered at the right scale. Because transportation, by nature, should operate so widely over each region it cannot be dealt with effectively by individual governments acting separately. Of the largest 20 metropolitan areas in the United States, only two lack a regional MPO structure: Tampa Bay and South Florida. Stronger metropolitan planning and capital programming entities and/or processes across jurisdictional and modal lines are essential prerequisites to making better decisions on the investment of scarce public resources.

2

This paper recommends that the region’s leaders seek to consolidate the multiple MPOs into one regional MPO. This consolidation will involve a deliberate process during which key decisions will have to be made, including, but not limited to: the number of counties that will be represented in the new MPO; the governance structure of the new MPO, i.e. who and how many people will serve on the board; and creation of advisory committees to ensure input from local governments, citizens and other constituencies. Beyond the obvious benefits from taking the regional view, research shows that regional MPOs offer other advantages, including:

Improved communication with community stakeholders and elected officials by serving as a convener and consensus-builder;

Sustained regional governance and decision-making;

Improved forecasting and planning due to access to better data and technology;

More efficient operations through economies of scale and consolidation of duplicative efforts.

The region’s transit authorities are county-based as well and, as a result, minimal transit operates across borders. For this reason, out of the top 100 metropolitan areas in the United States, Tampa Bay ranks 77th in terms of access to jobs by transit. This paper recommends that the region’s leaders seek to create a regional governance structure for the operation of transit agencies in the Tampa-St. Petersburg Urbanized Area, which includes the counties of Hillsborough, Pinellas and Pasco. A governance structure that should be considered strongly is an umbrella or coordinating agency, in the form of a Regional Transit Authority, under which the county-based authorities and/or agencies would function. And, to facilitate development of even more regional transit, this new regional authority would be enabled to create inter-local agreements with transit agencies in the neighboring counties of the Tampa Bay region. The data for Tampa Bay, and best practices from across the nation, make a compelling case that it’s time for Tampa Bay to move from its localized and county-based structures to regional transportation planning, operations and decision-making. To secure a strong economic future, it’s essential that the leaders of Tampa Bay recognize how important this change is, and take clear and certain steps to adapt to the best regional transportation governance practices that have been widely adopted across the nation.

I. OVERVIEW Today, our nation and our economy are driven by metropolitan areas. These complex regions of interwoven cities and suburbs are home to more than eight in ten Americans and jobs.1 They are global economic centers, major trade hubs, and highly productive centers that concentrate and

1 See: U.S. Bureau of Labor Statistics, “Metropolitan Area Employment and Unemployment Summary,” Table 1. Civilian Labor

Force and Unemployment by State and Metropolitan Area, December 2016.

3

strengthen the assets that drive our economy, grow the skills and incomes of our workers, and contribute to our environmental sustainability. Tampa Bay is one of those metros. With nearly 3 million residents it is the 18th largest in the country, bigger than Denver, Charlotte, or Orlando. It ranks 22nd in terms of number of jobs, and makes up 17 percent of Florida’s total gross domestic product. Although public policies focused on housing and environment clearly shape how places grow and develop, transportation planning and investments are just as important.2 However, today a daunting set of transportation challenges is threatening to undermine metropolitan areas’ competitive edge in the global economy. These concerns—crumbling infrastructure, growing distances between jobs and workers, lack of proper investment, and increasing congestion— will likely place greater emphasis on transportation governance and the ways regions make decisions about their priorities. However, in some places, including Tampa Bay, transportation planning remains hyper-localized with spot improvements made to ameliorate specific problems. For their part, metropolitan transportation plans are often just aggregations of local projects. That is why metropolitan leaders from coast to coast are largely calling for models for decision-making that reflect the regional nature of their economies.

The purpose of this white paper is to illustrate the urgent need for leaders in metropolitan Tampa Bay to put forth a strategic—yet grounded and pragmatic—approach to planning regional transportation supportive of both economic development and modern urban planning. The effort must focus on the unique challenges in the region with respect to two distinct, but tightly related, county-based transportation efforts: 1) the metropolitan planning organizations (MPO) that map out the short and long term transportation priorities for the region, and 2) the local public transit authorities that operate bus, streetcar, paratransit and other services. This paper does not offer precise recommendations but, rather, guiding principles and an economic case for regional decision makers to consider as they investigate regionalized transportation governance structures.

When this paper refers to the “Tampa Bay metro” it is synonymous with the federal Office of Management and Budget’s definition of the “Tampa-St. Petersburg-Clearwater, FL Metropolitan Statistical Area.” This definition includes Hernando, Hillsborough, Pasco, and Pinellas Counties and the principal cities of Tampa, St. Petersburg, Clearwater, and Largo. This is important because the counties included have a “high degree of social and economic integration” which is primarily measured by how people commute to work.3 The interplay between transportation and the economy literally defines the metropolitan area. Occasionally, this paper will refer to a Tampa Bay region, composed of the Tampa Bay metro and its tangent Metropolitan Statistical Areas: Homosassa Springs (Citrus County), Lakeland-Winter Haven (Polk County), and North Port-Sarasota-Bradenton (Manatee and Sarasota Counties).

2 For a discussion on how transportation shapes physical growth in regions, see: Edwin S. Mills and others, Sources of Metropolitan

Growth, Transaction Publishers, 2012. 3 Office of Management and Budget, “Revised Delineations of Metropolitan Statistical Areas, Micropolitan Statistical Areas, and

Combined Statistical Areas, and Guidance on Uses of the Delineations of These Areas,” OMB BULLETIN NO. 15-01, July 15,

2015.

4

The U.S. Census Bureau also classifies places as “urban areas.” These comprise relatively-dense contiguous communities and neighborhoods.4 The Tampa Bay metro has three of these areas: Tampa-St. Petersburg, Spring Hill, and Zephyrhills. The Tampa-St. Petersburg urban area has nearly 2.5 million people and covers all of Pinellas County, the western edge of Pasco County, and broad swaths of Hillsborough County. Most of the Spring Hill urban area (formerly known as the Brooksville urban area) is in Hernando County but part crosses over the border into Pasco. The entirety of the Zephyrhills urban area is contained in eastern Pasco County. (See Figure 1).5

Figure 1: Map of the Three Urban Areas in the Tampa Bay Metro

Illustrating the problem with fragmentation, the Tampa-St. Petersburg urban area is currently served by three different MPOs (Forward Pinellas, Pasco MPO, Hillsborough County MPO) and three transit agencies (Hillsborough Area Regional Transit Authority, Pasco County Public Transportation, and Pinellas Suncoast Transit Authority.) In recent years, the MPOs serving the three central counties of the Tampa Bay metro have met as the Tampa Bay Transportation Management Area (TMA) Leadership Group, serving as an advisory body to their respective “home” MPOs. While the TMA provides an opportunity for convention and discussion, it has little influence and authority in the transportation planning process. These metropolitan organizations and transit providers operate on a decidedly non-metropolitan level. 4 For a detailed definition see: U.S. Census Bureau, “2010 Census Urban and Rural Classification and Urban Area Criteria,” 2011. 5 A small portion of the Crystal River urban area extends into northern Pasco County. A small portion of the Lakeland urban area

extends into eastern Hillsborough County. These smaller urban areas would need to be accounted for in any potential consolidation

effort.

Zephyrhills Urban Area

Tampa-St. Petersburg Urban Area

Spring Hill Urban Area

5

At a larger geographic scale, there have been attempts to engage in meaningful planning beyond the boundaries of a particular county. In 2009, the Florida legislature created the Tampa Bay Area Regional Transportation Authority (TBARTA) in order to develop a Regional Transportation Master Plan for the seven county region.6 TBARTA is funded through FDOT and contributions from participating county governments, and benefits from the (to date, unused) authority to issue bonds. While TBARTA appears to have played a helpful role in the metropolitan planning process, it has focused the bulk of its limited resources on commuter services, regional visioning, and building awareness of the need for a regional approach to transportation. Six MPOs in the greater Tampa Bay region do regularly engage to discuss and work together on issues that cross MPO boundaries, most prominently through the Tampa Bay Regional Transportation Authority (TBARTA) MPO’s Chairs Coordinating Council (CCC). (see Figure 2)

Figure 2: TBARTA MPOs CCC Participating Agencies

Source: Florida Metropolitan Planning Organization Advisory Council

The organization serves as the necessary forum for the MPOs to work together on two federally-required regional documents: the Congestion Management Process; and air quality conformity analysis. However, the CCC is not staffed nor does it have a regular budget. It relies instead on member MPOs to provide rotating staff services, meeting space, and in limited circumstances funding to hire consultants for projects. As a result the CCC, like the TMA, is another example of well-intentioned, but ultimately less impactful, regional planning and decision-making. Overall the transportation planning and transit structures are fragmented with governance structures provided largely at the county level. This approach is out-of-step with how people and goods move throughout a region and results in too many local projects competing for too little money. It also runs directly counter to federal and state efforts to encourage better metropolitan thinking and action, as described in Section IV.

6 TBARTA covers Pinellas, Hillsborough, Pasco, Polk, Hernando, Manatee, and Citrus Counties.

6

II. THE RELATIONSHIP BETWEEN REGIONAL TRANSPORTATION AND THE ECONOMY Metropolitan areas matter. They are the engines of the new global economy. Supplier networks and customer relationships are regional rather than local in nature. Labor markets and commuting patterns cross jurisdictional and state lines. Firms make decisions on location and expansion based on regional advantages and amenities, particularly seaports and airports, as well as roads and railroads.7 Metropolitan areas are where most Americans live, work, and produce the majority of the nation’s economic output. The services and revenues they generate drive state economies. When metropolitan America thrives, the nation thrives.8 A parallel development to the emergence of these large, densely populated metropolitan areas is the evolution of the American economy into a series of clusters—networks of firms that engage in the production of similar and related products and services. And firms within these clusters crave proximity through connectivity—to qualified workers, to specialized legal and financial services that often require face-to- face interaction, to infrastructure that enables the mobility of people and goods, and to other firms so that ideas and innovations can be rapidly shared. Density, mobility and access (the essence of urban and metropolitan places) matter even more in the new economy than they did in the industrial economy. To further the case for the importance of these metropolitan regions, the top 100 metropolitan areas alone claim only 12 percent of our land mass but harbor more than 65 percent of our population, 74 percent of our most educated citizens, 77 percent of our knowledge economy jobs, and 84 percent of our most recent immigrants. They also generate 75 percent of the nation’s gross domestic product.9 (See Figure 3).

Figure 3: The 100 Largest Metropolitan Areas’ Share of U.S. Total, Select Categories

Source: Brookings Institution

7 Jean-Paul Rodrigue, The Geography of Transport Systems, Hofstra University, 2017. 8 For a comprehensive analysis with evidence about why metros matter, see: Alan Berube, “MetroNation: How U.S. Metropolitan

Areas Fuel American Prosperity,” Brookings, 2007. 9 Data from the Brookings Institution’s Metropolitan Policy Program.

7

Metropolitan areas also represent the geographic reality of how our labor and housing markets are organized, in that the vast majority of people who live within a given metropolitan area also work there. Nearly 92 percent of workers living the nation’s 100 largest metropolitan areas commuted to jobs within their own metropolitan area. And they frequently cross municipal and county borders within metropolitan areas on their way to work. In the Tampa Bay metropolitan area, roughly 20 percent of workers—nearly a quarter million people—commute to jobs outside their county of residence.10 (See Table 1 and Figure 4). Even more commute across municipal boundaries. Table 1: Residence County to Workplace County Commuting Flows for the Tampa Bay Metropolitan Area

Residence County Workplace

County Workers in

Commuting Flow

Hillsborough Hillsborough 507,723

Pinellas Pinellas 348,589

Pasco Pasco 93,607

Hernando Hernando 33,967

Total Intra-County 983,886

Pasco Hillsborough 51,525

Pinellas Hillsborough 42,358

Hillsborough Pinellas 32,626

Pasco Pinellas 23,142

Hillsborough Pasco 9,548

Other Inter-County 74,077

Total Inter-County 233,276

Total Commuters 1,217,162

10 Eno analysis of 5-Year American Community Survey County to County Commuting Flows, U.S. Census Bureau.

8

Figure 4: Residence County to Workplace County – Major Commuting Flows for the Tampa Bay Metropolitan Area

Sources: U.S. Census Bureau, 2009-2013 5-Year American Community Survey

While economic health is clearly important to metropolitan areas, access to economic opportunity for all segments of society is equally so. Unfortunately, inequality is a continual problem in metropolitan America. Too many Americans are not only poor but also live in what are neighborhoods of concentrated poverty, which themselves are associated with higher crime rates, worse health outcomes, failing schools, and fewer job opportunities.11 While most of these high-poverty neighborhoods are still in center cities, the majority of all poor households now live in the suburbs—and those communities tend to not offer the same social services or employment opportunities that previous generations had available in central cities. Since 1970 in the Tampa Bay region, the share of poor residents residing in suburbs increased by 25.2 percent, the second highest increase among major metro areas, and three times the national metro average (see Table 2). In 2012, the region’s 15.1 percent suburban poverty rate was the 22nd highest nationally.12

11 Areas of concentrated poverty are those where 40 percent of the population in a Census tract lives below the federal poverty level.

Patrick Sharkey, Stuck in Place: Urban Neighborhoods and the End of Progress Toward Racial Equality, University of Chicago

Press, 2013. 12 Elizabeth Kneebone, “The Growth and Spread of Concentrated Poverty, 2000 to 2008-2012,” Brookings Institution, 2014.

9

Table 2: Ten Largest Change in the Share of Metro Poor in Suburbs in the Nation's Largest Metropolitan Areas, 1970 to 2012

Metropolitan Area Name 2012 Suburban Poor

Population Percentage Point Change in Suburban Share 1970-2012

Atlanta-Sandy Springs-Marietta, GA 780,843 28.0% Tampa-St. Petersburg-Clearwater, FL 319,259 25.2% New Orleans-Metairie-Kenner, LA 127,429 25.0% Salt Lake City, UT 106,905 23.7% Washington-Arlington-Alexandria, DC-VA-MD-WV 338,692 23.5% Baltimore-Towson, MD 155,213 21.7% St. Louis, MO-IL 304,572 21.6% Chicago-Joliet-Naperville, IL-IN-WI 703,472 20.6% Cleveland-Elyria-Mentor, OH 177,718 19.6% Suburban Total for 95 Largest Metros 16,502,672 8.3%

Source: Suburban Poverty Data Tables, Brookings Institution

By enabling workers to reach employment, moving citizens to and from areas of service and opportunity, facilitating global trade, and shipping products between producers and consumers, transportation exerts a clear impact on economic growth. Improving physical access to economic opportunity enhances the efficiency of labor markets, brings public services within reach of all citizens, and generally can improve quality of life.13 Only 27 percent of all personal trips are social or recreational in nature. Everything else is in some ways related to economic productivity, such as commuting and work related trips (17 percent of all trips), shopping and running errands (45 percent), and trips to school (10 percent).14 Since the beginning of the Republic, transportation invention and investment have dictated and influenced the shape and the pace of urban economic development. More often than not, transportation has determined where cities are located and whether and how they grow. This has been true of great port cities, like New York and Tampa, or of rail and air hubs, like Atlanta and Chicago. The performance of a region’s entire and integrated transportation system is critical to its economic, social, and environmental success.

III. THE CASE FOR REGIONAL TRANSPORTATION PLANNING

The clearest argument for coordinating the design and construction of transportation at the regional level is because so many personal and vehicle movements within each region cross jurisdictional boundaries. In this way, for transportation to facilitate regional economic growth and prosperity, social cohesion, and environmental quality, metropolitan regions must have in place the appropriate decision-making processes. Strong metropolitan planning and capital programming entities and/or processes across jurisdictional and modal lines are essential prerequisites to making better decisions on the investment of scarce public resources. When done

13 See e.g.: Michael Porter, “Location, Competition, and Economic Development: Local Clusters in a Global Economy,” Economic

Development Quarterly 14, no. 1 15-34, 2000. 14 School and church trips are combined. See Federal Highway Administration, “Summary of Travel Trends: National Household

Travel Survey,” 2009.

10

right it allows investment priorities to be established by targeting those projects and programs that bring the greatest economic benefits to the entire region.

While state Departments of Transportation build and manage the national Interstate Highway System, and cities and counties provide for local priorities and needs, the nation’s 409 metropolitan planning organizations (MPOs) are tasked with providing the regional view that enables transportation projects to be planned and delivered at the right scale. This is because transportation, by nature, operates widely over each region as a whole and connects across too many localities to be effectively dealt with by individual governments acting separately. Of course local and county governments conduct valuable activities to address neighborhood and community transportation concerns but economy-shaping investments—in freight movement, in public transit, in highways—require cooperative priority-setting and decision making, to deliver the right set of plans and projects at a scale that works. Table 3 shows that most metros similar in size- and competitors for investment and growth – to Tampa Bay have regional MPOs to handle their transportation planning.

Table 3: Select Metropolitan Planning Organizations and Population Served

Metro Area Metropolitan Planning Organization MPO 2010 Population

San Diego San Diego Association of Governments 3,095,271

Denver Denver Regional Council of Governments 2,827,082

Minneapolis-St. Paul Metropolitan Council 2,849,557

Atlanta Atlanta Regional Commission 4,819,026

Seattle Puget Sound Regional Council 3,690,866

Phoenix Maricopa Association of Governments 4,055,281

Orlando Metroplan 1,837,385

Tampa Bay* Multiple 2,609,965

Hillsborough MPO 1,228,761

Forward Pinellas 915,810

Pasco MPO 465,394

*Hernando County is part of a multi-county MPO with Citrus County, serving a population of 313,992

There is ample additional evidence that MPOs with larger geographic footprints are more effective. A comprehensive 2015 study found that officials and staff at large-scale MPOs are better able to connect and network with a range of stakeholders and the general public, as well as with all levels of government (including federal).15 This is based on a survey of hundreds of MPO leaders across the country. Another study from 2011 found that metropolitan areas with greater formal centralization were more effective in sustaining regional governance capacities than places that

15 Christopher J. Koliba and Jack Wayne Meek, “Scale and Intensity of Collaboration as Determinants of Performance Management

Polycentric Governance Networks: Evidence from a National Survey of Metropolitan Planning Organizations,” Policy & Politics,

July 2015.

11

kept governing structures the same and simply “collaborated.”16 In 2004, researchers found that the trend toward more decentralized governance, may be “reducing the ability of these regions to remain competitive and generate growth over the long term.”17 There are several reasons for this. For one, larger MPOs are better able to assemble data and technology tools to support forecasting efforts and therefore able to conduct more comprehensive metropolitan planning. This was partly the motivation for the creation of the Chicago Metropolitan Agency for Planning (CMAP). In 2005, the state created CMAP by merging the operations of the Chicago Area Transportation Study (CATS) and the Northeastern Illinois Planning Commission (NIPC). CMAP now covers seven counties which is similar to the service area of transit providers in the region, and is also similar to the boundaries used to analyze air quality conformity. Fully regional MPOs are also far better positioned to serve as a convener and consensus builder. Virginia’s Hampton Roads Planning District Commission (HRPDC) was created following the merger of two regional planning agencies. Doing so allowed it to serve as the platform for a truly regional visioning effort called Envision Hampton Roads. By having fewer MPOs, there are several economies of scale that could possibly be achieved that reduce the cost of operation. These include but are not limited to better insurance rates, reduction in staff duplication, and fewer executive salaries. In 2002, the Baltimore Metropolitan Council absorbed the Annapolis MPO. This freed the Annapolis region from needing its own office space and technology tools. In summary, beyond the obvious benefits of taking the regional view and, as a result, making more strategic decisions, regional MPOs offer the following advantages:

Improved communication with community stakeholders and elected officials by serving as a convener and consensus-builder;

Sustained regional governance and decision-making;

Improved forecasting and planning due to access to better data and technology;

More efficient operations through economies of scale and consolidation of duplicative efforts.

Extant organizational structures are rooted in the demands placed on the MPO by its geographic boundary and the demands of local governments inside the boundary. More succinctly, the boundary drawn around a metropolitan planning area will identify the needs of that area, and prioritize projects that solve for those needs. If the planning area does not include the economic market as a whole, localized issues and needs are more likely to receive attention and the more impactful, regional challenges will fail to be addressed.

16 Margaret Weir and others, “Collaboration Is Not Enough: Virtuous Cycles of Reform in Transportation Policy,” Urban Affairs

Review, 44(4), 2009. 17 David K. Hamilton and others, “Exploring the Horizontal and Vertical Dimensions of the Governing of Metropolitan Regions,”

Urban Affairs Review, 40(2), 20014.

12

This paper recommends that the region’s leaders seek to consolidate the multiple MPOs into one regional MPO. This consolidation will involve a deliberate process during which key decisions will have to be made, including, but not limited to: the number of counties that will be represented in the new MPO; the governance structure of the new MPO, i.e. who and how many people will serve on the board; and creation of advisory committees to ensure input from local governments, citizens and other constituencies.

IV. EFFORTS TO REFORM METROPOLITAN PLANNING STRUCTURES The federal government’s Intermodal Surface transportation Efficiency Act (ISTEA) first required that MPOs develop long and short-range transportation plans in 1991. The purpose was to aid in the selection of projects by requiring an inclusive and regionally representative process that gave adequate consideration to all modes.18 However, federal law defers to the states on MPO organizational structure, boundary drawing, and staffing of those agencies. Florida statute adds a handful of requirements, such as caps on the size of the governing board. Florida law also suggests the composition of the governing board include membership by major transportation providers in the region such as transit operators, toll authorities, airports, and ports. Other than that, MPOs are largely free to set up their organization any way they choose. Neither the federal nor state governments have authority to require changes to internal processes, as long as a regional plan that meets all legal requirements is adopted and the rights of citizens are protected. In 2016, the U.S. Department of Transportation released a Notice of Proposed Rulemaking on MPO Coordination and Planning Area Reform. The rule was specifically intended to “emphasize the importance of applying a regional perspective during the planning process, to ensure that transportation investments reflect the needs and priorities of an entire region.”19 Reducing fragmentation was cited as being important because regions with different metropolitan transportation planning processes is inefficient and confusing to the general public. The rule specifically targeted the 35 percent of the nation’s MPOs that share an urban area with another MPO. Tampa Bay is in this group of regions that to date have not fully developed institutions scoped to the regional level and rely instead on county or other sub-regional agencies. Tampa Bay is not alone in being targeted by the rule. Nationwide, about 140 MPOs – of 409 in total – are affected, particularly in areas with recent high population growth. This is because once-separate urban areas grew together, like in Tampa Bay. The 1970 Census established separate urban areas for the places surrounding the cities St. Petersburg, Clearwater, and Tampa. MPOs were established to plan for each urban area. In the following decades, these urban areas grew toward each other, and added new development in adjacent population centers like Brandon,

18 U.S. Department of Transportation, “A Guide to Metropolitan Transportation Planning Under ISTEA— How the Pieces Fit

Together,” FHWA-P.D.-95-031, 1995. 19 Metropolitan Planning Organization Coordination and Planning Area Reform, 81 FR 41473, June 27, 2016.

13

New Port Richey, and New Tampa. However, despite the transformations to development and commuting patterns in the Tampa Bay metro (including nearly 200 percent population growth, representing over 2 million residents) the Carter-era MPO boundaries for Hillsborough, Pasco, and Pinellas counties remain unchanged. Figure 5 depicts the historic and projected population for the Tampa Bay Metro.

Figure 5: Tampa Bay Metropolitan Statistical Area Population - Historic and Projected

Sources: Historic Data (1960-2010) - Decennial Census; Projected Data (2020-2040) - University of Florida Bureau of Economic and

Business Research

The federal rule was made final on December 20, 2016. It continues to require a single set of planning documents, but created a process where existing MPOs and the governor(s) of the state could be exempt themselves from this requirement.20 Given the political transition in Washington it is unclear whether the final rule will be fully implemented. 21 Whether or not there is a federal mandate, MPO mergers can happen voluntarily and the Tampa Bay region remains primed for a reevaluation of its regional transportation governance structure. The Tampa Bay TMA, joined by TBARTA and the MPOs CCC representing the larger Tampa Bay region, have approved a scope of work to examine regional transportation planning over the next year – an effort largely prompted by the proposed federal rule. For its part, there is evidence that the state of Florida prefers to see inter-county planning in Tampa Bay and across the state. The Florida Department of Transportation (FDOT) 2060 plan clearly points out that the state has more

20 The rule’s implementation was postponed until 2024, which is the date when MPOs must redraw their boundaries using

information from the 2020 Census. This postponement made the rule easier to approve because it lowered the expected cost of the

rule, as MPOs were going to have to reexamine their boundaries at that time anyway. There is also the potential for court

challenges under the equal protection clause and civil rights grounds that could overturn the rule. See: Barry Seymour,

“Metropolitan Planning: A History of Success, an Uncertain Future?” Eno Center for Transportation, 2016. 21 During her confirmation hearing, Transportation Secretary-designate Elaine Chao agreed to “take a look” at the MPO rule (among

others) in response. Therefore, it is possible that the MPO rule could be replaced with a new rule issued by the U.S. DOT.

-

1,000,000

2,000,000

3,000,000

4,000,000

1960 1970 1980 1990 2000 2010 2020 2030 2040

UZAsidentified; First MPOs

formed

Pinellas

Pasco

Hillsborough

Hernando

14

MPOs than any other, and a relatively large number of fixed route transit system operators, airports, seaports, and toll authorities.22 It goes on to say that, to match the regional nature of the state’s economy, “consolidation of transportation entities” is required. There is no inherently “superior” MPO organizational structure.23 We believe the best is the one that allows the MPO to perform effective metropolitan planning, achieve regional consensus, and provide efficient stewardship of public funds, particularly internal operating dollars. Given that some MPOs are more than four decades old, it is important to regularly revisit the organizational structure to ensure that the agency is best positioned to meet those objectives. V. THE CASE FOR REGIONAL TRANSIT Similar to the region’s MPOs, the two major transit agencies in Tampa Bay—Hillsborough Area Regional Transit Authority and the Pinellas Suncoast Transit Authority (PSTA)—are county-based. Pasco County’s transportation agency is a county department. As a result, among the 20 largest urban areas in the U.S., Tampa Bay is one of only two that do not have any transit operator capturing the majority of market share.24 Furthermore, among the 20 largest metropolitan areas, Tampa Bay ranks, on a per capita basis, last or next-to-last in the most relevant indicators of transit supply and demand, such as revenue miles, unlinked passenger trips, and passenger miles.25 When transit service is fragmented, or not connected seamlessly, the result can be sub-optimal transit service across the region, including burdensome fare penalties and difficulty for commuters when they transfer to other services. As illustrated in Table 1, about 75,000 commuters flow daily between Pinellas and Hillsborough Counties, but with very few public transit options.26 Over the past two decades, the PSTA and HART have offered premium, albeit intermittent, weekday bus services across the bridges spanning Tampa Bay.27 There is also an identified need for improved service across the land border between northern Pinellas and Hillsborough Counties. One of the best examples of the lack of regional transit service is the fact that on weekends one can see on the HART schedule 14 buses going from Dover, in eastern Hillsborough County, to Downtown Tampa. Meanwhile, there is absolutely no weekend service between Downtown Tampa and St. Petersburg or Clearwater, the other two large cities in Tampa Bay.

22 Florida Department of Transportation, “2060 Florida Transportation Plan,” 2011. 23 Alexander Bond and others, “Staffing and Administrative Capacity of Metropolitan Planning Organizations,” Center for Urban

Transportation Research, University of South Florida. Prepared for the Federal Highway Administration, 2010. 24 Global Transit Innovations, “Causes and Consequences of Transit Fragmentation in the San Francisco Bay Area,” University of

Minnesota, March 26, 2016. 25 Analysis of 2014 Table 19: Transit Operating Statistics: Service Supplied and Consumed, Federal Transit Administration 26 Eno analysis of 5-Year American Community Survey County to County Commuting Flows, U.S. Census Bureau. 27 There is currently little or no scheduled public transit service in Pasco County. Demand for service within and into/out of Pasco

County is likely similar to the demand found in northern Pinellas/Hillsborough.

15

It is important to note that the operators in the Tampa Bay region do a relatively good job providing transit service to residential neighborhoods. Sixty-eight percent of working-age residents live in neighborhoods within 3/4ths of a mile of a transit stop. This nearly matches the 69 percent average for the 100 largest metropolitan areas. However, only 16 percent of jobs in the Tampa Bay metro are accessible via a 90-minute transit commute, directly attributable to the lack of inter-jurisdictional connection, itself a by-product of the transit services provided on a county-by-county basis. As a result, the Brookings Institution ranked the Tampa metropolitan area 77 out of 100 for transit job access in 2011. Fortunately, HART and PSTA have expressed an interest in working more closely together, and consultants have offered advice ranging from establishing inter-local agreements to complete consolidation and/or merger.28 This paper recommends that the region’s leaders seek to create a regional governance structure for the operation of transit agencies in the Tampa-St. Petersburg Urbanized Area, which includes the counties of Hillsborough, Pinellas and Pasco. A governance structure that should be considered strongly is an umbrella or coordinating agency, in the form of a Regional Transit Authority, under which the county-based authorities and/or agencies would function. And, to facilitate development of even more regional transit, this new regional authority would be enabled to create inter-local agreements with transit agencies in the neighboring counties of the Tampa Bay region.

VI. EFFORTS TO REFORM TRANSIT GOVERNANCE Florida law created regional transportation authorities (RTA) in order to spearhead coordination and public transit operation. The South Florida RTA was created to serve as the owner and operator of Tri-Rail. In greater Orlando, the Central Florida RTA was created to serve as the owner/operator of the transit agency known as Lynx. In the panhandle, the Northwest Florida Transportation Corridor Authority was created to provide roadway corridor planning along the coast. The legislature would need to create a regional transportation authority for Tampa Bay, but there is ample precedent for doing so. One idea that merits further investigation: TBARTA has already been enabled by the legislature with most of the functions that a transit agency needs, but it would need to be repurposed and refocused on a specific geographic area and its board governance restructured accordingly. Across the country, the greatest challenges for transit are often rooted in the governance of—and subsequent interactions between—regional entities. While every region is unique in terms of its history, geographic make-up, and political and legislative constraints, each can learn from the experience of others to improve its transit governance structures in ways that will generate substantial benefits for transit users and for the regional economy as a whole.

28 Anne Lindberg, “PSTA, HART Take Steps to Formal Working Partnership,” SaintPetersBlog, January 4, 2017.

16

The governance options range from structured collaboration through formal agreements to consolidation of all transportation and planning functions into a single one-stop agency. In between these two extremes, there are options that might make sense for Tampa Bay. In particular, we point to the possibility of creating an umbrella or coordinating agency, under which the county-based authorities and/or agencies would function. Several regions have created or designated an umbrella or oversight agency that works to coordinate efforts of the multijurisdictional system. The Metropolitan Transportation Commission (MTC) in the San Francisco Bay Area is one example of a coordinating agency does a good job linking together the transit systems of 26 different operators. MTC distributes capital funding, manages the Clipper Card fare system, and serves to moderate between all of the agencies.29 Tampa Bay leaders should carefully consider the case of Chicago where the three transit operators (the Chicago Transit Authority, Metra, and Pace Suburban Bus Service) are all under the umbrella of the Regional Transportation Authority (RTA). RTA distributes funding to each agency but has limited political or statutory power and, as a result, allocates available revenues based on outdated formulas. For the RTA to use its funding authority to effectively push the individual agencies toward regional goals, it needs much greater authority than it currently enjoys.30 Regardless of the specific governance solution, there are several important ideas that stakeholders in the Tampa Bay Region should consider when considering reforms to the regional transit governance.31 Access to an independent source of funding benefits transit planning and operations. Many regions in the U.S. have strong agencies with their own sources of dedicated funding. Toll revenue is one example of a dedicated source. A dedicated source of funding can help give agencies some of the necessary independence to make wise investment decisions. Regions need a performance-based capital planning system. Capital planning decisions are always going to be influenced by political considerations, which can challenge sound, long-term decision-making. These can be mitigated, to a degree, by introducing regional goals along with performance measures for evaluating progress toward the goals. The MTC in San Francisco controls the purse strings and prioritizes projects and investments based on a quantitative analysis of benefits and costs. Board representation and selection is critical. Some regions are plagued by unbalanced representation which often leads to poor decision-making, typically in favor of overrepresented localities. Regions need to develop ways to ensure that board representation better reflects the

29 Michael Cabanatuan, “Seamless Bay Area Transit System Proposed to Attract New Riders,” SFGate, March 2015. 30 Olaf Merk, “Metropolitan Governance of Transport and Land Use in Chicago,” Organization for Economic Cooperation and

Development, 2014. 31 For an extensive analysis of transit governance see: The Eno Center for Transportation and TransitCenter, “Getting to the Route of

+It: The Role of Governance in Regional Transit,” 2014.

17

geographic distribution of transit users, and is dynamic enough to change over time as the region’s transit needs change. Consolidation typically provides policy and service benefits. Not all regions can create a single unified organization, nor would this necessarily be desirable, especially in larger states with multiple metropolitan areas. On the other hand, in some regions the fragmentation and redundancy caused by multiple agencies creates undue challenges and some consolidation, or increased collaboration, would be an improvement. VII. CONCLUSION Some urban thinkers and policymakers have long recognized that so many of our country’s challenges (transportation, environment, poverty, crime) cross the borders of political jurisdictions. As such, they can only be addressed meaningfully on a regional or metropolitan level; individual communities are generally too small and do not have the scope or scale to deal with these well-entrenched issues effectively. That message is starting to resonate as many metropolitan areas have begun the difficult process of reassessing transportation plans.

The Tampa Bay region needs to reform its transportation governance in response to these trends. While local and state leaders have worked to tackle transportation fragmentation in the region—most notably by creating TBARTA in 2007—planning and transit service continue to be provided largely at the county level. This approach is out-of-step with how people and goods move throughout a region and results in too many local projects competing for too little money. It also runs directly counter to federal and state efforts to encourage thinking and action on a regional scale.

For the Tampa Bay region there are a range of potential options. With strong state encouragement, the region should voluntarily merge its county-based MPO structure to a single independent organization not housed by a single local government. A less satisfying response may be to promote stronger coordination among MPOs within common urbanized areas or reflecting broader economic relationships, such as building on existing MPO alliances. But any activity aimed at strengthening regional coordination should be considered only an interim step toward full consolidation.

The region should also consider governance reforms for its two main transit systems – HART and PSTA – and Pasco County Public Transportation. While current efforts to partner formally and pursue joint procurement opportunities should continue, the region must also plan for a formal regional structure. Doing so would result in a seamless transit service in Hillsborough and Pinellas counties where the vast majority of regional riders are already located. While it is possible to dissolve both agencies and reconstitute them as a single organization with a single governing board and staff, the region should also consider using TBARTA as the regional transit operator, as it may provide a readymade opportunity to create seamless and coordinated transit service throughout the metropolitan area.

18

Whatever the solution, it needs to be a locally-driven and informed by a rigorous and independent examination of the situation in the region today. The Tampa Bay region has all the tools to transform its transportation system into one that functions in a way that matches the other significant assets it already has by acting with purpose and clarity. It is also fortunate that civic, corporate, and political leadership at all levels seems to be aligning around a set of bold ideas. This presents a generational opportunity for real change. The region should not miss out on that opportunity.

This white paper was prepared by staff at the Eno Center for Transportation for the Tampa Bay Partnership. The primary authors are Robert Puentes, Alexander Bond, Paul Lewis, and Emil Frankel.

About Eno The Eno Center for Transportation is an independent, non-partisan think-tank that promotes policy innovation and leads professional development in the transportation industry. As part of its mission, Eno seeks continuous improvement in transportation and its public and private leadership in order to increase the system’s mobility, safety, and sustainability. The leader in its field for nearly a century, Eno provides government and industry leaders with timely research and a pragmatic, fact- based voice on policy issues. Eno publishes rigorous, objective analyses on the problems facing transportation and provides ideas for and a clear path toward possible solutions. As an objective convener, Eno brings impartial research as well as a forum for multiple stakeholders and interest groups to voice their concerns and recommendations. Based on research, convening, and analysis, Eno serves as an unbiased, expert source of information on provocative transportation topics many of which have not been examined with academic rigor or independence.

EVERY DAY COUNTS EDC-3

R E G I O N A L M O D E L S O F C O O P E R AT I O N

S TAT U S O F R E G I O N A L C O O R D I N AT I O N A N D

P E R F O R M A N C E M E A S U R E S R E G I O N A L

C O L L A B O R AT I O N P I L O T P R O J E C T

Florida Department of Transportation

December 2016

ii

Review of MPO Regional Planning & Decision Making

Executive Summary

Purpose The Florida Department of Transportation (FDOT) has a long history of involvement with the Every Day

Counts (EDC) program, which was initiated in 2009 by the Federal Highway Administration (FHWA) and

the American Association of State Highway and Transportation Officials (AASHTO). The EDC program is a

state-based model to aid in the identification of proven but underutilized innovations to shorten project

delivery, improve safety, decrease congestion, and increase environmental sustainability at the state and

local level. Three groups of initiatives have been released thus far: EDC -1, EDC-2, and EDC-3.

This report serves as an update to the EDC-3 Regional Models of Cooperation Report that was released in

February 2015, which highlights the ongoing efforts of regional metropolitan planning organization (MPO)

collaboration, cooperation, and coordination within Florida. It highlights the initiatives that FDOT and

Florida’s MPOs have been involved with related to EDC-3, through a review of:

Structure of MPO Coordination in Florida

Overview of Key Updates from Previous Report

Accomplishments, Best Practices, and Lessons Learned

Performance Measure Coordination and Collaboration

FDOT Central Office Regional Coordination Efforts

Summary of Updates (Since the Last Report) The 2015 EDC-3 Regional Models of Cooperation Report provided a rich level of context on regional

transportation planning that was occurring throughout Florida—at FDOT as well as at Florida’s MPOs. In

addition to providing updated information on the level of regional collaboration occurring in Florida, this

report illuminates additional information not contained in the previous report, most notably:

Classification of Florida’s MPOs into 3 categories:

o MPOs that are part of a regional alliance of three or more MPOs (17 MPOs)

o MPOs that are stand-alone multi-county and are not part of a regional alliance (3 MPOs)

o MPOs that are contiguous with another MPO(s) working together to coordinate their

regional planning efforts (7 MPOs)

Review of regional MPO alliances, partnerships and processes

Review of collaboration/coordination occurring between FDOT and Florida’s MPOs

Review of linkages between FDOT’s planning efforts with Florida’s MPOs, modal partners, and

numerous stakeholders

Notable accomplishments of regional collaboration

FDOT’s leadership in collaborative performance management/measurement outreach

iii


EXECUTIVE SUMMARY

Notable Accomplishments FDOT and Florida’s MPOs have been engaged in regional collaboration for a number of years. This report

highlights some of these notable accomplishments.

FDOT Florida has been nationally recognized for its work in performance measurement, and continues to be at

the forefront of this effort nationwide. Through a collaborative process, FDOT has hosted a series of

Performance Workshops at the last three annual statewide Florida Metropolitan Planning Partnership

(FMPP) Statewide meetings. These workshops provide a forum for the MPOs, FDOT, FHWA and FTA to

collaborate and improve the ways they conduct business and interact with each other. Key areas have

been identified, and apply not only to performance reporting, but to the overall planning process. As a

result of increased collaboration between FDOT and the MPOs, a Performance Measures Collaboration

Pilot Project was launched to analyze the effort required to develop performance reports for Florida’s

MPOs. The resulting effort is meant to standardize the performance reporting process and develop a

dataset to be used by Florida’s MPOs for performance measure development.

FDOT Central Office has been involved with a variety of different efforts related to statewide/regional

coordination, including:

Florida Transportation Plan (FTP) and Strategic Intermodal Systems (SIS) Policy Plan - Over the

past two years, FDOT has been engaged in a collaborative process with its partners to update the

Florida Transportation Plan (FTP), which is the long-range transportation plan for the state of

Florida, and the Strategic Intermodal Systems (SIS) Policy Plan, which includes policies for the

development and implementation of Florida’s statewide high-priority network of transportation

facilities. FDOT has been a leader in coordinating its planning efforts with Florida’s MPOs and

other numerous stakeholders, with participation from approximately 15,000 individuals.

Performance Measurement - Florida has been nationally recognized for its work in performance

measurement, and continues to be at the forefront of this effort nationwide. FDOT has been

producing annual performance reports since 2013 that not only address the requirements first

established in MAP-21, but have also been at the forefront of progressively targeting performance

priorities.

Florida’s Future Corridors Initiative - The Florida’s Future Corridors Initiative is a statewide effort

led by FDOT in collaboration with statewide, regional and local partners to plan for the future of

Florida’s major statewide transportation corridors over the next 50 years. This effort, which was

coordinated with the update of the FTP, is coordinating the planning for a transportation system

that will maintain Florida’s economic competitiveness and quality of life while addressing the

state’s transportation needs.

Safety - FDOT aims to continually improve the safety of the traveling public through the

development and implementation of the Florida Strategic Highway Safety Plan (SHSP), which was

updated this year. The SHSP was updated by FDOT in coordination with other state agencies,

metropolitan planning organizations, local governments, and other stakeholder partners.

MPOs Florida’s MPOs are actively engaged in regional coordination efforts in carrying out their transportation

planning activities. Through these efforts, the MPOs have been successful in identifying key regional

priorities, streamlining project development, and ensuring broad public participation. These approaches

iv


EXECUTIVE SUMMARY

vary from MPO to MPO, and many have been fine-tuned over the years to produce a process that can be

used as an example for other MPOs. Though not exhaustive, some key successes include:

The Central Florida MPO Alliance (CFMPOA) is using a bottoms-up approach to develop a 2040

Regional LRTP that builds upon individual MPO LRTPs adopted throughout the region.

MegaRegion joint meetings between the CFMPOA and the Tampa Bay Area Regional

Transportation Authority (TBARTA) MPOs Chairs Coordinating Committee engages business

leaders in transportation planning and maintains relationships among officials.

The Southeast Florida Transportation Council (SEFTC) is partnering with FDOT in a pilot test

designed to produce data for nine mobility performance measures.

Each of the MPOs in the SEFTC will be partnering to conduct the 4th Annual Safe Streets Summit

in January 2017, which is South Florida’s premier educational event aimed at promoting and

creating healthier, safer, and more vibrant communities by encouraging and building the

necessary skills to implement Complete Streets.

The Broward MPO managed development of the Southeast Florida Freight Plan which became

the Freight element of the SEFTC Regional Transportation Plan.

The TBARTA MPOs Chairs Coordinating Committee adopted regional project priorities that are

intended to improve the region’s transportation system, economy, and quality of life.

At the urging of the Tampa Bay Transportation Management Area (TMA) Leadership Group, and

funded by FDOT, the Hillsborough Area Regional Transit Authority (HART) is leading a regional

feasibility study of premium transit options for the three-county area.

The regional Martin-St. Lucie Regional Waterways Plan, an initiative of the Martin MPO and St.

Lucie TPO, explores strategies to leverage the economic benefits of its waterways.

The North Florida TPO funded the construction of a Regional Transportation Management Center

(RTMC) in 2015 to foster collaboration between agency partners. The RTMC is home to FDOT,

Florida Highway Patrol, Florida Fish and Wildlife Conservation Commission, Jacksonville Sheriff’s

Office and other entities.

The Northwest Florida RTPO is holding its third Emerald Coast Transportation Symposium to

provide a leadership forum on cross-organizational collaboration and the sharing of best practices

and innovation.

Going Forward The potential of planning is being realized in Florida. This report demonstrates that a wide range of

regional coordination activities are occurring that enhance the transportation decision-making process.

Particularly important are those activities that recognize that transportation impacts transcend

geographic boundaries and as such organizations must collaborate to have the greatest impact possible.

Further, Florida appears to be a unique model of state-regional collaboration with FDOT’s active

involvement in the MPO planning process, including but not limited to participation in regional planning

forums, technical assistance, and partnership on major initiatives such as performance measurement.

Open House

SR 60 (Adamo Drive)

From East of US 301 to West of Kathy Drive

Hillsborough County

Widening, Repaving and Median Changes

FPN: 405525-2-52-01434738-1-52-01

SR 60 Open House

DATE: February 21, 2017TIME: 5:00 pm to 7:00 pmPLACE: 78th Street Community

LibraryADDRESS: 7625 Palm River Road

Tampa, FL 33619

The open house will be held in accordancewith 23 CFR 771 and Title VI and VIII of theUnited States Civil Rights Acts of 1964 and1968. Access for the disabled is offered andin compliance with 49 CFR part 27 and 49CFR parts 37 and 38. Public participation issolicited without regard to race, color,national origin, age, sex, religion, disabilityor family status.

Anyone with special needs under theAmericans with Disabilities Act of 1990should contact Christopher Speese at leastseven days in advance at (813) 975-6405,e-mail at [email protected] by letter to Christopher Speese at theFlorida Department of Transportation,11201 N. McKinley Dr., Tampa, Florida33612.

If you are unable to attend the meeting andwould like more information about theproject, please contact FDOT Design ProjectManager Liyanage “Indike” Ratnayake, at813-975-6057 [email protected] .

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The Florida Department ofTransportation (FDOT) District Seveninvites you to the SR 60 Open Houseon Tuesday, February 21, 2017, from5:00 p.m. to 7:00 p.m. at the 78th

Street Community Library in Tampafor the upcoming improvements toS.R. 60 (Adamo Drive) between US301 and Lake Kathy Drive located inHillsborough County.

There will be no formal presentationtherefore you are encouraged to stopby the library anytime between 5:00p.m. and 7:00 p.m. to view projectdisplays and ask questions of theproject team.

S.R. 60(Adamo Drive)

From E of US 301 to W of Kathy DriveHillsborough County

Median ChangesTo meet current FDOT standards, some of the

median openings will be changed.

Eastbound and Westbound

Left turns from SR60 at

Currie Davis Drive

Phillip Lee Boulevard

Salvation Army Family Store

Westbound Only

Left turns from SR 60 at Wayne Place

Questions about median changes?

John FoleyFDOT Permits/ Access Management

[email protected]

Public participation is solicited without regard to race, color, national origin, age, sex, religion, disability or family status.

The upcoming improvements will widenSR 60, creating a six (6) lane dividedroadway between US 301 and FalkenburgRoad. Bike lanes and sidewalks will beincluded on both sides of the new, widerroadway. The existing roadside ditcheswill be replaced with an under curbdrainage system and stormwater pond.

Between Falkenburg Road and LakeKathy Drive, SR 60 will be repaved. Anadditional eastbound right turn lane willbe added at Brandon Town Center Drive.Sidewalks will be made continuous andbike lanes will be marked.

The existing asphalt portion of thenorthbound I-75 off-ramp where itconnects with SR 60 will be rebuilt withconcrete for longer durability.

Construction is anticipated to begin inthis summer and be complete inapproximately two years.

January 2017

FPID: 436494-1-32-01

US 92/SR 600/Dale Mabry Hwy. from S. of W. McKay Ave. to S. of W. Cleveland St.

Hillsborough County, Florida

PROJECT DESCRIPTION:

The purpose of this RRR project is to preserve and extend the life of the existing pavement through milling and resurfacing, bring ADA features into conformance with current standards and perform general safety modification work. New mast arm signalization and intersection lighting is proposed at the Swann Avenue and Azeele Street intersections. SR 600 is an urban principal arterial on the State Highway System. This project is within the Hillsborough County urban area boundary. Right-of-Way:

Right of way acquisition is included in the project for ADA curb ramp improvements at several intersections.

Project Location:

The project is located along US 92/SR600/Dale Mabry Hwy. from S. of W. McKay Ave. to S. of W. Cleveland St. in Hillsborough County. Schedule:

Item Status

Design Phase II (60%)

Right-of-Way May 2017

Begin Construction Summer 2019

Project Costs:

*Please note that a cost estimate may fluctuate as the project progresses.

FDOT Project Manager Public Information Officer Indike Ratnayake, P.E. Kristen Carson 11201 N. McKinley Drive, 11201 N. McKinley Drive Tampa, FL 33612 Tampa, Florida 33612 Phone: (813) 975-6057 Phone: (813) 975-6060 Email: [email protected] Email: [email protected]

Phase Cost Estimate *

Design $553,866

Right-of-Way $343,800

Construction $1.5 million


STATE ROAD NUMBER 574 S.R. 574 (E. Martin Luther King Blvd.) At S.R. 583 (50th St.)

Financial Project ID# 429059-2-52-01

Project Description:

S.R. 574 (E. Martin Luther King Blvd.) is an east-west urban other principal arterial. The project lies in Hillsborough County (Section 10340). The scope of work consists of widening S.R. 574 at S.R. 583 (50th St.) for a westbound right turn lane and bike lane. In addition project will include ADA curb ramp replacement, replacement of pedestrian poles and reconfiguration of crosswalks. Project Location: This project will be constructed along S.R. 574 (E. Martin Luther King Blvd.) at S.R. 583 (50th St.) in Hillsborough County.

Project Schedule:

Item Status

Design 60%

Right-of-Way N/A

Begin Construction Currently Not Funded

Project Costs:

Phase Cost Estimate*

Design $ 105,000

Right-of-Way N/A

Construction $ 250,783*

* Please note that cost estimates may change as the project progresses. ** Cost estimate includes funding for Construction, Engineering, and Inspection.

FDOT Project Manager Public Information Officer Liyanage “Indike” Ratnayake, P.E. Kristen Carson 11201 N. McKinley Drive, MS 7-600 11201 N. McKinley Drive Tampa, Florida 33612 Tampa, Florida 33612 Office Phone: (813) 975-6057 Office Phone: (813) 975-6060 [email protected] [email protected]

1/12/2017

1

Beth Alden

Subject: Federal Transportation News (Excerpts)

From: Morning Transportation [mailto:[email protected]] Sent: Wednesday, February 1, 2017 10:11 AM Re: POLITICO's Morning Transportation: Dawn of the Chao era — Shuster’s agenda for the year — Three transpo security bills pass the House

By Brianna Gurciullo | 02/01/2017 10:09 AM EDT

With help from Lauren Gardner, Tanya Snyder and Jennifer Scholtes

DAWN OF THE CHAO ERA: The Senate overwhelmingly voted to confirm Elaine Chao's nomination to be Transportation secretary on Tuesday - though six senators voted against her, including Senate Minority Leader Chuck Schumer. The New York Democrat said he voted "no" because Chao hadn't publicly stated her position on President Donald Trump's immigration order. "My view is that every nominee to the Cabinet should state their position on this horrible executive order," Schumer told reporters Tuesday. "Secretary Chao was asked by Sen. [Bill] Nelson to do so publicly. She has not."

What's next? Chao will be a major player in Trump's promised efforts to dramatically boost investment in infrastructure, though congressional Republicans seem likely to sideline any real package until a tax overhaul deal can be struck. Just as immediately, Chao will have to turn to just what the administration's position is on whether to separate air traffic control from the FAA.

'Greetings from Secretary Chao': A tipster forwarded MT this message Chao sent to DOT employees Tuesday afternoon: "As I begin my first day as U.S. Secretary of Transportation, I want to thank all of you - the department's career professionals - for making the transition to new leadership a smooth one, and for welcoming us to the Department. As many of you may know, this will be my third time serving in the U.S. Department of Transportation. I look forward to working with you once again to ensure that the safety and efficiency of our country's transportation systems are second to none. Many thanks again."

SHUSTER'S AGENDA: House Transportation Committee Chairman Bill Shuster on Tuesday sketched out his goals for the year, including noting that House Speaker Paul Ryan "laid out the game plan. He looks for us to do something late spring, early summer" on an infrastructure package.

Ready when you are: "It's all going to be driven by tax reform because we gotta figure out how to pay for this stuff, these investments, and so that's going to be the driver," Shuster said. "So we're going to do our work and be ready to go when they're ready to go with the dollars. And we're working with them now in figuring out how you fund this, what are the various ideas out there that work."

Projects 'of national and regional significance': When asked whether there should be a list of projects to prioritize, Shuster said: "I think that working with our partners, the states, we can develop some sort of list. But for me, the list has to be - the criteria should be - as when we passed the FAST Act. It should be things that are of national and regional significance, where the federal dollars flow to."

Shuster wouldn't put California high-speed rail on that list: "You know, high-speed rail in California is not a national - nor do I believe it's a regional - it's a California issue, so spending money on that, I think the

2

president has said no to that," he said. "I'm not sure, but I'm pretty sure he will, because it's going to get a lot of pushback here."

But he would include the Northeast Corridor: "If you're going to invest in rail in this country, the Northeast Corridor is the place to start because we own the lines, we have the density of population. It's the most-used rail system in the country. It's profitable," Shuster said. "So let's focus on what we know, what we own, what we can do and then go from there."

Never gonna give you up: While an infrastructure bill appears to be a priority, the House Transportation Committee also has a must-do item on its 2017 agenda: a reauthorization of the FAA. And Shuster is sure to continue his crusade to separate air traffic control responsibilities from the agency. The chairman said he is "still very, very much committed to reforming the FAA and doing it in a way that modernizes it."

Will Trump and Chao back him up? "And I think the president, from my discussions with him before he was a candidate, and while he was a candidate, were positive," Shuster added. "My conversation with Secretary Chao we had was positive, although she doesn't know the ins and the outs. She's trying to understand it and learn about it, so I feel in a very good place."

Tête-à-tête soon: "She and I have exchanged - our staffs have exchanged - calls, and we're getting ready to set up a meeting with her as soon as she gets confirmed," Shuster said.

FIRST IN MT: A collection of organizations - including the AFL-CIO, AASHTO, APTA, ARTBA, NAM and the U.S. Chamber of Commerce - plan to send a letter to Trump today urging his administration to prioritize making the Highway Trust Fund solvent as part of his infrastructure package.

"It is critical that your infrastructure plan not only encourages greater participation from the private sector in infrastructure projects and reduces needless red tape, but also provides real revenue for the Highway Trust Fund that will help the users and beneficiaries of America's transportation and freight network," the groups say in their letter. "Private financing, while important and needed, cannot replace the role of public funding and federal leadership."

PREVIEW: The House Transportation Committee will hold a hearing today on the country's infrastructure demands. Witnesses include the AFL-CIO, Vermeer, BMW, Cargill and FedEx. The CEO of FedEx, Fred Smith, plans to state his company's position on making changes to the way air traffic control is managed.

"In general, we believe that an independent enterprise will work more effectively and efficiently than the current government operated system," Smith plans to say, according to a copy of his prepared testimony. "That assumes, of course, this new ATC system is allowed to operate as a bona fide stand-alone business organization separate and apart from the government." FedEx won't support "a 'hybrid' type of privatized ATC system," Smith plans to say.

TRANSPO SECURITY TRIO: Off to the Senate go three transportation security-related bills. Clipping through a lengthy roster of bills on Tuesday, the House voice-voted a bill (H.R. 665) that would require TSA to update its risk assessment for aviation and follow up with an update for airport perimeter security. It would also call on TSA to conduct a system-wide assessment of airport perimeter security and access control points.

Plus: The lower chamber also passed a measure (H.R. 549) that would change the rules for transit security grants, as well as legislation (H.R. 678) that would require GAO to review fusion centers located in jurisdictions with large and medium airports and whether it would enhance aviation security to assign TSA personnel to those centers. Pros get all the deets.

3

REPORT: FOCUS ON FIXING: Aaron Renn of the Manhattan Institute is out with a new report this week making a case for why "federal spending should strongly favor repairing and maintaining the current infrastructure, not expanding it." If driverless cars become more common and growth in per-capita traffic stops, it will become "increasingly uncertain as to how much new road and highway capacity the U.S. will need in the future - or even what kind of roads the country will need," Renn writes.

Trump may be open to such an argument. The president said last week that he'd rather "fix our existing product before we build anything brand new."

THE COUNTDOWN: DOT appropriations run out in 86 days. The FAA reauthorization expires in 241 days. Highway and transit policy is up for renewal in 1,338 days.

This email was sent to [email protected] by: POLITICO, LLC 1000 Wilson Blvd. Arlington, VA, 22209, USA Please click here and follow the steps to unsubscribe.

January 2017

FHWA-HEP-17-028

RESILIENCE AND TRANSPORTATION PLANNING The nation’s transportation system is essential to the economic prosperity and quality of life of communities. In order to play this critical role infrastructure must be secure and resilient to a myriad of hazards. Resilience is the ability to anticipate, prepare for, and adapt to changing conditions and withstand, respond to, and recover rapidly from disruptions. The Fixing America’s Surface Transportation (FAST) Act, signed into law in December 2015, requires agencies to take resiliency into consideration during transportation planning processes.

Following passage of the FAST Act, the Federal Highway Administration and the Federal Transit Administration updated the metropolitan and statewide transportation planning regulations to reflect these new requirements. The transportation planning rule includes:

• A new planning factor for states and metropolitan planning organizations (MPOs) to consider and implement: improving the resiliency and reliability of the transportation system (23 CFR 450.206(a)(9) and 23 CFR 450.306(b)(9)).

• A recommendation for MPOs to consult with agencies and officials responsible for natural disaster risk reduction when developing a metropolitan transportation plan and the transportation improvement program (23 CFR 450.316(b)).

• A requirement that the metropolitan transportation plan assess capital investment and other strategies that reduce the vulnerability of the existing transportation infrastructure to natural disasters (23 CFR 450.324(f)(7)).

CLIMATE AND EXTREME WEATHER RESILIENCE

The impacts of a changing climate and extreme weather events are one of the hazards that threaten our nation’s transportation systems. Flooding, extreme heat, and severe storm events endanger the long-term investments that Federal, state, and local governments have made in transportation infrastructure. Changes in climate have intensified the magnitude, duration, and frequency of these events for many regions in the United States, a trend that is projected to continue. As a result, transportation agencies across the country are assessing ways to protect, preserve, and improve their assets in the face of increasing climate change and extreme weather events. OPPORTUNITIES TO CONSIDER CLIMATE RESILIENCE IN TRANSPORTATION PLANNING

State Departments of Transportation (DOTs) and MPOs across the country are conducting vulnerability assessments to understand the vulnerability of their transportation systems to the impacts of climate change and extreme weather. The transportation planning process provides a key opportunity for transportation agencies to proactively identify projects and strategies to address the vulnerabilities identified through the assessments and to promote resilience at the systems level, thereby meeting the FAST Act resiliency requirements outlined above.

At each stage of the transportation planning process, agencies have opportunities to integrate resilience:

LEARN MORE FHWA is developing resources to assist transportation agencies with integrating resilience into the transportation planning process. For more information, visit the FHWA’s Sustainability and Resilience website at http://www.fhwa.dot.gov/environment/sustainability/resilience/ or contact:

Heather Holsinger Jody McCullough Sustainable Transport and Resilience Team Planning Oversight and Stewardship Team [email protected] [email protected] 202-366-6263 202-366-5001

http://www.fhwa.dot.gov/environment/sustainability/resilience/



aldenb

Sticky Note

Our work is featured!

Carl Mikyska, Executive Director

605 Suwannee Street, MS 28B · Tallahassee, Florida 32399-0450 1-866-374-3368 x 4037 or 850-414-4062 · Fax 850-414-4895

www.mpoac.org

Mayor Susan Haynie Chair Legislative Update for the week ending 01/27/2017

Overview

The big news this week was the announcement that Florida DOT Secretary Jim Boxold will be leaving the department for a position in the private sector. Rumors had been circulating several months ago that he would be joining a lobbying firm, but they had gotten so old that it began to look like the rumors were just rumors. Well, those whispers were not entirely unfounded after all. On Monday the secretary announced to employees of Florida DOT that he was leaving the department. Secretary Boxold is well liked and well respected in the legislature, his departure will be a loss for the department. Fortunately the DOT does not have a big wish list for the legislative session and so it is less likely that a new secretary will have to jump into the fray of a law-making session with both feet. We wish the best of luck to Secretary Boxold as he departs public service. He will be missed. The 2017 Legislative Session officially kicks off on March 7th, but already committees are meeting, legislators are filing bills and receptions are happening in Tallahassee. At the same time associations, groups and agencies are formulating their policy positions and working with their partners to get their message across and bills they deem favorable in position to be passed. This legislative session has started with a few new policies and with a new Speaker of the House. Representative Richard Corcoran (Land O’ Lakes) started his term as Speaker by setting into place new rules for lobbyists. Lobbyists are now required to disclose their contracts with clients and to register the issues, as well as bills, they will be lobbying. The Speaker made it clear that his priority is for the citizens of Florida to have unprecedented levels of transparency in their Legislative process. The new rules on lobbyists are unique and will hit close to home for the new Speaker, his brother is a lobbyist. So far transportation is looking very likely to be overshadowed by other larger issues this session. Of course, we all know that can change in a minute - all it takes is for one controversial transportation bill to be filed. Nothing has been announced or made known at this time about possible controversial transportation bills but one rule of politics is certain – nothing is certain in politics. The Florida Association of Counties is advocating for the local option fuel taxes to be indexed to inflation. The Florida League of Cities is carefully watching a bill that would establish a statewide law for ridesharing services (Uber, Lyft and anyone else that creates a similar business model) and override any local laws related to these companies. Florida DOT is feeling rather good about their legislative accomplishments the last couple of years and this year FDOT has described their legislative agenda as small. FDOT is expecting to be playing more defense this year and pursue a few legislative clean up items as well as a budget of $8.7 Billion, or an increase of about 2.2% over last year. Secretary Boxold presented the FDOT Agency Overview to the Senate Transportation Committee on December 13th and was warmly received by the members, it was very similar to how he was received last year. The legislature likes FDOT and Secretary Boxold. Transportation is widely viewed as an investment that is good for Florida’s economy. There is some good news for the MPOAC legislative priorities, multiple bills have been

MPOAC The Florida Metropolitan Planning Organization Advisory Council

filed which would make texting while driving a primary offense. The fact that multiple bills containing this provision in some fashion have been filed is encouraging. Going back to the opening line of the previous paragraph, certainly you are asking “so what are those other larger issues”? Probably the most important issue to remember as we advance through this legislative session is that this will be a very tight budget year unlike recent years. Revenue projections call for a surplus of $7.5 Million for the coming fiscal year. A tiny amount when compared to an overall state spending plan of $82 Billion. Senate President Joe Negron (St. Lucie and Martin Counties as well as the northern part of Palm Beach County) wants a large sum of money to purchase land which would be used to handle water discharges from Lake Okeechobee. Remember, his district is where guacamole green water rolled up on the beaches. Water that color, or consistency, is not good for local businesses, tourism or the Speaker’s mood. In order to fund this initiative, something else will have to be cut out of the budget. Another wild card to keep in mind for this year, the Senate has 20 new members this year out of a 40 member body and it will be interesting to see what these new members bring for legislative proposals. The perennial controversial issues of firearms and fracking have already had the first shots fired in the sure-to-be heated volley between the pro and anti groups. Senator Steube has introduced a bill to allow guns to be openly carried and to be taken into many places where they are not allowed currently. He filed similar legislation last year as a Representative. Meanwhile, Senator Young has filed a bill to ban fracking in Florida. Senator Steube’s bill has generated plenty of heated comments and press pieces already, expect the heat to intensify and the press articles to continue. Senator Young’s bill banning fracking was recently filed and is already getting plenty of press attention. Another bill filed related to Stand Your Ground is putting plenty of ink on newspapers. A tight budget will create many defensive positions for agencies and causes who depend on legislative kindness for their funding in the state budget. This added to hot-button issues such as the bills filed by Senator Steube and Senator Young seem likely keep the focus of this session away from transportation. Of course, that can all change with just one new bill filed…….. Stay tuned!

Meetings of interest next week The House and Senate are not meeting next week. Legislation of interest to the membership

HB 47: Texting While Driving – (Stark; Slosberg - CO-INTRODUCERS: McGhee; Smith) - Revises penalties for violations of Florida Ban on Texting While Driving Law; provides enhanced penalties for such violations when committed in school zone or school crossing; removes requirement that specified provisions be enforced as secondary action by law enforcement agency. SB 66: Highway Safety – (Clemens) - Deleting the definition of the term “vulnerable road user”; revising provisions relating to the overtaking and passing of a vehicle; exempting bicycles from provisions for passing a vehicle on the right under certain circumstances; providing penalties for specified infractions contributing to bodily injury of a vulnerable user of a public roadway or a vulnerable user, etc. HB 69: Use of Wireless Communications Devices while Driving – (Slosberg - CO-INTRODUCERS: Baez; McGhee; Smith) - Provides for primary enforcement of Florida Ban on Texting While Driving Law for drivers age 18 or younger; requires deposit of fines into Emergency Medical Services Trust Fund.

HB 139: Local Tax Referenda – (Ingoglia; Avila - CO-INTRODUCERS: Donalds; Gruters; Massullo) – (Companion Bill SB 278 – Steube) - Requires local government discretionary sales surtax referenda to be held on the date of a general election. SB 178: Traffic Infraction Detectors – (Artiles - CO-INTRODUCERS: Brandes; Mayfield) – (Very similar to HB 6007 – Avila; Ingoglia; Diaz, M) - Repealing provisions relating to the definitions of “local hearing officer” and “traffic infraction detector” and to the installation and use of traffic infraction detectors to enforce specified provisions when a driver fails to stop at a traffic signal, provisions that authorize the Department of Highway Safety and Motor Vehicles, a county, or a municipality to use such detectors, and the distribution of penalties collected for specified violations, etc. SB 180: Traffic Infraction Detectors – (Rodriguez) - Decreasing the penalty to be assessed and collected by the department, county, or municipality if a traffic infraction detector is used to enforce specified violations when a driver failed to stop at a traffic signal; prohibiting the suspension of a person’s driver license and privilege to drive or the withholding of the license plate or revalidation sticker for failure to pay certain penalties under certain circumstances, etc. HB 221: Transportation Network Companies – (Sprowls) - Provides that transportation network company (TNC) driver is not required to register certain vehicles as commercial motor vehicles/for-hire vehicles; requires TNC to designate & maintain agent for service of process; provides fare requirements & requirements for TNC's digital network; provides for electronic receipt; provides automobile insurance requirements & requirements for specified proof of coverage; provides disclosure requirements for TNC driver in event of accident; requires TNC to cause its insurer to issue certain payments directly to certain parties; requires TNC to make specified disclosures in writing to TNC drivers; authorizes specified insurers to exclude certain coverage; provides that right to exclude coverage applies to coverage included in automobile insurance policy; provides that specified automobile insurers have right of contribution against other insurers that provide automobile insurance to same TNC drivers in satisfaction of certain coverage requirements under certain circumstances; requires TNC to provide specified information to certain parties during claims coverage investigation; requires certain insurers to disclose specified information to other insurer involved in claim; provides that TNC drivers are independent contractors if specified conditions are met; requires TNC to implement zero-tolerance policy for drug/alcohol use; provides TNC driver requirements; requires TNC to conduct background check for TNC driver; prohibits TNC driver from accepting certain rides or soliciting/accepting street hails; requires TNC to adopt nondiscrimination policy & notify TNC drivers of policy; requires TNC drivers to comply with nondiscrimination policy & applicable laws regarding nondiscrimination & accommodation of service animals; prohibits TNC from imposing additional charges for providing services to persons who have physical disabilities; requires TNC to maintain specified records; specifies that TNCs, TNC drivers, & TNC vehicles are governed exclusively by state law; prohibits local governmental entities & subdivisions from taking specified actions; provides applicability & construction. SB 250: High-occupancy Toll Lanes and Express Lanes – (Artiles) - Specifying that the Department of Transportation may only collect tolls on high-occupancy toll lanes or express lanes for the discharge of certain bond indebtedness on a project existing before a specified date; requiring that the tolls be eliminated after discharge of the project’s bond indebtedness, etc. SB 308: Expressway Authorities – (Artiles) - Repealing provisions relating to the Florida Expressway Authority Act and related provisions, which allows the creation and operation of expressway authorities; transferring the governance and control of any expressway authority formed under the Florida Expressway Authority Act to the Florida Turnpike Enterprise; requiring revenues collected on the expressway system to be considered turnpike revenues, etc. SB 340: Transportation Network Companies - (Brandes – CO-INTRODUCER: Galvano) - Providing that a transportation network company (TNC) driver is not required to register certain vehicles as commercial motor

vehicles or for-hire vehicles; providing requirements for a TNC’s digital network; providing that specified automobile insurers have a right of contribution against other insurers that provide automobile insurance to the same TNC drivers in satisfaction of certain coverage requirements under certain circumstances, etc. Other transportation legislation

HB 29: Specialty License Plates – (McGhee) - Directs DHSMV to develop National Pan-Hellenic Council

Sorority or Fraternity license plates. SB 72: Voter Registration – (Clemens - CO-INTRODUCER: Rodriguez) - Providing that driver license or identification card applications, driver license or identification card renewal applications, and changes of address for existing driver licenses or identification cards submitted to the department serve as voter registration applications; specifying that an applicant must consent to the use of his or her signature for voter registration purposes; providing for paper-based applications, etc. HB 147: Skateboard and Scooter Regulations – (Stark- Companion Bill SB 266 – Book) - Creates "Max's Helmet Law"; requires child under 16 to wear helmet while riding skateboard or foot-propelled scooter; provides helmet standards; prohibits attachment of skateboard or scooter to vehicle; prohibits parent from authorizing violation; prohibits renting or leasing skateboard or scooter without helmet; provides for enforcement, penalties, exceptions, & disposition of fines. SB 156: Motor Vehicle Insurance – (Brandes) - Authorizing insurers to provide for termination of motor vehicle insurance policies issued or renewed on or after a specified date as a result of the repeal of sections by this act; requiring certain motor vehicle insurance policies to provide certain property damage liability and bodily injury liability coverage, rather than only such policies providing personal injury protection; expanding the scope of certain criminal acts related to false and fraudulent insurance claims by removing limitations to such acts under the no-fault law, etc. HB 179: Veteran Identification – (Combee) - Veteran Identification; Requires DHSMV to create veteran identification card for certain purposes; provides for design of card; provides eligibility requirements; prohibits use of card for certain purposes; authorizes use of card as proof of veteran status for obtaining waivers of license/registration fees relating to certain businesses & occupations & carrying concealed weapons/firearms. HB 193: Towing and Storage Fees – (Cortes, R) - Prohibits counties & municipalities from enacting ordinances or rules that impose a fee or charge on wrecker operators or vehicle storage companies when providing certain services; provides exceptions. HB 237: Driving or Boating Under the Influence – (Silvers) - Designates act "Driving Under the Influence of Drugs (DUID) Act"; provides that person with specified amount of delta 9 tetrahydrocannabinol (THC – the drug in marijuana) per milliliter of blood commits offense of driving under influence or boating under influence. SB 302: Penalties and Fees – (Brandes - CO-INTRODUCERS: Rouson; Young) - Revising requirements relating to the payment of court-related fines or other monetary penalties, fees, charges, and costs; prohibiting the suspension of a person’s driver license solely for failure to pay a penalty if the person demonstrates to the court, when specified, that he or she is unable to pay such penalty; revising penalties relating to suspending, revoking, or withholding issuance of driver licenses or driving privileges for minors under a specified age who possess firearms under certain circumstances, etc.

HB 6007: Traffic Infraction Detectors – (Avila; Ingoglia - CO-INTRODUCER: Diaz, M.) – (Very similar to SB 178 - Artiles - CO-INTRODUCERS: Brandes; Mayfield) - Traffic Infraction Detectors; Repeals provisions relating to installation & use of traffic infraction detectors to enforce specified provisions when driver fails to stop at traffic signal, provisions that authorize DHSMV, county, or municipality to use such detectors, & provisions for distribution of penalties collected for specified violations. HB 6009: Motorcycle Safety – (Hahnfeldt) - Removes provisions authorizing certain persons over 21 years of age to operate/ride motorcycle without wearing protective headgear; provides penalties.

commissioner meeting of the citizens advisory committee … · 2016-02-12 · meeting of the...

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