CCPC Backup Docs 12/01/2011ccpc
MEETING
BACKUP
DOCUMENTS
DECEMBER 1, 2011
AGENDA
COLLIER COUNTY PLANNING COMMISSION WILL MEET AT 9:00 A.M., THURSDAY, DECEMBER 1, 2011,
IN THE BOARD OF COUNTY COMMISSIONERS MEETING ROOM, ADMINISTRATION BUILDING, COUNTY
GOVERNMENT CENTER, THIRD FLOOR, 3299 TAMIAMI TRAIL EAST, NAPLES, FLORIDA:
NOTE: INDIVIDUAL SPEAKERS WILL BE LIMITED TO 5 MINUTES ON ANY ITEM.
INDIVIDUALS SELECTED TO SPEAK ON BEHALF OF AN ORGANIZATION OR GROUP ARE
ENCOURAGED AND MAY BE ALLOTTED 10 MINUTES TO SPEAK ON AN ITEM IF SO
RECOGNIZED BY THE CHAIRMAN. PERSONS WISHING TO HAVE WRITTEN OR GRAPHIC
MATERIALS INCLUDED IN THE CCPC AGENDA PACKETS MUST SUBMIT SAID MATERIAL
A MINIMUM OF 10 DAYS PRIOR TO THE RESPECTIVE PUBLIC HEARING. IN ANY CASE,
WRITTEN MATERIALS INTENDED TO BE CONSIDERED BY THE CCPC SHALL BE
SUBMITTED TO THE APPROPRIATE COUNTY STAFF A MINIMUM OF SEVEN DAYS PRIOR
TO THE PUBLIC HEARING. ALL MATERIAL USED IN PRESENTATIONS BEFORE THE CCPC
WILL BECOME A PERMANENT PART OF THE RECORD AND WILL BE AVAILABLE FOR
PRESENTATION TO THE BOARD OF COUNTY COMMISSIONERS IF APPLICABLE.
ANY PERSON WHO DECIDES TO APPEAL A DECISION OF THE CCPC WILL NEED A
RECORD OF THE PROCEEDINGS PERTAINING THERETO, AND THEREFORE MAY NEED
TO ENSURE THAT A VERBATIM RECORD OF THE PROCEEDINGS IS MADE, WHICH
RECORD INCLUDES THE TESTIMONY AND EVIDENCE UPON WHICH THE APPEAL IS TO
BE BASED.
1. PLEDGE OF ALLEGIANCE
2. ROLL CALL BY SECRETARY
3. ADDENDA TO THE AGENDA
4. PLANNING COMMISSION ABSENCES
5. APPROVAL OF MINUTES November 3, 2011
6. BCC REPORT- RECAPS
7. CHAIRMAN'S REPORT
8. CONSENT AGENDA ITEMS
9. ADVERTISED PUBLIC HEARINGS
10. OLD BUSINESS
A. Note: This item has been continued from the November 17, 2011 CCPC meeting:
Recommendation to accept the Master Mobility Plan Phase II Report and provide recommendations to the Board
of County Commissioners [Coordinator: Nick Casalanguida, Deputy Administrator]
1 1. NEW BUSINESS
12. PUBLIC COMMENT ITEM
13. DISCUSSION OF ADDENDA
14. ADJOURN
CCPC Agenda/Ray Bellows /jmp
THE MASTER MOBILITY PLAN DVD
IS ON FILE IN THE BOARD'S
MINUTES &RECORDS DEPARTMENT
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• Review the Draft Report published October 19'h
— Identifies 21 policy recommendations
• Description /examples of potential
strategies that could be used to support
the objective
• Answer questions on the report's contents
• Discuss Objectives /Recommendations
— Review examples
— Note your concerns, objections, suggestions
Collier County Master Mobility Plan
Public Stakeholder Meeting
• Project Team Members
General public
Stakeholder agencies
— Collier County — AIM Engineering
— Tindale- Oliver — White & Smith
— WilsonMiller Stantec — Robert Cervero, Ph.D.
— Mulhere & Associates
Questions or comments
on Report Sections 1 -4?
November 1, 2011
1
Use impact/mobiliI fee incentives based on
calculated reductions generated by optimal
employment to population ratios and reduced
commuter - related trips, both within specific mixed -
use developments and within larger sub -areas
A. Fee discounts based on calculated VMT reduction for mix
of uses, optimizing employment -to- population ratios
B. Fee discounts on non - residential uses to ensure
construction of VMT- reducing uses
Mgmt Plan TDR
TDR Wildlife
Source MMP Draft
Report, Figure 4 -1
(pg 4 -7)
Collier County Master Mobility Plan
Public Stakeholder Meeting
Original #2 Merged into Obiective /Recommendation #5
Original #2: Incentivize infill and redevelopment of the Coastal
Urban Area to maximize the use of existing infrastructure
and services.
Revised: Recommend that the BCC appoint an advisory board
or task force to consider all viable tools and programs to
reduce density in sparsely developed portions of North
Golden Gate Estates (eastern) in order to reduce VMTs.
TDR Program
Targeted Mitigation Areas
Voluntary Seller Acquisition Programs
Density Relocation or Lot Combination Tools
Incentivize neighborhood- serving retail and service
uses in Golden Gate Estates, Rural Fringe Mixed -Use
District Receiving Areas, and Orange Tree to reduce
trip lengths for neighborhood serving uses
• Discount non - residential component of mixed -use
development
• Promote compact, mixed -use villages in RFMUD using
impact/mobility fee incentives upon analysis demonstrating
reduced VMT.
- Incentivize incorporation of transit infrastructure (e g., park -
and -ride lots, transfer stations, etc.) and TOD
TDR example moved to Obiective /Recommendation #2
November 1, 2011
2
Original language: Incentivize the development of self- sustaining
Towns and Villages within the RLSA to provide for internal
capture and use of alternative modes
Revised language: Review and re-visit requirements that alread)
exist for self - sustaining townsAdflages within the RLSA/RFMUD
to provide for internal capture and use of alternative modes.
A. Maximize allowable gross densities and reduce
development footprint
B. Optimize mixture of uses within Towns and Villages by
establishing and incentivizing jobs to housing ratio
Original Language #5: Revisit policies within the
Coastal Urban Area and Immokalee Urban Area to
encourage infill and redevelopment and provide for
internal capture and use of alternative modes within
localized mixed -use developments
Original Language #2: Incentivize infill and
redevelopment of the Coastal Urban Area to
maximize the use of existing infrastructure and
services
i
Collier County Master Mobility Plan
Public Stakeholder Meeting
C. Locate town centers in proximity to arterial network
D. Enhance connectivity through a local collector grid network
E. Enhance building form /code requirements to encourage
walking /biking within public spaces
For mixed- use ?OD development located near major transit
facilities or within activity centers:
F. Impact fee incentives for development that provides transit
facilities
G. Reduced parking requirements through shared parking
arrangements and multi -modal parking credits
Revised Language #5: (Combines original
Objectives 2 & 5) Revisit policies within the Urban
Areas, to: A. Encourage and further incentive infill
and redevelopment; B. Provide for internal
capture; and C. Use of alternative modes within
localized mixed -use developments.
November 1, 2011
3
A. Impact fee discounts for VMT- reducing design
• Mixed- usefrransit Oriented Design (TOD)
B. Transportation Concurrency Management Area
• Expand two existing TCMAs to entire CUA
• Area -wide (not road - specific) LOS
C. Transition from road impact fee to mobility fee
• Provides flexibility to spend on other modes
• Minimal impact to fee amount (1 -3 % typical)
D. Specific criteria for limited density bonus program
H. Financial and regulatory incentives:
For mixed- use/TOD development located near major
transit facilities or within activity centers
• For areas within adopted CRA where final zoning
approval may be granted by CRA Advisory Board or
CCPC
I. Consider a Transportation Concurrency Exception Area
(TCEA) in Immokalee Urban Area (similar to existing
TCEA in Coastal Urban Area) to provide automatic
approval for concurrency review of conforming
TOD /mixed -use development
Collier County Master Mobility Plan
Public Stakeholder Meeting
F4!17
E. Reduced parking /landscape requirements for enhanced
interconnectivityto adjacent uses
F. Consider designating additional areas targeted for future
mixed -use infill and redevelopment
G. Review minimum and maximum development
requirements (i.e., densities and intensities)
• Optimal employment to population ratios
Compact mixed -use villages
• Impact fee incentives for reduced -VMT
Coordinate County multi -modal planning efforts with
land use strategies identified under Objectives 1 -5
Coordinate land use strategies with:
A. Transit Development Plan (TDP)
B. Long Range Transportation Plan (LRTP)
C. Comprehensive Pathways Plan
S_J',sr
November 1, 2011
4
Plan for the provision of multi -modal infrastructure
through land development and roadway standards
(e.g., complete streets) within large -scale planned
developments and the county road network
A. Design future roadway corridors with adequate cross
section for multi -modal facilities
B. Adopt Complete Streets guidelines for local roads within
large -scale planned developments
C. Better define urban design guidelines to enhance off -road
bicycle and sidewalk facilities and environment
Enhance localized connectivity to reduce VMT
and increase travel efficiency as well as optimize
transit, emergency vehicle, and school
transportation operations
A. Require publically accessible grid networks in future
RLSA Towns and Villages and RFMUD Receiving
Areas
B. Construct previously identified bridge connections in
Golden Gate Estates
C. Provide for internal connectivity within mixed -use
developments countywide
Collier County Master Mobility Plan
Public Stakeholder Meeting
Implement enhanced bicycle, pedestrian, and
safety improvements
A. Identify opportunities to add marked bike lanes or
shared lane arrows concurrent with resurfacing
projects
B. Identify opportunities to add median and right turn
refuge islands to improve pedestrian safety
C. Identify opportunities for strategically sited cut -
throughs to allow more direct passage for
pedestrians and cyclists
D. Develop and promote bicycle and pedestrian
education and law enforcement awareness programs
Evaluate the transition from a roads -based
impact fee to a mobility fee to provide capital
funding for multi -modal infrastructure
A. Transition from road impact fee to mobility fee
Provides flexibility to spend on capital for
other modes
• Minimal impact to overall fee amount (1-3% typical)
B. Explore establishing criteria to manage the modal
distribution of fee revenues to emphasize different
modes by geographic area (e.g., non -road modes in
CUA)
November 1, 2011
5
Continue to improve traffic operations by
maintaining appropriate signal timing plans
(including pedestrian movements) and through
the use of Intelligent Transportation System
(ITS) and Advanced Traffic Management
System (ATMS) technologies
Alk— m
Plan for the incorporation of alternative modes or
connection to nearby multi -modal infrastructure or
facilities (e.g., trails, park- and -ride) during the design
of new or expanded roadways /corridors
A. Plan to identify new or expanded multi -modal corridors
B. Plan for the connection of multi -modal corridors to nearby
infrastructure to create network
C. Coordinate multi -modal corridor design needs with
environmental preservation objectives
D. Coordinate multi -modal corridor design needs with other
infrastructure program needs
E. Identify intersection improvements to reduce congestion
Collier County Master Mobility Plan
Public Stakeholder Meeting
Coordinate with the FDOT and Collier County
regarding commuter -based services and /or
infrastructure to reduce delay for vehicles carrying
multiple persons during peak travel demand and
emergency vehicles
A. Coordinate regarding feasibility and benefit of
implementing carpool /HOV lanes in targeted areas
along 1 -75 during peak travel demand
B. Coordinate interchange activity centers with park -and-
ride or transfer facilities to provide access points for
commuter transit service
Incentivize employer -based transportation demand
management (TDM) programs to encourage a
change in travel behavior by shifting trips away from
peak travel times and /or eliminating work - related
vehicle trips
A. Program to recognize employers that implement TDM
B. Public- private partnerships for transit
C. Reduced parking requirements for TDM that reduces
total commute trips by employers
D. Review home -based employment allowances
C-A. c w
November 1, 2011
6
Original Language #15: Enhance communication and
cooperation between Collier County Transportation
Department and other groups /agencies with water,
habitat, and wildlife interests to discuss issues or
concerns that may affect planning decisions
Original Language #16: Coordinate with relevant
regulatory agencies to identify opportunities to reduce
permitting time and construction /mitigation costs for
development in compliance with the objectives of the
Master Mobility Plan
. l&b
A. Coordination meeting to identify initiatives to restore
flowways or protect habitats
B. Conduct periodic meetings with general public,
stakeholder agencies, and other interested parties to
review and evaluate the progress of the MMP
C. Memorandum of Understanding with FWS
• Wildlife crossings and strategies for cost effective
and coordinated approach to compensation
D. Pursue federal grant money to develop a Habitat
Conservation Plan (HCP)
E. Fast -track program to outside agencies for projects that
support mobility
Collier County Master Mobility Plan
Public Stakeholder Meeting
Revised Language #15: (Combines original
Objectives 15 and 16) —Through regular and
ongoing communication and coordination between
Collier County and regulatory agencies and
stakeholders, identify opportunities and implement
strategies to enhance efficiency and reduce costs
of the permitting process. This Objective should be
accomplished while balancing the protection of
water, wildlife, other natural resources and private
property rights, and with full consideration for a
particular sub - area's socio- economic
characteristics..
Use the mitigation cost component of the
County's current roadway impact fee to fund
specifically identified mitigation strategies
A. Explore a countywide HCP that specifies impact
fees towards a regional mitigation program
B. Tie mitigation to the area of impact
November 1, 2011
7
Recommend further research on and evaluation
of more cost - effective methods to address
wildlife/ vehicle collisions
A. Continue to work with FWC and FWS to better
define minimum size of wildlife crossings
B. Monitor effectiveness of crossing alternatives
C. Coordinate with roadway bridge projects to
evaluate if they can serve as wildlife crossings
Enhance e- government (Internet- based)
services to reduce vehicle miles of travel and
capital and operating costs
M
Collier County Master Mobility Plan
Public Stakeholder Meeting
Identify short- and long -term opportunities to
increase efficiency of and access to County
services and infrastructure
A. Identify and plan for long -range needs of key public
uses
B. Incentivize mixed -use development to support
consolidation /efficiency of services and infrastructure
C. Continue and enhance process to identify opportunities
to co- locate public facilities
D. Identify locations for centralized facilities and satellite
facilities to serve population growth east of CR 951
Develop a process to formally update the
neneo eyeryy five years
Review MMP outcomes /measures every
five years and, as necessary, update the
LDC /GMP or other regulatory
instruments.
November 1, 2011
8
The Final Master Mobility Plan report
will document all input received on the
Recommend ations /Objectives.
Thank you!
Collier County Master Mobility Plan November 1, 2011
Public Stakeholder Meeting 9
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Tindale - Oliver
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Planning and Engineering
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COLLIER COUNTY MASTER MOBILITY PLAN
TABLE OF CONTENTS
ExecutiveSummary ..................................................................................................................................... ............................... ES -1
Section 1: Project Introduction and History
Section1.1: Project Introduction ....................................................................................................................... ............................... 1 -1
Purposeand Goals ................................................................................................................................................... ............................... 1 -1
Overviewof Report Sections .................................................................................................................................... ............................... 1 -2
ACommunity Effort ................................................................................................................................................. ............................... 1 -2
Section 1.2: Planning and Development History ................................................................................................ ............................... 1 -3
Section 1.3: Existing Development Characteristics ............................................................................................. ............................... 1 -4
MMPPlanning Sub -Areas ........................................................................................................................................ ............................... 1 -5
Section 2: Current Data, Trends, and Forecasts
Section 2.1: Demographic Data, Trends, and Forecasts ...................................................................................... ...............................
2 -1
Existing and Projected Build -Out Population ........................................................................................................... ...............................
2 -1
Age........................................................................................................................................................................... ...............................
2 -9
StudentGeneration Rates ........................................................................................................................................ ...............................
2 -12
Income..................................................................................................................................................................... ...............................
2 -14
AdValorem Tax Base ............................................................................................................................................... ...............................
2 -17
Journey -to- Work ...................................................................................................................................................... ...............................
2 -18
TransitRidership ...................................................................................................................................................... ...............................
2 -18
DailyVehicle Miles Traveled (VMT) ......................................................................................................................... ...............................
2 -20
Single Family Residential Land Use Trip Characteristics Studies .............................................................................. ...............................
2 -21
Section 2.2: Land Use and Development Patterns .............................................................................................. ...............................
2 -23
CurrentLand Use ..................................................................................................................................................... ...............................
2 -23
FutureLand Use ...................................................................................................................................................... ...............................
2 -23
Environmentally - Sensitive Areas ............................................................................................................................. ...............................
2 -23
MMPPlanning Sub -Areas ........................................................................................................................................ ...............................
2 -27
Collier County— Master Mobility Plan 1 -1
Section 2.3: Networks and Infrastructure .......................................................................................................... ............................... 2 -35
Level of Service /Adequate Public Facilities Requirements ...................................................................................... ............................... 2 -35
Multi -Modal Transportation Networks and Infrastructure ..................................................................................... ............................... 2 -36
Non - Mobility Infrastructure and Service Areas ....................................................................................................... ............................... 2 -45
Section 3: Public Involvement Process
Section 3.1: Public Involvement Overview ......................................................................................................... ...............................
3 -1
PublicInvolvement Process ..................................................................................................................................... ...............................
3 -1
PublicInvolvement Timeline .................................................................................................................................... ...............................
3 -1
Section 3.2: Master Mobility Plan Stakeholders ................................................................................................ ...............................
3 -3
Section 3.3: Public Information Techniques ....................................................................................................... ...............................
3 -3
Section 3.4: Public Involvement Activities ......................................................................................................... ...............................
3 -4
ProjectTeam Meetings ............................................................................................................................................ ...............................
3 -4
PublicStakeholder Meetings ................................................................................................................................... ...............................
3 -4
GroupStakeholder Interviews ................................................................................................................................. ...............................
3 -6
PublicPresentations ................................................................................................................................................ ...............................
3 -7
Section 3.5: Major Themes and Outcomes ........................................................................................................ ...............................
3 -7
EmergingProject Themes ........................................................................................................................................ ...............................
3 -7
Toolsto Support MMP Themes ............................................................................................................................... ...............................
3 -9
GeographicApplication of Tools .............................................................................................................................. ...............................
3 -9
Section 4: Conceptual Plans and Potential Benefits
Section 4.1: Overview of Conceptual Plans ........................................................................................................ ............................... 4 -1
Section 4.2: Conceptual Land Use Plan .............................................................................................................. ............................... 4 -1
Influence of Urban Design on Travel Demand Patterns ........................................................................................... ............................... 4 -1
Influence of Area -Wide Land Use Strategies on Travel Demand Patterns .............................................................. ............................... 4 -5
Location and Sequence of Development ................................................................................................................. ............................... 4 -10
Section4.3: Conceptual Mobility Plan ............................................................................................................... ............................... 4 -10
Connectivity Within and Between Modes ............................................................................................................... ............................... 4 -10
Collier County— Master Mobility Plan 1 -2
Circulationand Access ............................................................................................................................................. ...............................
4 -15
CompleteStreets ..................................................................................................................................................... ...............................
4 -16
TransportationDemand Strategies .......................................................................................................................... ...............................
4 -16
OperationalEfficiencies ........................................................................................................................................... ...............................
4 -19
Section 4.4: Conceptual Wildlife Crossings and Habitat Preservation Plan ......................................................... ...............................
4 -20
Development History from an Environmental Perspective ..................................................................................... ...............................
4 -20
ProtectedNatural Areas .......................................................................................................................................... ...............................
4 -21
Wildlife /Listed Species ............................................................................................................................................. ...............................
4 -22
WildlifeLinkages ...................................................................................................................................................... ...............................
4 -26
Section 4.5: Conceptual Infrastructure Plan ....................................................................................................... ...............................
4 -27
FireRescue and EMS ................................................................................................................................................ ...............................
4 -28
PublicSchools .......................................................................................................................................................... ...............................
4 -29
Parksand Recreation ............................................................................................................................................... ...............................
4 -29
Libraries.................................................................................................................................................................... ...............................
4 -31
GovernmentBuildings ............................................................................................................................................. ...............................
4 -31
Public Utilities (Potable Water and Sanitary Sewer) ................................................................................................ ...............................
4 -31
Law Enforcement and Correctional Facilities ........................................................................................................... ...............................
4 -33
SolidWaste .............................................................................................................................................................. ...............................
4 -34
Section 4.6: Potential Benefits of MMP ............................................................................................................. ...............................
4 -34
Economics................................................................................................................................................................ ...............................
4 -34
Health, Welfare, and Quality of Life ......................................................................................................................... ...............................
4 -35
Safety....................................................................................................................................................................... ...............................
4 -37
Section 5: Master Mobility Plan Recommendations
Section 5.1: Master Mobility Plan Recommendations ........................................................................................ ............................... 5 -1
Section 6: U.S. DOE Grant Requirements
Section6.1: Overview of Grant ......................................................................................................................... ............................... 6 -1
Appendix A — Public Involvement Documentation (provided under separate cover)
Collier County — Master Mobility Plan 1 -3
LIST OF MAPS
Map 2 -1: 2007 Population and Employment by MMP Planning Sub - Area .................................................................................. ...............................
2 -3
Map 2 -2: 2080 Population and Employment by MMP Planning Sub - Area .................................................................................. ...............................
2 -4
Map2 -3: 2007 Population per Available Acre ............................................................................................................................. ...............................
2 -5
Map2 -4: 2080 Population per Available Acre .....................................:....................................................................................... ...............................
2 -6
Map2 -5: 2007 Employees by Available Acre .............................................................................................................................. ...............................
2 -7
Map2 -6: 2080 Employees by Available Acre .............................................................................................................................. ...............................
2 -8
Map2 -7: Existing Land Use Map ................................................................................................................................................. ...............................
2 -24
Map2 -8: Future Land Use Map ................................................................................................................................................... ...............................
2 -25
Map 2 -9: Environmentally Sensitive Areas .................................................................................................................................. ...............................
2 -26
Map 2 -10: 2035 LRTP Needs Plan Roadway Network ................................................................................................................. ...............................
2 -39
Map 2 -11: Potential Golden Gate Estates Bridges ...................................................................................................................... ...............................
2 -40
Map2 -12: Existing and Future Transit ......................................................................................................................................... ...............................
2 -41
Map 2 -13: Existing Bicycle and Pedestrian Facilities ................................................................................................................... ...............................
2 -42
Map2 -14: Fire Facilities and Fire Districts ................................................................................................................................... ...............................
2 -48
Map2 -15: Emergency Medical Services ...................................................................................................................................... ...............................
2 -49
Map2 -16: Public Schools ............................................................................................................................................................. ...............................
2 -50
Map2 -17: Parks and Recreation ................................................................................................................................................. ...............................
2 -51
Map2 -18: Solid Waste ................................................................................................................................................................ ...............................
2 -54
Map2 -19: Law Enforcement ....................................................................................................................................................... ...............................
2 -55
Map2 -20: Primary Government Buildings .................................................................................................................................. ...............................
2 -56
Map2 -21: Libraries ...................................................................................................................................................................... ...............................
2 -57
Map 4 -1: Natural Resource Protection Areas .............................................................................................................................. ...............................
4 -23
Map4 -2: Wildlife Linkages Map .................................................................................................................................................. ...............................
4 -25
Collier County— Master Mobility Plan 1 -4
LIST OF FIGURES
Figure1 -1: MMP Planning Sub - Areas .......................................................................................................................................... ...............................
1 -6
Figure2 -1: Median Age (1990, 2000, 2010) ................................................................................................................................ ...............................
2 -10
Figure 2 -2: Median Age by Census Block Group, 2000 and 2010 ................................................................................................ ...............................
2 -11
Figure 2 -3: School Age Residents (5 -19 years) per Housing Unit, 2010 ....................................................................................... ...............................
2 -13
Figure 2 -4: Median Household Income (1990, 2000, 2010) ........................................................................................................ ...............................
2 -14
Figure 2 -5: Median Household Income by Census Block Group, 2009 ........................................................................................ ...............................
2 -16
Figure 2 -6: Low Income Distribution (Households Below 80% of AMI), 2009 ............................................................................. ...............................
2 -16
Figure2 -7: Tax Base Distribution (2010) ..................................................................................................................................... ...............................
2 -17
Figure2 -8: Tax Revenue per Acre (2011) .................................................................................................................................... ...............................
2 -17
Figure2 -9: CAT Total Annual Passenger Trips ............................................................................................................................. ...............................
2 -19
Figure 2 -10: CAT Passenger Trips per Capita ............................................................................................................................... ...............................
2 -19
Figure 2 -11: Daily Vehicle Miles Traveled per Capita .................................................................................................................. ...............................
2 -20
Figure2 -12: Daily Vehicle Miles Travel Growth ........................................................................................................................... ...............................
2 -20
Figure 2 -13: 1999 and 2008 Single Family Residential Land Use Trip Characteristics Study Sites .............................................. ...............................
2 -22
Figure2 -14: MMP Planning Sub - Areas ........................................................................................................................................ ...............................
2 -27
Figure2 -15: Coastal Urban Area Sub - Area .................................................................................................................................. ...............................
2 -28
Figure2 -16: Golden Gate Estates Sub -Area ................................................................................................................................ ...............................
2 -29
Figure 2 -17: Rural Fringe Mixed Use District Receiving Areas Sub -Area ..................................................................................... ...............................
2 -30
Figure2 -18: Orange Tree Sub -Area ............................................................................................................................................. ...............................
2 -31
Figure 2 -19: Immokalee Urban Area Sub - Area ............................................................................................................................ ...............................
2 -33
Figure 2 -20: Rural Lands Stewardship Area Sub -Area ................................................................................................................. ...............................
2 -34
Figure 2 -21: Recommended Bicycle Facilities .............................................................................................................................. ...............................
2 -43
Figure2 -22: Recommended Pedestrian Facilities ....................................................................................................................... ...............................
2 -43
Figure 2 -23: Recommended Off - System Facilities ....................................................................................................................... ...............................
2 -44
Figure 2 -24: Collier County Potable Water District Boundaries .................................................................................................. ...............................
2 -52
Figure 2 -25: Collier County Existing and Future Potable Water Service Areas ............................................................................ ...............................
2 -52
Figure 2 -26: Collier County Sanitary Sewer District Boundaries .................................................................................................. ...............................
2 -53
Figure 2 -27: Collier County Sanitary Sewer Service Areas Boundaries ........................................................................................ ...............................
2 -53
Figure 3 -1: MMP Public Involvement Timeline (through Phase Two) ......................................................................................... ...............................
3 -2
Figure 4 -1: Proposed Golden Gate TDR and Wildlife Habitat Corridor ....................................................................................... ...............................
4 -7
Collier County— Master Mobility Plan 1 -5
Figure 4 -2: Conceptual Illustration of Sub -Area Connectivity Test ............................................................................................. ............................... 4 -12
Figure4 -3: Bridges Connectivity Test Sub -Area ......................................................................................................................... ............................... 4 -14
Figure 4 -4: Correlation between VMT /Licensed Driver and Obesity Rates ............................................................................... ............................... 4 -37
Figure4 -5: VMT Crash Reduction Calculation ........................................................................................................................... ............................... 4 -37
LIST OF TABLES
Table 2 -1: Historical and Projected Population, Collier County and Florida ................................................................................ ...............................
2 -1
Table 2 -2: Historical and Projected Employment, Collier County and Florida ............................................................................. ...............................
2 -2
Table 2 -3: Comparison of Base Year and Build -Out Population and Employment by MMP Planning Sub - Area ......................... ...............................
2 -9
Table2 -4: Median Age (1990, 2000, 2010) ................................................................................................................................. ...............................
2 -9
Table 2 -5: Distribution of Age by Category (1990, 2000, 2010) .................................................................................................. ...............................
2 -10
Table2 -6: Student Generation Rate ( 2010) ................................................................................................................................. ...............................
2 -12
Table2 -7: Student Generation Rate Trend .................................................................................................................................. ...............................
2 -12
Table 2 -8: Median Household Income (1990, 2000, 2010) ......................................................................................................... ...............................
2 -14
Table 2 -9: Distribution of Household Income (1990, 2000, 2010) .............................................................................................. ...............................
2 -15
Table2 -10: Journey -to -Work (Census 2000) ............................................................................................................................... ...............................
2 -18
Table2 -11: CAT Total Annual Passenger Trips ............................................................................................................................ ...............................
2 -19
Table 2 -12: Summary of VMT and Population by Decade ........................................................................................................... ...............................
2 -21
Table 2 -13: Collier Area Transit Route Details ............................................................................................................................. ...............................
2 -38
Table4 -1: Weighed Average Elasticities of VMT ......................................................................................................................... ...............................
4 -2
Table4 -2: Transit Service Density Thresholds ............................................................................................................................. ...............................
4 -4
Table 4 -3: Comparison of Baseline and Conceptual Land Use Scenario Demographic Variables ............................................... ...............................
4 -9
Table 4 -4: Comparison of Results from Baseline Model and Conceptual Land Use Scenario ..................................................... ...............................
4 -9
Table 4 -5: Comparison of Results from Baseline Model and Connectivity Test # 1 ..................................................................... ...............................
4 -13
Table 4 -6: Comparison of Results from Baseline Model and Connectivity Test # 2 ..................................................................... ...............................
4 -14
Table 4 -7: Level of Service by Fire Control District ...................................................................................................................... ...............................
4 -28
Table 4 -8: RLSA Parks /Open Space Characteristics ..................................................................................................................... ...............................
4 -30
Table6 -1: Grant Activity Metrics ................................................................................................................................................. ...............................
6 -1
Collier County — Master Mobility Plan 1 -6
LIST OF ACRONYMS /ABBREVIATIONS
ACSC —Area of Critical State Concern
AMI —Area Median Income
ARRA — American Recovery and Reinvestment Act of 2009
ATMS — Advanced Traffic Management Systems
BCB — Big Cypress Basin
BCC — Collier County Board of County Commissioners
BEBR — University of Florida's Bureau of Economic and Business Research
BRT— Bus Rapid Transit
CAT — Collier Area Transit
CBECS — Commercial Buildings Energy Consumption Survey
CCPC — Collier County Planning Commission
CCSO — Collier County Sheriff's Office
CIGM — Collier Interactive Growth Model
CIP —Capital Improvement Program
CRD — Compact Rural Development
CTPP —Census Transportation Planning Package
CUA —Coastal Urban Area
CR — County Road
CRA —Community Redevelopment Area
DOE — U.S. Department of Energy
DOR —Department of Revenue
DSBCC — School District Board of Collier County
EAC — Environmental Advisory Council
EECBG — Energy Efficiency and Conservation Block Grant
EMS — Emergency Medical Services
EPA — Environmental Protection Agency
ESRI — Environmental Systems Research Institute
FDOE — Florida Department of Education
FDOT — Florida Department of Transportation
FGDL— Florida Geographic Data Library
FISH — Florida Inventory of School Houses
FLUE — Future Land Use Element
FLUM — Future Land Use Map
FSA — Flow -way Stewardship Area
FWC — Florida Fish and Wildlife Conservation Commission
FWS — US Fish and Wildlife Service
FY— Fiscal Year
GAC —Gulf American Corporation
GGE — Golden Gate Estates
GHG — Greenhouse Gas
GIS — Geographic Information Systems
GMP —Growth Management Plan
HSA — Habitat Stewardship Area
HCP — Habitat Conservation Plan
HOT— High Occupancy Toll
HOV — High Occupancy Vehicle
ITS — Intelligent Transportation Systems
IUA — Immokalee Urban Area
LDC — Land Development Code
LOS — Level of Service
LOSS— Level of Service Standard
LRTP — Long Range Transportation Plan
MMP — Master Mobility Plan
MOU — Memorandums of Understanding
MPO — Metropolitan Planning Organization
NGGE — North Golden Gate Estates
NRPA— Natural Resource Protection Area
PUD — Planned Unit Development
RADS — Roadside Animal Detection System
RFMUD — Rural Fringe Mixed Use District
RLSA — Rural Lands Stewardship Area
ROSE — Recreation and Open Space Element
SRA —Stewardship Receiving Area
SOV — Single Occupant Vehicle
SSA — Stewardship Sending Area
SWFMD — South Florida Water Management District
TAZ — Traffic Analysis Zone
Collier County — Master Mobility Plan 1 -7
TCEA –Transportation Concurrency Exception Area
TCMA –Transportation Concurrency Management Area
TDM– Transportation Demand Management
TDP –Transit Development Plan
TDR – Transfer of Development Rights
TND –Traditional Neighborhood Design
TOD – Transit Oriented Development
(URBEMIS) URBan EMISsions – 9.2 software program
VHT –Vehicle Hours Traveled
VMT –Vehicle Miles Traveled
WMP –Watershed Management Plan
WRA – Water Retention Area
ACKNOWLEDGEMENTS
This material is based upon work supported by the Department of
Energy [National Nuclear Security Administration] under Award Number
D E -E E0000783.
DISCLAIMER
This report was prepared as an account of work sponsored by an agency
of the United States Government. Neither the United States
Government nor any agency thereof, nor any of their employees, makes
any warranty, express or implied, or assumes any legal liability or
responsibility for the accuracy, completeness, or usefulness of any
information, apparatus, product, or process disclosed, or represents that
its use would not infringe privately owned rights. Reference herein to
any specific commercial product, process, or service by trade name,
trademark, manufacturer, or otherwise does not necessarily constitute
or imply its endorsement, recommendation, or favoring by the United
States Government or any agency thereof. The view and opinions of
authors expressed herein do not necessarily state or reflect those of the
United States Government or any agency thereof.
PROJECT TEAM
Collier County
Tindale- Oliver & Associates, Inc.
WilsonMiller Stantec
Mulhere & Associates, LLC
AIM Engineering & Surveying, Inc.
White & Smith, LLC
Dr. Robert Cervero, PhD
In participation with members of the general public and stakeholder
agencies /organizations including, but not limited to:
Barron Collier Companies
Big Corkscrew Island Fire Control & Rescue District
Collier County Airport Authority
Collier County Audubon Society
Collier County Metropolitan Planning Organization
Collier Enterprises
Conservancy of Southwest Florida
Consolidated Citrus/ King Ranch Incorporated
Defenders of Wildlife
District School Board of Collier County
Florida Department of Transportation – District 1
Florida Division of Forestry
Florida Fish and Wildlife Conservation Commission
Florida Wildlife Federation
Golden Gate Area Civic Association
Golden Gate Estates Area Civic Association
Golden Gate Fire Control & Rescue District
Greater Naples Chamber of Commerce
Smart Growth Coalition
South Florida Water Management District —Big Cypress Basin
Southwest Florida Regional Planning Council
Star Development
Urban Land Institute
U.S. Department of Environmental Protection —South District
U.S. Fish and Wildlife Service
Collier County– Master Mobility Plan 1 -8
PURPOSE
Collier County initiated the Master Mobility Plan (MMP) study to develop a long-
term vision to aid in planning for the county's mobility, land use, and infrastructure
needs at population build -out. The primary goal of the MMP is to reduce Green-
house Gas Emissions specifically by reducing Vehicle Miles Traveled (VMT) and Ve-
hicle Hours Traveled (VHT) while at the same time protecting habitats, environmen-
tally- sensitive lands, and agriculture.
study. It should be noted that such adopted plans, such as the MPO's LRTP, are sub-
ject to future updates and amendments and that planned projects may be removed
or added during any subsequent amendment process.
In its entirety, the MMP consists of a single, unified plan revolving around the follow-
ing components:
• Conceptual Plans addressing Land Use, Mobility, Environmental, and infrastruc-
The MMP is funded with an Energy Efficiency and Conservation Block Grant provided ture strategies that achieve the objectives of the MMP through future policy
by the U.S. Department of Energy. The grant was created as a result of the American recommendations.
Recovery and Reinvestment Act of 2009. • Signed Memorandums of Understanding to set forth conceptual understandings
between Collier County Government, primary stakeholders, and /or outside
While the primary goal of the MMP is tied to reducing greenhouse gas emissions, agencies.
Collier County recognizes that the goals and objectives also support the long -range • Unprecedented, comprehensive, and completely transparent public involvement
business plan by reducing the need for a variety of capital infrastructure that is both process used to gather and incorporate public and stakeholder input.
expensive to construct but also maintain.
Phase One of the MMP was completed in 2010 and focused on data collection and
review. Phase Two, which began in January 2011, includes development of the MMP
supported by both data analysis and an extensive public involvement program, re-
sulting in future policy recommendations to ultimately be considered as part of
Phase Three.
It should be expressly noted that it is not the purpose of the MMP, or any testing
done during this process, to justify the addition or deletion of any capital projects in
the adopted Collier County Metropolitan Planning Organization (MPO) 2035 Long
Range Transportation Plan (LRTP). With the exception of furthering previous study
recommendations regarding the need for new bridges to connect local roads in
Golden Gate Estates, it is not the intent of this document to specifically support LRTP
projects. The MPO may consider concepts and strategies outlined in this plan for
future policy direction and capital planning.
As such, any depiction of specific projects on exhibits used during the MMP planning
process and /or contained within this report or its supporting documentation are only
meant to reference adopted plans or programs in effect at the time of the MMP
Collier County - Master Mobility Plan
PUBLIC INVOLVEMENT: A COMMUNITY EFFORT
The public involvement process was developed
to allow key stakeholder agencies and the gen-
eral public opportunities to help shape develop-
ment of the plan. In the same respect, efforts
were made to provide a broad - spectrum of in-
formation and opportunities for input to meet
the needs of the county's diverse population.
To maximize transparency, build consensus
among stakeholders, and to use stakeholder and
public input to guide the development of the
MMP, a wide array of techniques were used,
including public stakeholder meetings/
workshops, stakeholder interviews, project web -
site, newsletters, and press.
Break -out groups held during the initial
public stakeholder meeting (held on
February 25, 2011) were designed to
maximize participation and input receiving
during the MMP public involvement process.
Figure 1 provides a comprehensive timeline of pubic involvement activities for the
MMP.
Page ES -1
Figure 1
Public Involvement Timeline
(through Phase Two)
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Collier County - Master Mobility Plan
Page ES -2
In addition to the broad range of engagement options described above, based on
requests from the public, Collier County opened all MMP meetings, activities, and
events. As the MMP has progressed, the public has been encouraged to participate
in all activities, notice of which are posted on the project website as well as through
usual public notice systems.
MASTER MOBILITY PLAN SUB -AREAS
Early in the MMP process, the need to identify and consider sub -areas for purposes
of developing VMT- reducing recommendations emerged. Six planning sub -areas
were identified based on distinctive resources and characteristics, (re)development
potential, and future infrastructure and service needs. Public input confirmed the
need for special consideration of socio- economic conditions and localized identify.
The six sub -areas presented in Figure 2 include:
• Coastal Urban Area (CUA)
• Golden Gate Estates (GGE)
• Rural Fringe Mixed -Use District Receiving Areas (RFMUD Receiving Areas)
• Orange Tree
• Immokalee Urban Area (IUA)
• Rural Land Stewardship Area (RLSA)
DATA, TRENDS, AND FORECASTS
Previous planning efforts in Collier County have produced a set of build -out demo-
graphic data that includes population, dwelling units, and employees by Traffic
Analysis Zone (TAZ). As part of the MMP, the Project Team evaluated the build -out
data set for reasonableness based upon adopted policies. The baseline build -out
data was then applied to the Collier County Metropolitan Planning Organization's
(MPO) adopted 2035 Travel Demand Model. The MPO's adopted 2035 Needs Plan
network is the most long -term network adopted by Collier County, and so it served
as the build -out test network for this effort.
For the purpose of the MMP, the ultimate build -out population or build -out date
serves only as a reference point and test data set. Variations to the build -out date
Collier County - Master Mobility Plan
Figure 2
and permanent population would not have a material impact on the outcome of this
planning study.
As part of the Conceptual Land Use and Mobility Plans, the demographic data within
specific TAZs were adjusted to create specific scenarios to test land use and mobility
concepts within several of the MMP sub -areas as well as countywide. The Travel
Demand Model results for each scenario was compared to the baseline scenario to
quantify the effects on both VMT and VHT.
In addition to projected population and employment growth, other demographic
characteristics provide an understanding of the county's history, current status, and
forecast conditions. Variables such as income, age distribution, tax base, and travel
behavior aid in identifying Collier County's relative strengths and weaknesses.
Page ES -3
This understanding helps form the basis for the Conceptual Mobility and infrastruc-
ture Plans, which help guide recommendations for policies that both reduce VMT
and provide other cost and energy saving measures for Collier County.
CONCEPTUAL PLANS
The MMP is intended to provide strategic guidance for future policy recommenda-
tions that reduce VMT and VHT; protect habitat, environmentally - sensitive land, and
agriculture; and identify infrastructure planning guidelines. To achieve these goals,
four conceptual plans have been developed, each of which will provide the basis for
the policy recommendations developed for the MMP (which are provided at the end
of this Executive Summary).
A Conceptual Land Use Plan, the purpose of which is to identify area -wide land use
and urban design strategies that influence travel demand patterns with the goal of
reducing VMT. The Conceptual Land Use Plan compares the existing conditions of
the county to build -out projections and identifies various land use concepts that
could be applied to reduce VMT and VHT. As part of this effort, the influence of land
use concepts on travel demand patterns was examined, including Urban Design Prin-
ciples, Area -Wide Land Use Strategies, and Location and Sequence of Development.
To help measure the influence of area -wide land use strategies on VMT and VHT,
conceptual land use scenarios were developed based largely on input received from
the public, and the results of the scenarios were compared against the baseline
model run to quantify potential reductions in VMT or VHT.
A Conceptual Mobility Plan, the purpose of which is to incorporate multi -modal
transportation alternatives with the goal of reducing VMT. The Conceptual Mobility
Plan discusses the cornerstone principals that serve to create a cohesive, integrated,
and efficient mobility system, thereby enhancing the provision of multi -modal choice
(e.g., transit), including connectivity within and between modes, circulation and ac-
cess, Transportation Demand Management (TDM) strategies, and operational effi-
ciencies.
A Conceptual Wildlife Crossings and Habitat Preservation Plan, the purpose of
which is to ensure that the protection and interconnectivity of proposed environ-
mentally- sensitive lands is considered in the development of the MMP. Of the nearly
Collier County - Master Mobility Plan
1.3 million acres in Collier County, more than 1 million acres have previously been
identified as environmentally - sensitive. As ecologically valuable as these natural
resource and habitat lands in Collier County are, the interconnectivity of many of
these lands is vital to maintaining the integrity of the overall system. The Conceptual
Wildlife Crossings and Habitat Preservation Plan discusses how efforts to maintain
water and /or wildlife connections through the landscape must be considered as part
of future planning for roadway improvements or new mobility corridors.
A Conceptual Infrastructure Plan, the purpose of which is to provide guidelines on
infrastructure, reducing redundancies and increasing synergy with the goal of reduc-
ing VMT. Recent planning efforts undertaken in Collier County have demonstrated
that as the county continues to grow, current infrastructure planning levels are
unsustainable without significant changes. The Conceptual Infrastructure Plan
identifies strategies to reduce VMT and promote efficient and consolidated infra-
structure planning, therefore reducing the cost burden to the citizens of Collier
County.
MASTER MOBILITY PLAN RECOMMENDATIONS
The County's growth history, current development pattern, and projected build -out;
the extensive public involvement process conducted as part of this project; research
on VMT- reducing concepts and strategies, and the results of the travel demand
model tests and scenarios provided the building blocks for developing the following
objectives. These objectives have been identified as policy recommendations for
consideration by the Collier County Board of County Commissioners (BCC) as the
MMP progresses into Phase Three. For many of these objectives, descriptions and/
or examples of potential strategies that could be used to support the objective are
provided in Section 5 of the MMP Report.
OBJECTIVE 1 — Use impact fee incentives based on calculated reductions generated
by optimal employment to population ratios and reduced commuter - related trips,
both within specific mixed -use developments and within larger sub - areas.
OBJECTIVE 2 — Incentivize infill and redevelopment of the Coastal Urban Area to
maximize the use of existing infrastructure and services.
Page ES -4
OBJECTIVE 3 — Incentivize neighborhood- serving retail and service uses in Golden
Gate Estates, Rural Fringe Mixed -Use District Receiving Areas, and Orange Tree to
reduce trip lengths for neighborhood serving uses.
OBJECTIVE 4 — Incentivize the development of self - sustaining Towns and Villages
within the RLSA to provide for internal capture and use of alternative modes.
OBJECTIVES — Revisit policies within the Coastal Urban Area and Immokolee Urban
Area to encourage infill and redevelopment and provide for internal capture and use
of alternative modes within localized mixed -use developments.
OBJECTIVE 6 — Coordinate County multi -modal planning efforts with land use strate-
gies identified under Objectives 1 -5.
OBJECTIVE 7 — Plan for the provision of multi -modal infrastructure through land de-
velopment and roadway standards (e.g., complete streets) within large -scale planned
developments and the county road network.
OBJECTIVE 8 — Implement enhanced bicycle, pedestrian, and safety improvements.
OBJECTIVE 9 — Enhance localized connectivity to reduce VMT and increase travel effi-
ciency as well as optimize to transit, emergency vehicle, and school transportation
operations.
OBJECTIVE 10 — Evaluate the transition from a roads -based impact fee to a mobility
fee to provide capital funding for multi -modal infrastructure, including buses, stop/
station area infrastructure, Bus Rapid Transit (BRT) infrastructure (e.g., signal prior-
ity, queue jump lanes, etc.) and transit supporting bicycle features (e.g., bicycle racks,
lockers, etc.).
OBJECTIVE 11 — Continue to improve traffic operations by maintaining appropriate
signal timing plans and through the use of Intelligent Transportation System (ITS) and
Advanced Traffic Management System (ATMS) technologies.
Collier County - Master Mobility Plan
OBJECTIVE 12 — Coordinate with the Florida Department of Transportation (FDOT),
Collier County Alternative Transportation Modes, and Collier County Land Develop-
ment Services regarding the implementation of commuter -based services and /or in-
frastructure to reduce delay for vehicles carrying multiple persons during peak travel
demand and emergency vehicles.
OBJECTIVE 13 — Plan for the incorporation of alternative modes or connection to
nearby multi -modal infrastructure or facilities (e.g., trails, park- and -ride lots, etc.)
during the design or new or expanded roadways /corridors.
OBJECTIVE 14 — Incentivize employer -based transportation demand management
(TDM) programs to encourage a change in travel behavior by shifting trips away from
peak travel times and /or eliminating work - related vehicle trips.
OBJECTIVE 15 — Enhance communication and cooperation between Collier County
Transportation Department and other groups /agencies with water, habitat, and wild-
life interests to discuss issues or concerns that may affect planning decisions.
OBJECTIVE 16 — Coordinate with relevant regulatory agencies to identify opportuni-
ties to reduce permitting time and construction /mitigation costs for development in
compliance with the objectives of the Master Mobility Plan.
OBJECTIVE 17 — Use the mitigation cost component of the County's current roadway
impact fee to fund specifically identified mitigation strategies.
OBJECTIVE 18 — Recommend further research on and evaluation of more cost -
effective methods to address wildlife /vehicle collisions.
OBJECTIVE 19 — Identify short- and long -term opportunities to increase efficiency of
and access to County services and infrastructure.
OBJECTIVE 20 — Enhance e- government (Internet- based) services to reduce vehicle
miles of travel and capital and operating costs.
OBJECTIVE 21— Develop a process to formally update the MMP every five years.
Page ES -5
1w lot
M
SECTION 1.1: PROJECT INTRODUCTION
Collier County initiated this Master Mobility Plan (MMP) study to
develop a long -term vision to aid in planning for the county's mobility,
land use, and infrastructure needs at population build -out. The
primary goal of the MMP is to reduce Greenhouse Gas Emissions
specifically by reducing Vehicle Miles Traveled (VMT) and Vehicle Hours
Traveled (VHT) while at the same time protecting habitats,
environmentally - sensitive lands, and agriculture.
While the primary goal of the MMP is tied to reducing greenhouse gas
emissions, Collier County recognizes that the goals and objectives also
support the long -range business plan by reducing the need for a variety
of capital infrastructure that is both expensive to construct but also
maintain.
As part of the Master Mobility Plan process, potential strategies to
reduce VMT were evaluated using the Collier County Metropolitan
Planning Organization's (MPO) travel demand model, specifically the
2035 Long -Range Transportation Plan (LRTP) Needs Plan network. The
adopted 2035 travel demand model network was used for testing
various conceptual land use scenarios and local road and bridge network
interconnection concepts. The model was used because of its ability to
report out VMT and VHT metrics, allowing the results of each scenario to
be compared to the baseline condition. VMT is a measure of how much
travel is taking place (a function of the number and length of trips), while
VHT is a measure of travel times, i.e. how much time it takes to travel
the VMT, both are related to greenhouse gas emissions.
While the stated goal of the study effort is to identify strategies that
have the potential to reduce VMT, other metrics representing travel
demand characteristics, e.g., VHT, are necessary components that
deserve to be analyzed during the process. Although generally we hope
to see VHT reduced as VMT is reduced, it should be noted VMT and VHT
reductions do not necessarily rise and fall together, and a strategy that is
successful at reducing VMT may in fact result in an increase VHT, and
decision- makers need to understand that balance. Evaluating VHT is
part of the process of measuring and quantifying strategic benefits,
especially those strategies that are specifically directed at operational
efficiencies (e.g., intersection improvements, traffic signal
improvements, etc.) that are not expected to yield measurable VMT
reductions, but do help to reduce congestion and thus reduce the level
of greenhouse gas emissions.
It should be expressly noted that it is not the purpose of the MMP to
justify the addition or deletion of any capital projects in the adopted
2035 LRTP. With the exception of furthering previous study
recommendations regarding the need for new bridges to connect local
roads in Golden Gate Estates, it is not the intent of this document to
support specific LRTP projects. The Board of County Commissioners
(BCC) may consider concepts and strategies outlined in this plan for
future policy direction and capital planning.
Any depiction of specific projects on exhibits used during the MMP
planning process and /or contained within this report or its supporting
documentation are only meant to reference adopted plans or programs
in effect at the time of this study. It should be noted that such adopted
plans, such as the MPO's LRTP, are subject to future updates and
amendments and that planned projects may be removed or added
during any subsequent amendment process.
Purpose and Goals
The MMP plan sets forth a long -term vision for a strong and dynamic
future for Collier County. This plan is intended to be a strategic guide for
future policy recommendations, rather than a regulatory document.
1 -1
Collier County — Master Mobility Plan
In its entirety, the MMP consists of three phases:
• Phase One: data review and collection (completed 2010)
• Phase Two: data analysis, MMP development, and policy
recommendations
• Phase Three: refine policy recommendations into language for
Growth Management Plan (GMP) and Land Development Code
(LDC) amendments (anticipated to be completed in 2012). This
phase will further refine and vet recommendations through
specific committees, stakeholders, and the public before
coming back to the Collier County Planning Commission (CCPC)
and BCC.
This report documents all activities completed in the development of
Phase Two, providing a single unified plan revolving around the following
concepts:
• Conceptual Plans addressing Land Use, Mobility, Environmental,
and Infrastructure strategies that achieve the objectives of the
MMP through policy recommendations.
• Signed Memorandums of Understanding (MOU), developed to
set forth conceptual understandings between Collier County
Government, primary stakeholders, and /or outside agencies.
• An unprecedented comprehensive, completely transparent
public involvement process used to gather input from the public
and stakeholders throughout the entire MMP process.
Overview of Report Sections
This report is organized in the following manner:
Section 1 introduces the project purpose and goals, planning and
development history of Collier County, existing development
characteristics, and six planning sub -areas developed through this
process.
Section 2 discusses demographic, financial, land use, and development
trends and forecasts in Collier County. In addition, this section illustrates
existing and planned land use, infrastructure, and environmental
protection concepts based on current policy.
Section 3 presents an overview of the public involvement process
conducted as part of the MMP, including a summary of all public
involvement activities conducted, as well as the major themes and
outcomes resulting from these efforts.
Section 4 presents the four conceptual plans developed for the MMP,
addressing Land Use, Mobility, Infrastructure, and Wildlife Crossings and
Habitat. In addition, this section documents measurable outcomes
resulting from the four conceptual plans, including quantified VMT
reduction and other potential benefits.
Section 5 documents the policy recommendations for consideration
moving into Phase Three of this project.
Section 6 provides a summary of the DOE grant requirements along with
demonstration that all requirements have been satisfied.
A Community Effort
Throughout all phases of the MMP, the public and stakeholders have
been involved in a critical partnership designed to elicit feedback and
support of the MMP. Representatives from various public agencies, non-
governmental organizations, non - profit organizations, the local
development community, and the general public committed valuable
time and resources by participating in this process. Their participation
allowed continual discussion and debate of various issues, fostering a
cooperative process with all parties.
1 -2
Collier County — Master Mobility Plan
SECTION 1.2: PLANNING AND DEVELOPMENT HISTORY
Collier County's movement towards creating a sustainable and livable
community is the product of planning efforts that began 17 years ago
and is now culminating in the development of the MMP. To better
understand the context of the MMP, it is important to understand the
historical framework in which this project is established.
In 1994, the Urban Area Build -Out Study was prepared to assist in the
development of a long range "vision" of the Coastal Urban Area, with a
specific focus on the infrastructure improvements needed to
accommodate the urban area's potential growth based on the Future
Land Use Map. Phase I, when completed, provided a comprehensive
review of the urban area population, while Phase II was an analysis of
infrastructure needed to accommodate that population.
In 2001, the Community Character Plan entitled Toward Better Places
was accepted by the BCC. The Community Character Plan, prepared by
Dover Kohl and Associates, in part recommended the following; 1)
connecting neighborhoods; 2) enhancing the major road network by
improving its network of principal arterial roads while simultaneously
creating a secondary network of smaller roads that link neighborhoods;
3) designing great streets, through a "palette" of street types that could
be used (or improved upon) during the road design process; and 4)
balancing character with congestion by establishing "transportation
concurrency management areas," to mold concurrency to its character -
enhancing plans.
The Rural Fringe Mixed -Use District (RFMUD) and Rural Lands
Stewardship Area (RLSA) programs were developed between 1999 and
2002. Collectively these two programs created a long range plan for
more than 300,000 acres of rural land including vast habitat areas and
significant agricultural operations. These programs identified lands of
high ecological value and, as such, the primary targets for preservation
as well as where development should occur. In 2005, the RLSA Plan
received the 2005 Better Community Award from 1000 Friends of
Florida.
Subsequently, the Horizon Study Phase One, initiated in 2004, sought to
determine if the county could afford the infrastructure and services
necessitated by future growth. In 2005, a Build -Out Study was
completed, consisting of a straight -line population projection derived
from past growth trends that estimated the future build -out population
and the necessary infrastructure to service that projected growth. This
effort established the basis that projected cost for infrastructure and
service improvements would surpass estimated revenue. The Horizon
Study highlighted the need for land use modeling to better determine
the location of future population and the infrastructure to service that
population.
The Horizon Study Phase Two, initiated by the BCC in May 2006, sought
input from the study area's residents, property owners, and other
stakeholders as to their expectations of services for the study area,
weighed against the cost to provide those services identified during
Phase One. This phase developed a land use modeling tool, the Collier
Interactive Growth Model (CIGM), which spatially projects population
based upon the Growth Management Plan's regulatory environment and
historical comparisons.
The Rural Land Stewardship Area Five -Year Review, completed
between November 2007 and June 2009, consisted of nearly 30 public
meetings evaluate the success of the RLSA Overlay adopted five years
earlier. This sub - district is anticipated to account for the greatest
population and employment growth east of CR 951.
1 -3
Collier County — Master Mobility Plan
The Long Range Transportation Plan (LRTP) 2035 Update, adopted in
December 2010, is a multi -modal plan addressing different types of
travel needs through 2035, including automobile, transit, bicycle, and
pedestrian modes. The networks developed during this effort will
provide a baseline for the travel demand modeling efforts within the
MMP.
In 2009, Phase One of the Master Mobility Plan was initiated to build
upon the previous efforts through a refined approach and specificity not
provided in previous planning efforts. The design of the program is to
develop a clear and concise long -term vision that not only incorporates
measures to increase the efficiency of transportations system within the
county and lower carbon emissions, but further identifies:
• public infrastructure efficiencies
• possible transit and multi modal policy changes to lower VMT
• possible land use policy changes to lower VMT
• opportunities to further protect environmentally - sensitive areas
and wildlife
During Phase One of the MMP, an inventory of the data, plans, and
documents available for the data analysis phase was completed. This
document, entitled "Collier County Master Mobility Plan Data Plans
Review Technical Memorandum" (August 2010), provides a review of
previous plans and documents in preparation for Phase Two, including
documentation of key concepts, data, and resources available to support
the development of the MMP.
SECTION 1.3: EXISTING DEVELOPMENT CHARACTERISTICS
Collier County is located in southwest Florida along the Gulf of Mexico.
Collier County's inhabited history spans hundreds of years, however,
significant population growth has really only occurred over the past 50
years. The county was incorporated by the Florida Legislature in 1923
from portions of Lee and Monroe counties and was primarily accessible
by water from the late 1800s through the early 1960s, thereby resulting
in slower population growth than experienced in other areas of the
state. There are three municipalities within the county: Everglades City,
Marco Island, and Naples. Per the 2010 Census, Collier County currently
is ranked the 14th most populous county in Florida, with 1.7 percent of
the state's total population.
Collier County is the second largest county in Florida, with approximately
2,025 total square miles, however a significant portion of this area is
designated as either federal or state park land or as conservation land. It
is rich in geographic diversity, from the beaches to the Big Cypress
National Preserve and Everglades National Park. Its beaches, tropical
climate, and geographic and biological diversity make it one of the
premier tourism and retirement destinations within the United States.
From the late 1800s through the 1920s, wealthy Northern and
Midwestern settlers came to the region to enjoy the white sand beaches
and the excellent fishing and hunting found within Collier County. Even
before the turn of the last century, pioneer settlers inhabited the
eastern scrub lands on cattle ranches. Others fished, farmed and hunted
the throughout the Ten Thousand Islands. During this time, Immokalee
was established as a rural agricultural community.
Increased interest in Collier County as a tourist and retirement
destination are tied to the construction to two significant road projects
that facilitated travel to Collier from both the north and the south, as
well as beyond Florida. The construction of the Tamiami Trail by Barron
Gift Collier in the 1920s as part of the agreement to create Collier
County provided a link to Tampa and parts north Collier County and onto
Miami. Later, in the 1960s, the construction of Alligator Alley (now 1 -75)
provided a direct link from the Midwest to Florida and Collier County.
1 -4
Collier County — Master Mobility Plan
Staring in the late 1960s and continuing until 2006, Collier County
experienced significant population growth. This initially occurred along
the coastal area, but as areas along the coastline became more
developed, available land became scarce and land values increased
significantly. Growth and development has steadily moved eastward,
but has generally been limited to the County's Coastal Urban Area (CUA)
(generally defined by Lee County Boundary to the north, Collier
Boulevard on the east and the Gulf of Mexico to the west), the
Immokalee Urban Area, and Golden Gate Estates (GGE).
Golden Gate Estates is a large pre - platted area containing approximately
175 square miles that was originally platted in the early 1960s by Gulf
American Corporation (GAC). GAC dug canals to drain the wetlands and
carved the property into 1.25 -acre lots. There was no provision for
central sewer and water, and a vast network of unpaved limestone
roads. GAC promoted GGE worldwide as a premier vacation and
retirement community. Most of the lots were sold sight unseen with
little money down. In 1974, when the area was less than 10 percent
developed, it became apparent to county officials that the project, with
limestone roads and no centralized water and sewer system, could not
support the number of platted lots. Further issues identified include a
lack of road connectivity, as the road pattern is not a complete grid and
bridges were not installed, as well as no significant commercial or
employment services were incorporated within this area. The county
decreased zoning density and required a minimum of 2.25 acres to build
a single family residence. Over a more than twenty year period, the
State of Florida acquired the vast majority of lots in GGE south of 1 -75
(known as the South Blocks) and a plan to restore this area to its natural
condition is underway. North GGE, either due to affordability or lifestyle
choice (semi - rural), or both, developed rapidly from 1990s through
2006, creating impacts to traffic and other public services within this
area.
MMP Planning Sub -Areas
In consideration of the historic development patterns and existing
conditions, coupled with Collier County's expansive geographic area and
its distinctive resources and characteristics, (re)development potential,
and future infrastructure and service needs have led to the identification
of six planning sub - areas. These planning sub -areas are a major theme
of this project developed through the public involvement process and
will be referenced throughout this document. The six planning areas,
presented in Figure 1 -1, will be discussed in more detail in later sections
and include:
• Coastal Urban Area (CUA)
• Golden Gate Estates (GGE)
• Rural Fringe Mixed -Use District (RFMUD) Receiving Areas
• Orange Tree
• Immokalee Urban Area (IUA)
• Rural Land Stewardship Area (RLSA)
Section 2 provides a detailed description of each MMP planning sub-
area.
1 -5
Collier County — Master Mobility Plan
Figure 1 -1
MMP Planning Sub -Areas
Collier County — Master Mobility Plan 1 -6
100090606066009**6090960606
3z
SECTION 2.1: DEMOGRAPHIC DATA, TRENDS, AND FORECASTS
As discussed in Section 1, upon completion, the MMP will conceptualize
a future vision for Collier County. Ultimately, Phase Three of the MMP
will carry forward policy recommendations that move towards
implementing this vision. The first step in developing the MMP is to
understand where the county has been, where it is now, and where it is
going in the future. By analyzing past trends, current conditions, and
future forecasts, this picture can be formed. How has the county grown
and developed in the past? How many people live here now, and how
many new residents can we expect in the future? Where are they living
and where do we expect new residents to move to? What will new and
redeveloped communities look like in the future? How many jobs are
there in the county, and where are those jobs located? How do people
and goods currently move about the county, and how will this change in
the future? Analysis of these and many other indicators highlight Collier
County's relative strengths and weaknesses, which can then be
perpetuated or countered through policy recommendations resulting
from development of the MMP.
Existing and Projected Build -Out Population
One of the most important components in the planning process is an
analysis of both the existing and projected demographics of a
community. As such, population and employment forecasts are a critical
component of long -range planning and touch almost every element of
the planning process. First, forecasts help articulate expectations about
the future: Is the community expected to grow or not? Second,
forecasts can help a community better understand some of the forces
affecting community growth and change: What is the spatial distribution
of the population? What is happening with employment trends? The
growth or decline of employment in a community is a major determinant
of housing needs.
Collier County— Master Mobility Plan
Historically, Collier County has consistently outpaced Florida in terms of
population growth. This trend is projected to continue through 2035,
although population projections indicate that the differential annual
growth between Collier County and Florida is decreasing. According to
the 2010 U.S. Census, Collier County increased its permanent population
more than seven -fold between 1970 and 2010. Table 2 -1 presents the
historical, current, and projected population figures for both Collier
County and Florida. Build -out year population estimates are available
for Collier County but not for Florida. For purposes of this project, build -
out is estimated to be 2080, though it is recognized that this is
approximate. The use of 2080 as the estimated build -out year is strictly
a planning tool to provide a temporal perspective.
Table 2 -1:
Historical and Proiected Populatinn_ rnllipr r'niinty and Kinrirlm
Year
1970
Collier County
38,900
Annual %
Change
n/a
Florida
6,845,400
Annual %
Change
n/a
1980
86,000
8.3%
9,747,000
3.6%
1990
152,100
5.9%
12,938,100
2.9%
2000
251,400
5.2%
16,049,300
2.2%
2010
321,500
2.5%
18,801,300
1.6%
2035
518,100
1.9%
24,970,700
1.1%
2080
935,500
1.3%
n/a
n/a
,)ources: u.a. l.ensus kiwu, lyzsu, iyyu, ZUUU and 2010); University of Florida, Bureau of
Economic and Business Research (BEBR), Medium 2035 Projections for Collier County and
Florida; Collier County 2080 (build -out) population figure based on previous planning
efforts and refined as part of the MMP.
The build -out data set is based largely upon the work previously done by
TBE, Inc. as part of the Collier County Build -out Evaluation (February 9,
2006), which was based on the County Growth Management
Department's Urban Build -out Analysis (circa, 2005), and the later work
by Van Buskirk, Ryffel & Associates, Inc. in the CIGM and the East of 951
Horizon Study (2008). In 2009, the data set was also reviewed for
2 -1
consistency with the recent RLSA Review Committee's Five -Year Review
of the Rural Lands Stewardship Program.
All of the work to date has been based upon the County's adopted
Growth Management Plan's Future Land Use Map (FLUM). The build -
out socioeconomic data set includes residential data (single and multi
family dwelling units) as well as non - residential information (e.g.,
employment by type: commercial, service, and industrial; hotel /motel
units; student population, etc.). The data is quantified for each
individual traffic analysis zone (TAZ) in the travel modW_A"art of the
MMP, the Project Team evaluated the completed data set for
reasonableness as a baseline condition representing a "business as
usual" scenario based upon adopted policies.
Table 2 -2 presents the historical, current, and projected employment
figures for both Collier County and Florida. Employment figures reflect
the total number of employees within Collier County (employer -based
data) and not just employed residents of Collier County (resident -based
data). The employment growth trend in both Collier County and Florida
is comparable to the population trend.
As part of the MMP, build -out population and employment projections
are available by TAZ and have been aggregated to develop population
and employment sub - totals for each MMP planning sub -area. These
population and employment data are illustrated in the maps and table
on the following pages:
• Map 2 -1 is a conceptual map illustrating the 2007 population
and employment figures by MMP planning sub -area.
• Map 2 -2 is a conceptual map illustrating the 2080 population
and employment projections by MMP planning sub -area.
• Map 2 -3 illustrates the 2007 population densities (persons per
acre of available land).
• Map 2 -4 illustrates the projected 2080 population densities
(persons per acre of available land).
• Map 2 -5 illustrates the 2007 employment densities (employees
per acre of available land).
• Map 2 -6 illustrates the projected 2080 employment densities
(employees per acre of available land).
• Table 2 -3 provides a comparison of the 2007 and build -out
population and employment figures by MMP planning sub -area
Table 2 -2:
Historical and Proiected Emolovment. Collier Countv and Florida
Year
1970
Co lier County
19,800
Annual %
Change
n/a
Florida
2,966,100
Annual %
Change
n/a
1980
46,900
9.0%
4,687,500
4.7%
1990
92,100
7.0%
6,740,300
3.7%
2000
142,500
4.5%
8,841,600
2.8%
2010
166,300
1.6%
9,856,800
1.1%
2035
274,600
2.0%
14,356,300
1.5%
2080
536,000
1.5%
n/a
n/a
sources: [uii wooas and Toole tconomics mate F'rotile Tor Collier County and Florida Tor
figures from 1970 through 2035; Collier County 2080 (build -out) employment figure based
on previous planning efforts and refined as part of the MMP.
To quantify the magnitude of growth, the build -out demographic data
are compared to the base -year data. The base -year data is the 2007
socioeconomic data prepared for the Collier County 2035 Long Range
Transportation Plan. While 2010 Census data are now becoming
available, Censu- s data are not available by TAZ. Therefore, to provide a
meaningful comparison, 2007 base -year and 2080 build -out model data
by TAZ are used.
Collier County — Master Mobility Plan 2 -2
Map 2 -1
2007 Population and Employment by MMP Planning Sub -Area
Collier County Mobility
RF Receiving Area A u, y- - -�- --
- Population - 100 a� ��'' Immokalee Urban Area
- Employment - 0 n,` '.� - Population - 19,000
- Employment to Population Ratio - 0.00 - Employment - 9,000
Employment to Population Ratio - 0.47
Orange Tree
- Population - 3,000
- Employment - 1,000
- Employment to Population Ratio - 0.33,
RF Receiving Area B
- Ppulation - 1,500 `� a
- Eo mployment - 500 e e ao.ao
- Employment to Population Ratio - 0.33
Coastal Urban Area
- Population - 269,000
- Employment - 148,000
- Employment to Population Ratio - 0.55
RF Receiving Area D
- Population - 2,000
- Employment - 1,000
- Employment to Population Ratio - 0.50
r�
� L 3
a -a
N
0 2 4 8 8 10 Miles
' Rural Lands Stewardship Area (RLSA)
Population - 500
Employment - 2,000
AIIIIIIIIIIIII, - Employment to Population Ratio - 3.80
Golden Gate Estates
- Population - 35,500
- Employment - 4,000
- Employment to Population Ratio - 0.11
RF Receiving Area C
- Population - 100
- Employment - 150
- Employment to Population Ratio - 1.50
l�it�itr�*
Countywide
- Population - 334,000
Employment - 167,000
- Employment to Population Ratio - 0.50
Population and employment outside or Me areas
tdenli8ed on the map ere molUded m the counlywide
totals 2007 Vums are from the 2035 LRTP model.
The 2010 countywide population acmrding M the 2010
U.S. Census is 321,520
• Coastal Urban Boundary Orange Tree [.—') Municipal Urnits 2007
Co Cocanty Immokalee Area QRF- Receiving Areas Protected Lands Population and
Golden Gate Estates Q Rural Land Stewardship Area
Employment
Source: 2007 figures from the 2007 (base years socioeconomic data developed for the Collier County 2035 LRTP.
Collier County - Master Mobility Plan
2 -3
Map 2 -2
2080 Population and Employment by MMP Planning Sub -Area
Collier County Mobility
RE Receiving Area A
- Population - 5,500
- Employment - 3,500
- Employment to Population Ratio - 0.64
Orange Tree
- Population - 9,000
- Employment - 4,500
- Employment to Population Ratio - 0.50
RE Receiving Area B
- Population - 16,500 7R.U.0,.
- Employment - 7,500 $
- Employment to Populatio • a
Coastal Urban Area s
- Population - 485,000 a
- Employment - 286,000 ; a •
- Employment to Population Ratio - 0.59 ;� •
a
Immokalee Urban Area
- Population - 68,000
- Employment - 59,500
- Employment to Population Ratio - 0.88
Rural Lands Stewardship Area (RLSA)
- Population - 221,000
- Employment - 128,500
- Employment to Population Ratio - 0.58
Golden Gate Estates
- Population - 88,000
- Employment - 7,500
- Employment to Population Ratio - 0.09
RE Receiving Area C
- Population - 5,500
- Employment - 4,000
- Employment to Population Ratio - 0.73
RF Receiving Area D
- Population - 21,500
- Employment - 10,500 Countywide
- Employment to Population Ratio - 0.49 ° o o t - Population - 935,500
- Employment - 536,000
6� Employment to Population Ratio - 0.57
���777 Colrrer county 2080 /bds o tf projection. ere be=ad on previous planning e/bns end were refined as
*,OL� pan orlhe Master MobilityMen Population and employment outside or the areas
0 2 4 6 8 10 MAes -� tdomMedan the map —included in IM oountyw4de
totals.
Coastal Urban Boundary Orange Tree I- _� Municipal Limits 2080 Projected
T ^ HHLy ImmokaleeArea ORF- RecevingAreas Protected Lands Population and
Golden Gate Estates fl,'.:IRural Land Stewardship Area
Employment
Source: 2080 (build -out) employment figure based on previous planning efforts and refined as part of the MMP.
Collier County- Master Mobility Plan 2 -4
Map 2 -3
2007 Population per Available Acre
Source: 2007 figures from the 2007 (base year) socioeconomic data developed for the 2035 LRTP; 2080 (build -out) employment figure based on previous planning efforts and refined as part of the MMP.
Collier County - Master Mobility Plan 2 .5
Coastal Urban Area
Immokalee Area
eam. <ata
�Ar
-
a
o
te
o
_ _ o
tk+
_Lk
�r.
r
i
�J d
N
0 2 4 6 8 10 Mlles / ,b
^ C--ay _
CO C--ay
M..r ►►►
wnwM.+wpr�+ww
Pereons per Available Acre'
10 M6.01 -10 ��MunklpaI M%. oRF- P- 1vWQArea.
_ .0.01 .2 10.01 - 20 Olnenokalee Area Onrpe Tree
12.01 -S Greater than 20 [MGpgen G et. E.bbsQR..I Land StewardMlp Area
w.�k.M+. rmrlaA. nwwMweanawiaa er.wwam`M lea amwmm....a: a
Protected Land*
RLSA -Open' Land. In Area of CnCUI Saw Corroem
,. N.tural Resource PmftctW Area,
2007 Population per
Available Acre
Source: 2007 figures from the 2007 (base year) socioeconomic data developed for the 2035 LRTP; 2080 (build -out) employment figure based on previous planning efforts and refined as part of the MMP.
Collier County - Master Mobility Plan 2 .5
Map 2 -4
2080 Population per Available Acre
Collier County Mobility
Source: 2080 )build -out) employment figure based on previous planning efforts and refined as part of the MMP.
Collier County - Master Mobility Plan 2 -6
Immokalee Area
,
F;
t
�Y
4'tial -� c
ail
�' � -
1 1 • • • •
Source: 2080 )build -out) employment figure based on previous planning efforts and refined as part of the MMP.
Collier County - Master Mobility Plan 2 -6
Map 2 -5
2007 Employees by Available Acre
Collier County Mobility
Coastal Urban Area]
Immoka
PA
Aw
%%�
III
A
AG
WIN vim
Source: 2007 figures from the 2007 (base year) socioeconomic data developed for the Collie County 2035 LRTP.
Collier County - Master Mobility Plan 2 7
00.0000*0•00 00•0000•00000000000000000000000
Map 2 -6
2080 Employees by Available Acre
Collier County Mobility
source: [uau jowm -out) empioymem rigure oasea on previous planning errorts ano rermea as part or the MMP.
Collier County - Master Mobility Plan
2 -8
Coastal Urban�
Immokalee Area
POP $
SIBIU
INN
MI
_j For
source: [uau jowm -out) empioymem rigure oasea on previous planning errorts ano rermea as part or the MMP.
Collier County - Master Mobility Plan
2 -8
Table 2 -3
Comnaricon of Rasa Yaar and Rnild -nr0t Pnnulntinn mnel Cmnlnvmnnt by KARAD 1121 -;nm C dk_A.
Area
Urban Coastal Area
Total
Population
00
269,000
Total Dwell' Persons
mg Dwelling
Units 2007
Per
Unit
00
1.56
Total
Employment to
00
148,000
Employment
Population
00
0.55
Total
0.02
485,000
Percent of
Population
Growth 36%
U n its 2080
304,500
Persons Per
0.0
1.59
Total Percent
0.0
286,000
of Total
37%
Employment
Population 0.0
0.59
Immokalee
19,000
3.17
9,000
0.47
68,000
8%
26000
2.62
59,500
14%
0.88
Golden Gate Estates
35,500
3.23
4,000
0.11
88,000
9%
27 000
3.26
7,500
1%
0.09
Oran eTree
3,000
350
3.00
1,000
0.33
9,000
1%
3,500
2.57
4,500
1%
0.50
RF Receiving A
100
2.00
0
0.00
5,500
1%
3,000
1.83
3,500
1%
0.64
RFReceivin B
1,500
2.31
500
0.33
16,500
2%
9,000
1.83
7,500
2%
0.45
RFReceivin C
100
2.00
150
1.50
5,500
1%
3,000
1 1.83
4,000
1% I
0.73
RF Receiving D
2,000
1,000
2.00
1,022
0.50
21500
3%
11,000
1.95
10500
3%
0.49
RLSA
500
250
2.00
2 000
4.00
221!000 1
37%
107 500
2.06
128,500
34%
0.58
Other
3,300
3,500
0.94
1,350
0.41
15 500
2%
9,000
1.72
24,500
6%
1.58
Total
334,000
195,500
1.71
167,000
0.50
935,500
100%
503,500
1 1.86 1
536.000 1
ion%
n s7
Source: 2007 figures from the 2007 (base year) socioeconomic data developed for the Collier County 2035 LRTP; 2080 (build -out) employment figure based on previous
planning efforts and refined as part of the MMP.
Age
Understanding how the community is expected to grow may be one of
the most important planning process, but understanding the make -up of
that population growth is equally if not more important, especially as it
relates to mobility. The age profile of a community's residents can have
a direct impact on its mobility needs, as younger and older populations
typically are more dependent upon alternative modes of transportation
for their daily needs. To understand how the county is "aging," a review
of both historical age data and existing age composition was undertaken.
As presented in Table 2 -4 and Figure 2 -1, the median age in both Collier
County and the state of Florida has been trending upward since 1990,
with Collier County's median age growing at a slightly faster rate than
Florida's.
Table 2 -4
Median Age (1990, 2000, 2010)
Year Florida Collier County
1990 36.4 40.7
2000 38.7 44.1
2010 40.7 46.9
Source: U.S. Census Bureau 1990, 2000, and 2010 Census
As presented in Table 2 -5, currently the highest percentage of Collier
County's residents are age 65 years of age and older, just slightly higher
than the group of residents 45 to 64 years old. In Collier County, the
most significant shift in age distribution since 1990 reflects the aging of
the "baby boomer" generation as seen in the increases in the 45 to 64
and 65+ age demographic.
Collier County - Master Mobility Plan 2 -9
W
a
r
v
a
2
48
46
44
42
40
38
36
34
1990 2000 2010
—4—Florida tCollierCounty
Figure 2 -1
Median Age (1990, 2000, 2010)
Source: U.S. Census Bureau 1990, 2000, and 2010 Census
Both statewide and in Collier County, the percent of total population less
than 15 years old has been declining slightly while the percent of total
population 15 to 24 years old has remained relatively steady.
Interestingly, the percent of population 25 to 44 years old has been
declining both statewide and in Collier County. Being that these are the
typical child- bearing years, the decline in this age bracket could provide
some explanation to the decline in the less than 15 age bracket. In both
Collier County and statewide, the population between 45 and 64 has
been increasing. Statewide, the percent of population 65+ has been
declining since 1990, while in Collier County this age bracket has been
increasing steadily. However, it is important to note that approximately
73 percent of Collier County's population is younger than 65 years old.
In addition, approximately 42 percent of the county's population is
either 14 years or younger or 65 +, representing the two age groups
more likely to be dependent on alternative modes of transportation.
The decennial U.S. Census provides data in many geographic categories.
Block groups is one of those categories and is generally regarded as a
good geographic unit to display demographic data, as it clearly illustrate
the spatial variation in data. Figure 2 -2 presents a comparison of the
median age by block group using 2000 and 2010 U.S. Census data.
Table 2 -5
0 to 14 years
18.6%
19.0%
17.5%
17.0%
16.5%
16.0%
15 to 24 years
12.7%
12.2%
13.1%
10.5%
10.0%
10.3%
25 to 44 years
30.5%
28.6%
25.1%
27.8%
24.6%
21.1%
45 to 64 years
19.9%
22.7%
27.0%
22.0%
24.5%
26.1%
65 years and older
18.3%
17.6%
17.3%
22.7%
24.5%
26.4%
Source: U.S. Census Bureau 1990 Census, 2000 Census, tuiu census
2 -10
Collier County - Master Mobility Plan
2000 2010
Median Age
30 and Under
31 -40
41 -50
-51 -60
_ Greater than 60
Pmtected/E nAronmentally Sensdive Lands
a
rtgure c-c
Median Age by Census Block Group, 2000 and 2010
Source: U.S. Census Bureau 2000 and 2010 Census Data
Collier County - Master Mobility Plan
2 -11
Student Generation Rates
To help understand the nature of the build -out parameters in Collier
County, the need for capital investment in schools can be measured by
the student generation rate, or number of students per dwelling unit. As
presented in Table 2 -6, the 2010 student generation rate is, on average,
0.23 public school students per dwelling unit. Table 2 -7 also presents
data that indicate a stable student generation rate over time. Given this
trend, future stability in student generation rate can be assumed.
Table 2 -6
Student Generation Rate (2010)
Elementary
0.11
Middle
0.05
High
0.07
Total
0.23
Source: Student Generation Rate Analysis conducted
for the Collier County School Impact Fee Update (June
2011). Figures include charter school students.
Table 2 -7
Student Generation Rate Trend
Source: 1990 data are based on the number of school
age children and housing unit data per the 1990
Census. 2000 data are based on the number of public
school students and housing unit data from the US
Census. 2006 data are based on the 2000 student
generation rate, brought current to 2006 using building
permit and 2006 student enrollment data developed
for the 2006 Collier County School Impact Fee Update
Study. 2010 data are based on the student generation
rate analysis conducted for the Collier County School
Impact Fee Update (June 2011).
As expected, the trend in student generation rates closely aligns with the
age trends observed in Collier County. Areas with lower median ages
also experience higher student generation rates, as these are areas with
greater school age children and families. As shown in Figure 2 -4, the
Coastal Urban Area (CUA) averages fewer school age (5 to 19 years)
persons per housing unit than areas east of CR 951, including GGE and
Immokalee.
2 -12
Collier County - Master Mobility Plan
Figure 2 -3
School Age Residents (5 -19 years) per Housing Unit, 2010
Source: U.S. Census Bureau 2010 Census data
2 -13
Collier County - Master Mobility Plan
Income
Similar to age, the income levels within a community also influence the
community's mobility needs, especially in regards to alternative modes.
To understand the county's economic make up, a review of both the
historical household income trends and the current distribution of
income of the county's residents was undertaken.
As presented in Table 2 -8 and Figure 2 -4, the median household income
in both Collier County and Florida have been trending upward since
1990. Although Collier County's median income is significantly higher
than Florida's, the state's median household income has been growing
at a slightly higher rate than Collier County.
Table 2 -8
Median Household Income (1990, 2000,
1990 $27,480 $34,000
2000 $38,820 $48,290
2010 $44,740 $53,000
Source: U.S. Census Bureau 1990, 2000, and 2010 Census
$55,000
$50,000
E
$45,000
t $40,000
d
N
$35,000
c
AR V
$30,000
$25,000
$20,000
1990 2000 2010
Florida —41—Collier County
Figure 2 -4
Median Household Income (1990, 2000, 2010)
Source: U.S. Census Bureau 1990, 2000, and 2010 Census
As presented in Table 2 -9, the percentage of households with median
incomes lower than $50,000 has been decreasing steadily in Collier
County and Florida since 1990, while the percentage of households with
median incomes higher the $50,000 has been increasing.
Households with annual income that does not exceed 80 percent of the
Area Median Income (AMI) are defined as being "low income" by the
U.S. Department of Housing and Urban Development under the Uniform
Act, while households with annual incomes that do not exceed 50
percent of the AMI are defined as being "very low income." The 2010
AMI figure for the Naples -Marco Island area is $72,300; a total of 80
percent of the 2010 AMI for a four - person household equates to an
annual household income of about $58,000.
At the time of this plan, the 2010 Census income data for Collier County
at the block group level was unavailable. Therefore, 2009 data
2 -14
Collier County - Master Mobility Plan
developed by Environmental Systems Research Institute (ESRI) was used
to analyze the existing geographic variations in median household
income throughout Collier County. Figure 2 -5 presents the distribution
of household income by Census Block Group. In general, the highest
median household incomes are in the more urbanized western areas of
the county, with the median household incomes decreasing as you move
east towards the more rural areas of the county.
Figure 2 -6 presents the distribution of households that meet the criteria
for "low income" with annual household incomes of 80 percent or below
the 2010 AMI for the Naples -Marco Island area using 2009 ESRI data. As
expected, the block groups with the lowest median household income
also have the highest percentage of households below the 80 percent
AMI threshold.
Table 2 -9
Alternative modes of travel offer benefits to the entire community,
whether they exist in a high income area or a low income area.
However, when targeting the potential demand for alternative modes of
travel, especially transit, distinguishing between "choice" users (those
who choose to use alternative modes) and "dependent" users (those
who depend on alternative modes) is a key component to future
planning. Assuming that lower income areas have a higher demand for
alternative modes, the income analysis suggests that the demand for
alternative modes of travel - bicycle and pedestrian for local travel and
transit for more long distance travel- is the greatest in the northeastern
portions of the county, in the Immokalee urban area, and portions of the
county south east of the City of Naples.
Collier County - Master Mobility Plan 2 -15
uisinouiion or Mousenoid
Income (1990,
2000, 2010)
Income Distribution
Florida
Collier
County
1990
2000
2010
1990
2000
2010
Less than $10,000
15.1%
9.6%
8.0%
8.6%
6.0%
5.4%
$10,000 to $24,999
30.0%
21.2%
18.7%
25.0%
15.6%
13.6%
$25,000 to $49,999
34.1%
31.7%
28.6%
36.8%
29.9%
27.2%
$50,000 to $74,999
12.9%
18.5%
18.4%
15.0%
19.4%
20.2%
$75,000 to $99,999
4.1%
8.7%
10.7%
5.4%
10.9%
11.4%
$100,000 to $149,999
2.3%
6.3%
9.5%
4.5%
9.1%
10.5%
$150,000 and greater
1.5%
4.1%
6.2%
4.6%
9.0%
11.6%
Collier County - Master Mobility Plan 2 -15
Figure 2 -5
Median Household Income by Census Block Group, 2009
U.S. Census Bureau 2009 American Community Survey
Collier County - Master Mobility Plan
Figure 2 -6
Low Income Distribution (Households Below 80% of AMI), 2009
U.S. Census Bureau 2009 American Community Survey
2 -16
Ad Valorem Tax Base
The primary source of ad valorem tax revenue for Collier County is from
the residential land uses. Figure 2 -7 illustrates the 2010 tax base
distribution by land use category. As shown, approximately 87 percent
of the county's total taxable value is generated by residential property,
while the remaining 13 percent is generated by all other non - residential
properties. This indicates that Collier County does not have a heavily
diversified tax base from which to draw its ad valorem revenue.
1% 01/0 0.5% 4.1% 0.7%
• Residential
• Commercial
• Industrial
• Institutional
• Agricultural
• Vacant
■ Other
Figure 2 -7
Tax Base Distribution (2010)
Source: Florida Property Valuations and Tax Databook, 2010
To determine spatially how the county's tax base is distributed, an
analysis of the tax revenue per acre was completed. Figure 2 -8
illustrates the results of this analysis. As presented, higher valued
development is located within the CILIA, primarily within higher density
areas along the coastline, with property values gradually decreasing
eastward.
Figure 2 -8
Tax Revenue per Acre (2011)
Source: Collier County Property Appraiser Parcel Data, June 2011
Collier County - Master Mobility Plan 2 -17
Journey -to -Work
The future of Collier County includes not only permanent population
living with Collier County, but also the population of people living
outside Collier County and traveling in to the county to work. As a
result, all people within the community, whether residents, workers, or
visitors, create a greater peak population that public services and
infrastructure must accommodate. To capture the total worker
population, US Census Journey -to -Work data are reviewed, resulting in a
more accurate population figure representing all that need to be served.
Table 2 -10 presents an analysis of 2000 Census Journey -to -Work data for
Collier County. Journey -to -Work data are based on a sample of people
16 years or older from the 2000 Census. As such, the 2000 Census
employment figure understates the total employment within the
County.' However, this survey does provide an indication as to whether
an area is an attractor for employment or not by showing if more people
travel into an area to work, or if more people leave an area for work
elsewhere. As presented, an analysis of the 2000 Census Journey -to-
Work data for Collier County reflects an increase of nine percent of
employees, indicating more people travel into Collier County to work
than leave. It should be noted that 2010 U.S. Census Journey -to -Work
data are not yet available for analysis, so the results of the 2000 Census
analysis are used as a proxy.
' Summary File 3 2000 Census of Population and Housing Technical
Documentation, Appendix B, Page B -27 (Limitation of the data) (July 2007)
Table 2 -10
Journev -to -Work ICensus 7nnni
Item/Calculation Step
Workers who live and work in Col lier County(')
Figure
95,000
Workers who live outside of Collier and work in Collier (2)
18,000
Workers who live in Collier County but work elsewhere (3)
8,000
Net increase in workers (4)
10,000
Total workers in Collier Count (s)
113,000
Percent i ncrease i n da i t y workers i n Col l i er Count (4)
9%
�xl, kci, (71, kD) ,uurce: nureau of i ransportation Statistics, Census Transportation
Planning Package (CTPP) 2000 Part 3 (figures for Year 2000)
(4) Workers who live outside of Collier County and work in Collier County (Item 2)
less the workers who live in Collier County but work elsewhere (Item 3)
(6) Net increase in workers (Item 4) divided by the total workers in Collier County
(Item 5)
Transit Ridership
Since the inception of the Collier Area Transit (CAT) system in 2001,
actual annual ridership numbers have continued to exceed original
projections. From 2004 to 2009, there was a 77 percent increase in total
annual passenger trips. Table 2 -11 and Figure 2 -9 present the annual
ridership figures from 2004 through 2009. As illustrated in Figure 2 -9
ridership peaked in 2007 at nearly 1.2 million passenger trips and
decreased by 6 percent to around 1.1 million passenger trips in 2009.
Passenger trips per capita is one of the indicators used to measure the
effectiveness of a system in meeting the transportation needs of the
community. Since 2004, passenger trips per capita have decreased by
over 14 percent from 3.90 trips per capita in 2004 to 3.33 trips per capita
in 2009. Figure 2 -10 illustrates the change in trips per capita between
2004 and 2009.
Collier County - Master Mobility Plan 2 -18
1,300,000
1,200,000
1,100,000
N
CL
1,000,000
t 900,000
a
800,000
CL
700,000
600,000
500,000
2004
Table 2 -11
CAT Total Annual Passenger Trinc
Year
2004
Passenger Trips
627,800
2005
951,600
2006
1,052,500
2007
1,180,100
2008
1,166,400
2009
1,107,800
Source: CAT Transit Development Plan, FY 2011 -2020
2005 2006 2007 2008 2009
-Passenger Trips
Figure 2 -9
CAT Total Annual Passenger Trips
Source: CAT Transit Development Plan, FY 2011 -2020
4.00
3.90
3.80
a 3.70
3.60
m 3.50
C
N 3.40
a 3.30
3.20
3.10
3.00
2004
2005 2006 2007 2008 2009
-PassengerTrips per Capita
Figure 2 -10
CAT Passenger Trips per Capita
Source: CAT Transit Development Plan, FY 2011 -2020
Collier County - Master Mobility Plan 2 -19
Daily Vehicle Miles Traveled (VMT)
As discussed in Section 1, the MMP is funded with a grant provided by
the U.S. DOE, with the primary purpose of reducing greenhouse gas
emissions within Collier County, specifically by reducing VMT. VMT is
defined as the number of miles driven by all vehicles within a certain
time period and geography. For comparison purposes, VMT often is
expressed in terms of daily VMT per capita, which represents the
number of miles driven per person per day. Table 2 -12 and Figure 2 -11
present the daily VMT per capita for Collier County and Florida.
As illustrated in Figure 2 -11, from 1990 to 2000, Collier County's
population growth outpaced that of daily VMT, lowering the daily VMT
per capita. However, from 2000 to 2010, daily VMT growth outpaced
that of population growth, increasing the daily VMT per capita. One
explanation for this is that over the last 10 to 15 years, residential
development has consistently progressed further east, resulting in
longer trip lengths and greater VMT for those traveling back to the
urbanized coastal area for work or recreation. In addition, Figure 2 -11
also illustrates that the daily VMT per capita for Collier County has
remained less than the state's daily VMT per capita. However, as Figure
2 -12 illustrates, when comparing the growth in total VMT, Collier
County's total VMT is growing nearly twice as fast as the state's.
Data obtained from these eight sites provided average distance traveled
(trip length), as well as average VMT. As illustrated in Figure 2 -13, VMT
at each site produced from these studies ranged from 21.41 to 145.92.
As evidenced by the data, the study sites located west of CR 951, in
general, produce a shorter trip length, along with correspondingly less
VMT. In general, the study sites east of CR 951 in areas served by less of
employment and commercial development, have longer trip lengths and
higher VMT.
30
2s
26
CL
M
24
CL
22
20
18
1990 2000 2010
—4—Florida t Collier County
Figure 2 -11
Daily Vehicle Miles Traveled per Capita
Source: FDOT Public Road Mileage and Miles Traveled Report (1990, 2000, and 2010);
U.S. Census Bureau 1990, 2000, and 2010 Population Totals
3.0
2.5
2.0
0
m
rn
1.5
X
d
- 1.0
0.5
0.0
1990 2000 2010
—VMT(Collier) —VMT(Florida)
Figure 2 -12
Daily Vehicle Miles Traveled Growth
Source: FDOT Public Road Mileage and Miles Traveled Report (1990, 2000, and 2010)
Collier County - Master Mobility Plan 2 -20
Table 2 -12
of VMT and Population by Decade
1990 301,362,600 12,937,900 23.3 3,506,000 152,100 23.1
2000 410,568,000 15,982,800 25.7 5,145,600 251,400 20.5
2010 536,315,500 18,801,300 28.5 8,943,100 321,500 27.8
Source: FDOT Public Road Mileage and Miles Traveled Report (1990, 2000, and 2010)
Single Family Residential Land Use Trip Characteristics Studies
Collier County periodically commissions trip characteristics studies to
measure travel characteristics of various land uses throughout the
county. In 1999, two single family residential developments were
studied in an effort to quantify typical vehicle trip characteristics.
Similarly, in 2008, Collier County commissioned the study of four
additional single family residential developments located throughout the
county for purposes of collecting trip characteristics data.
Data obtained from these eight sites provided average distance traveled
(trip length), as well as average VMT. As illustrated in Figure 2 -13, VMT
at each site produced from these studies ranged from 21.41 to 145.92.
As evidenced by the data, the study sites located west of CR 951, in
general, produce a shorter trip length, along with correspondingly less
VMT. In general, the study sites east of CR 951 in areas served by less of
employment and commercial development, have longer trip lengths and
higher VMT.
Collier County - Master Mobility Plan 2 -21
Figure 2 -13
1999 and 2008 Single Family Residential Land Use Trip Characteristics Study Sites
Source: Collier County 1999 and 2008 Single Family Residential Land Use Trip Characteristics Studies
TL = Trip Length; TGR = Trip Generation Rate; VMT— Vehicle Miles of Travel
Collier County - Master Mobility Plan 2 -22
SECTION 2.2: LAND USE AND DEVELOPMENT PATTERNS
Policy recommendations documented in Section 5 of this Report
(ultimately to be carried forward as part of Phase Three) were influenced
largely by land use and development patterns, both existing and
planned. The goal of the MMP is not to radically alter land use planning
tools developed by the county to date but rather to enhance existing
policy by creating tools to reduce VMT and GHGs, provide economic
savings, and protect sensitive environments and habitats.
Current Land Use
Map 2 -7 presents the existing generalized land uses in Collier County.
The generalized land uses in Map 2 -7 are based on the Florida
Department of Revenue (DOR) codes found within the county's parcel
data. The generalized land use was compiled by the University of
Florida's Geoplan Center and was made available through the Florida
Geographic Data Library (FGDL).
The existing land use map shows that majority of existing development is
located within the CUA, GGE, Immokalee, Ey09WO ,, and Ave
Maria. The majority (67 %) of existing commercial development is
especially concentrated within the CUA.
Future Land Use
The Future Land Use Element (FLUE) of the Collier County GMP provides
the framework for growth in the county. The FLUE guides the decision
making process on matters that pertain specifically to land use. The
FLUE identifies the desired type, density, and use of land by geographic
area and aids in the development of infrastructure planning. Map 2 -8
illustrates the county's future land use. Phase Three of the MMP may
result in recommended changes to portions of the FLUE, based on
concepts developed during Phase Two.
Environmentally - Sensitive Areas
Collier County is home to many unique and sensitive natural
environments. These natural environments provide habitat to a unique
and diverse mix of plant and animal life and perform vital functions that
attribute to the health and vitality of not only Collier County, but the
entire state of Florida. A major objective of the MMP is to consider
environmentally - sensitive areas and minimize the effects of future
development on those areas. Map 2 -9 identifies environmentally
sensitive areas along with areas of significant environmental importance,
including Natural Resource Protection Area (NRPA) and Big Cypress Area
of Critical State Concern (ACSC). Of the nearly 1.3 million acres in Collier
County, more than 1 million have been identified as environmentally
sensitive.
The environmentally - sensitive areas identified in Map 2 -9 are classified
into three categories: Protected Lands, ACSC, and PJRPA.
�uit-�
• Protected Lal nd include the nearly 825,000 acres of Federal
and State Parks, Preserves, and Refuges along with the Rural
Lands Stewardship Area (RLSA), which include the 500 Foot
Restoration Area, Flow -way Stewardship Area (FSA), Habitat
Stewardship Area (HSA), and Water Retention Area (WRA).
• Big Cypress ACSC is designed to protect resources and public
facilities of major statewide significance. The Big Cypress ACSC
was established in 1974 by the Florida Legislature.
• NRPA includes major wetland systems and regional flow -ways.
The ACSC, FSA, HSA, and WRA have stringent site clearing and alteration
limitations, non - permeable surface limitations, and requirements
addressing surface water flows which protect wetland functions within
the wetlands in those areas.
Collier County - Master Mobility Plan 2 -23
Map 2 -7
Existing Land Use Map
Coastal Urban Area
1.
x!
r ,
L.
..1 ,_--� cn�orn rznxr
S
0 2 6 N 6 8 10 Miles
Existing Land Use
RnMentlM - AOr I - R.—O —ODae SP.- Waler
CO c--ntyy
-COUMeeI-InNM1onN �1
Existing Land Use
DN SprcF. 64tiq W uM MmW Fpn
- Intlustr4l OwmmriwM - M'sNMnsous
2qR FbMF DOi NNYOM prcNF �tl w smpME M IM Uwanp of Fbrb (YaPW Cw6r.
Source: Collier County Parcel Database (provided by the Collier County Property Appraiser) grouped by DOR Code
Collier County - Master Mobility Plan
2 -24
Map 2 -8
Future Land Use Map
® m. �E: �.;� �m .sue Future Land Use
Source: Collier County Growth Management Plan, adopted Future Land Use Map
Collier County - Master Mobility Plan
2 -25
Map 2-9
Environmentally Sensitive Areas
Collier County Master Mobility Plan
Source: Collier County GIS Services
Collier County - Master Mobility Plan 2-26
Coastal Urban Area
O
2
—15
IN
0 2 4 6 8 10 Mfl-
11111111E�
C Y
O� C— ,-
Environmentally Sensitive
Protected Lands
Federal & State Parks
Areas
RLSA "Open" Lands in the Big Cypress Area of Critical State Concern Natural Resource Protection Areas
Environmentally
Sensitive Areas
Stewardship Sending Areas
Source: Collier County GIS Services
Collier County - Master Mobility Plan 2-26
Under the adopted GMP, there are about 300,000 acres of
available /developable land in Collier County. About 60 percent of this
land currently is developed to some degree, resulting in approximately
120,000 acres available for development in the future. It is recognized
that new growth and development will continue to occur in Collier
County until build -out. As part of the MMP, the challenge lies in
developing strategies that minimize the environmental impact from
existing and new development without inhibiting growth.
MMP Planning Sub -Areas
Early in the MMP process, consistent project themes began to emerge,
largely through input received from stakeholders and the public. One of
the emerging project themes included the need to identify and consider
sub -areas for purposes of developing VMT- reducing recommendations.
As part of the MMP process, planning sub -areas have been identified
based on unique characteristics or opportunities that will effectively
reduce VMT and achieve the overall recommendations of the MMP.
Figure 2 -14 illustrates a countywide illustration of the six planning sub-
areas.
Some sub - areas, such as the CUA, will lend themselves to application of
all or nearly all recommendations, while in other sub - areas,
recommendations may have limited application while others may be
critically important. As such, it is important to understand the unique
characteristics or opportunities of each sub -area that will effectively
reduce VMTs.
Collier County - Master Mobility Plan
Figure 2 -14
MMP Planning Sub -Areas
2 -27
Coastal Urban Area (CUA)
This area is, for the most part, developed with a wide variety of uses
including residential, tourism related uses, personal services, retail, and
other commercial uses. Larger employers within the CUA include Collier
County Government, Naples Community Hospital, several larger hotels,
and various private companies. On average, the current density in the
CUA is relatively low, averaging less than 3.0 units per gross acre. The
CUA includes several older platted neighborhoods as well many gated
master - planned communities. Presently, the CUA houses the majority of
population in Collier County and includes two Community
Redevelopment Areas (CRAs) and several other areas that likely will be a
future target for redevelopment in the future.
The existing and projected demographic data for the CUA sub -area is
summarized below:
Year
Population
Dwelling Units
Employment
2007
269,000
172,000
148,000
2080
485,000
304,500
286,000
Figure 2 -15 illustrates the CUA sub -area.
Collier County - Master Mobility Plan
Coastal Urban Area
Golden Gala; Estates
Orange Tree
Runl Fringe R.w iving Areas
i_ - -� Municipal Urnits
Protected and Environmentalh; Sensitive lands
N
0 2.5 5 7.5 10 Miles
Figure 2 -15
Coastal Urban Area Sub -Area
2 -28
Golden Gate Estates (GGE)
GGE was originally platted in the early 1960's by Gulf American
Corporation. This was a vast area of Collier County originally containing
approximately 175 square miles. The South Blocks of GGE have been
acquired by the State of Florida and plans have been implemented to
restore this area to its historic hydrologic and habitat condition. North
Golden Gate Estates, due to a combination of affordability and lifestyle
choice (semi - rural), developed rapidly during the 1990s and through
2006. This is a vast area of semi -rural larger lots (generally either 1.25
acre legal non - conforming lots or 2.25 acre or larger conforming lots).
While thousands of lots in GGE have been developed to date, there are
still a considerable number of undeveloped lots as well, and therefore
considerable opportunity for additional growth and development exists
in this area.
GGE consists primarily of residential uses, although recently efforts to
develop additional commercial areas, both within and along the
periphery of GGE, have increased. Recently, a commercial development
allowing initially for up to 150,000 square feet of commercial retail and
office use was approved for the intersection of Golden Gate and Wilson
boulevards. Additionally several Neighborhood Centers are authorized
within the Golden Gate Area Master Plan, and several opportunities for
mixed -use higher density development exists along the periphery of
North GGE in the Orange Tree Settlement Area and in several of the
Receiving Areas in the RFMUD.
The existing and projected demographic data for the GGE sub -area is
summarized below:
Year
Population
Dwelling Units
Employment
2007
35,500
11,000
4,000
2080
88,000
27,000
7,500
Figure 2 -16 illustrates the GGE sub -area.
Figure 2 -16
Golden Gate Estates Sub -Area
Collier County - Master Mobility Plan 2 -29
Rural Fringe Mixed Use District ( RFMUD) Receiving Areas
The RFMUD is located between the CUA and the GGE sub - areas. It
contains three types of land use areas: Sending Lands, Neutral Lands,
and Receiving Lands. Sending Lands are those of high environmental
value targeted for protection and acquisition. Sending Lands have a low
density allowance of one dwelling units per 40 acres. Development
rights (along with various bonus units) can be transferred from the
Sending Lands to Receiving Lands. Receiving Lands are those lands that
are deemed appropriate for development based upon their location and
the fact that they contain lands of lesser environmental value than the
Sending Lands. Receiving Lands allow for increased density through the
Transfer of Development Rights (TDR) and bonus units from Sending
Lands. One development option in the Receiving Lands is a compact
mixed -use rural village (presently limited to a maximum of three within
each of the four Receiving Areas). Neutral Lands cannot receive or send
development rights and retain the historically - permitted density of one
dwelling unit per five acres.
The existing and projected demographic data for the RFMUD Receiving
Areas sub -area is summarized below:
Year Population Dwelling Units Employment
2007 3,700 1,750 1,650
2080 49,000 26,000 25,500
Figure 2 -17 illustrates the sub -area containing the RFMUD Receiving
Areas.
Figure 2 -17
Rural Fringe Mixed Use District Receiving Areas Sub -Area
Collier County - Master Mobility Plan 2 -30
Orange Tree
Orange Tree, formerly referred to as the Rural Settlement Area District,
consists of more than four full sections of land that was zoned and
platted between 1967 and 1970. In settlement of a lawsuit pertaining to
the permitted uses of this property, this area was "vested" for the types
of land uses specified in the 1986 Settlement and Zoning Agreement.
This area now comprises the Orange Tree PUD and Orange Blossom
Ranch PUD, and the types of uses permitted in this sub -area include
residential, earth mining, commercial, agricultural, community facility,
community uses, education facilities, religious facilities, golf course,
open space and recreational uses, and essential service uses. This area is
located within GGE about mid -way between Immokalee and downtown
Naples (as the crow flies) and can be accessed by several arterial
roadways including Immokalee Road, Oil Well Road and, Randall
Boulevard. Orange Tree presently contains an elementary, middle, and
high school, the County Fairgrounds, land for several community parks
or one large County Park. The two PUDs provide significant opportunity
for retail commercial and office use and the potential for additional
government offices.
The existing and projected demographic data for the Orange Tree sub-
area is summarized below:
Year
Population
Dwelling Units
Employment
2007
3,000
1,000
1,000
2080
9,000
3,500
4,500
Figure 2 -18 illustrates the Orange Tree sub -area.
Figure 2 -18
Orange Tree Sub -Area
Collier County - Master Mobility Plan 2 -31
Immokalee Urban Area (IUA)
The Immokalee Urban Area is located in northeastern Collier County,
relatively close to rural southeastern Lee County and rural southwestern
Hendry County. Immokalee is surrounded by hundreds of thousands of
acres of rural agricultural lands and a vast amount of significant habitat
for listed species, including the Florida Panther. Immokalee has long
been recognized as a distinct community within Collier County, as its
economy, geography, and demographic make -up are very different than
that of the CUA. Approximately 50 percent of the land within the IUA is
presently zoned and actively used for agriculture. Many residents of
Immokalee work in the agricultural industry.
A detailed Master Plan for the IUA has been developed and was
incorporated into the County's GMP in 1991. Major revisions to the
Immokalee Area Master Plan were adopted in 1997 following the 1996
Evaluation and Appraisal Report. The Immokalee Area Master Plan
addresses conservation, future land use, population, recreation,
transportation, housing, and the local economy. Major purposes of the
Master Plan are coordination of land uses and transportation planning,
redevelopment or renewal of blighted areas, and the promotion of
economic development.
Over the last several years, a new Master Plan was developed for
Immokalee. While the Plan has not yet been approved by Collier County,
it does contain policies that support many of the concepts outlined in
the MMP, including a focus on a high density, mixed -use urban core, a
focus on industrial development and related employment, and a focus
on a multi -modal transportation system, including transit and enhanced
bicycle and pedestrian facilities.
The existing and projected demographic data for the IUA sub -area is
summarized below:
Year Population
Dwelling Units
Employment
2007 19,000
6,000
9,000
2080 68,000
26,000
59,500
Figure 2 -19 illustrates the IUA sub -area.
Collier County - Master Mobility Plan 2-32
Figure 2 -19
Immokalee Urban Area Sub -Area
Collier County - Master Mobility Plan
2 -33
Rural Land Stewardship Area (RLSA)
The RLSA is located in eastern Collier County and generally surrounds the
ILIA. The RLSA includes hundreds of thousands of acres of rural
agricultural lands, as well as critical habitat for listed species including
the Florida Panther, and several critical flow -ways. In 2002, the County
adopted the RLSA program.
The RLSA program is a purely voluntary and incentive -based program
where privately owned lands within the RLSA have generally been
designated as having high ecological value or as "open" lands. Those
lands having higher ecological value fall under one of three categories,
Flow -way Stewardship Areas, Habitat Stewardship Areas, and Water
Retention Areas. A land owner can voluntarily request designation by
the BCC for certain lands to be identified as Stewardship Sending Areas
(SSA). For this designation, the landowner receives Stewardship Credits
which can be used to entitle mixed use compact development on Open
Lands with an approved Stewardship Receiving Area (SRA) designation.
To date, one SRA has been approved and partially developed —the Town
of Ave Maria. If all opportunities to create SRAs are exercised, it is
estimate that approximately 45,000 acres will be developed in various
locations within the RLSA. Under this same scenario, well over 100,000
acres of land would then be protected, either in conservation or in
continued agricultural use. Section 4.08 of the County's LDC documents
the standards and procedures of the RLSA program. The RLSA is
recognized as an award - winning program. In 2005, the RLSA Plan
received the 2005 Better Community Award from 1000 Friends of
Florida.
The existing and projected demographic data for the RLSA sub -area is
summarized as follows:
Year Population Dwelling Units
2007 500 250
2080 221,000 107,500
Figure 2 -20 illustrates the RLSA sub -area.
Employment
2,000
128,500
Figure 2 -20
Rural Lands Stewardship Area Sub -Area
Collier County - Master Mobility Plan 2 -34
SECTION 2.3: NETWORKS AND INFRASTRUCTURE
The MMP includes the development of both a Conceptual Mobility Plan
and a Conceptual Infrastructure Plan that will help guide
recommendations for policies that both reduce VMT and provide other
cost and energy saving measures for Collier County. Recent planning
efforts undertaken by Collier County, including the East of CR 951
Horizon Study, the 2020 Transit Development Plan (TDP), the 2035 LRTP,
and the Parks and Recreation Master Plan, have all identified needs
based on current policies and practices where the costs far exceed
available revenue. As such, it is apparent that as the county continues to
grow, current infrastructure planning levels within Collier County are
unsustainable without significant changes. As such, it is one goal of the
MMP to identify policies and recommendations that can allow for
efficient and consolidated infrastructure planning, therefore reducing
the cost burden.
To begin to understand potential policy changes for these conceptual
plans, it is important to understand where the county currently stands as
far as its infrastructure and networks, as well as what plans have been
adopted that might provide changes in the near future. As such, the
remainder of this section documents existing and planned facilities for
the county's mobility networks (i.e., roads, transit, and
bicycle /pedestrian facilities) as well as other infrastructure for services
provided by the County.
Level of Service /Adequate Public Facilities Requirements
Florida is a "Home Rule" state and, as such, local governments have
broad powers to regulate development in order to preserve the health,
safety, and general welfare of the community. Until recently, the State
Legislature also required local governments to adopt policies into their
comprehensive plans to ensure that adequate public facilities are
available concurrent with the impacts of new development for the
following types of infrastructure:
• Transportation
• Schools
• Park and Recreational Facilities
• Potable Water
• Storm Water /Drainage
• Waste Water
• Solid Waste
As amended by the Community Planning Act of 2011, State -level
"concurrency" requirements have been eliminated for transportation,
schools, and park and recreational facilities; however, local governments
may elect to maintain concurrency requirements for these facilities
within their local comprehensive plans so long as the plans comply with
requirements specified by the legislature. Collier County still maintains
concurrency for all facilities listed above and development requirements
associated with satisfying concurrency for these facilities are
documented in Section 6.02 of the County's LDC. Adopted level of
service standards for all other service areas are used for planning
purposes and are documented in the County's AUIR.
The East of CR 951 Horizon Study previously calculated build -out
infrastructure needs based on three Level of Service (LOS) scenarios:
"status quo," "intermediate," and "premium." As documented in the
Horizon Study, the required facilities and associated costs (where
provided) based on the three levels of service scenarios and build -out
population scenario were calculated and compared to projected
revenue. This exercise demonstrated it is not financially feasible for the
County to continue constructing infrastructure in the same manner as
has been done in the past.
Collier County - Master Mobility Plan 2 -35
Multi -Modal Transportation Networks and Infrastructure
The location, design, and connectivity of roadways, transit routes, and
bicycle /pedestrian facilities all have a direct correlation to the amount of
VMT and VHT consumed by residents, visitors and pass -by travelers in
Collier County. A discussion of each multi -modal network component is
provided to understand how the county has accommodated each mode
historically and what plans currently exist to plan for the future.
Maps and figures illustrating the County's existing and planned multi -
modal networks and infrastructure are provided starting on page 2 -40.
Roadways
As they are today, roadways are expected to remain the primary
mobility component of transportation in Collier County in the future.
Roadways as travel corridors not only serve automobile traffic but also
serve as transit, bicycle (via sidewalks and bicycle paths /lanes), and
pedestrian (via sidewalks) facilities. As the county continues to grow,
the demand for new roadways and more roadway capacity also grows.
The MMP incorporates all modes of transportation and a major
component of that is the efficient use of roadways.
The Collier County Metropolitan Planning Organization's (MPO) 2035
LRTP identifies the county's specific needs for reaching its
transportation - related goals and is one of the fundamental planning
documents for transportation in the county. The 2035 LRTP Needs
network represents the needed roadways and roadway capacity to meet
the acceptable level of service standard adopted in the GMP at the
furthest planning horizon in the future. In order to model land use
scenarios as part of the MMP, the 2035 LRTP Highway Needs Plan
roadway network is being used as the "build -out" roadway network.
The use of the 2035 Needs Network as the baseline network for
population build -out is strictly a testing tool for land use scenarios later
discussed in Section 4 of this Report. Map 2 -10 presents the 2035
Highway Needs network as adopted in the 2035 LRTP.
Bridges (Golden Gate Estates)
For the purpose of improving mobility, faster emergency vehicle
response time, and improved evacuation routes in GGE, the County
conducted the East of 951 Horizon Study for Bridges in 2008, which
identified 12 potential bridge locations in GGE. Each of the 12 potential
bridge sites was evaluated and ranked based on the following criteria:
• Existing and future connectivity
• Effect on emergency service response time
• Impact on roadway network LOS
• Connection to planned or existing signalized intersections
• Impact on trip length
• Impact to the roadway being connected to the bridge
• Access to existing and planned school sites
• School bus efficiency
Map 2 -11 presents the 12 potential bridge locations identified in the
study. As part of the MMP, a model scenario was completed to assess
the impact on VMT and VHT that improved connectivity in GGE, via the
bridge connections, would provide. The results of the model scenario
are discussed in Section 4 of this Report.
Public Transportation
Local fixed -route transit is provided by Collier Area Transit (CAT).
Currently CAT operates nine routes, including six within the Naples area,
fixed -route service from Immokalee to Naples, the Immokalee Circulator,
and the Marco Island Express /Circulator, which provides express service
between Immokalee and Marco Island. A majority of the routes operate
Monday through Sunday with service span from approximately 4:00
Collier County - Master Mobility Plan 2 -36
A.M. to 8:30 P.M. with 60- to 90- minute headways, Table 2 -13 provides
the days of operation, service span, and headways for all of the existing
CAT routes.
A requirement of the State of Florida Public Transit Block Grant Program
is that transit service providers develop and adopt a 10 -year Transit
Development Plan (TDP). A major update of the TDP is required every
five years, and progress reports are required in the interim years. The
current TDP includes the planning period of FY 2011 through FY 2020.
Transit improvements identified in the 2020 TDP were carried forward as
part of the Long Range Transit Element of the 2035 LRTP.
Recommendations for future transit service identified in the 2035 LRTP
are being used as the base transit system in the MMP and include:
• Addition of five new bus routes
• Two circulator "flex" routes in Golden Gate Estates and
Everglades City
• Express routes between Lee and Collier Counties
• Express route between the Government Center and Everglades
City
• Improvement of service frequencies, the extension of evening
hours, and additional Sunday service.
Map 2 -12 presents the existing and recommended CAT routes.
Bicycle /Pedestrian Facilities
The development of a non - motorized (bicycle and pedestrian)
transportation network is a critical component of the MMP. In 2010, the
Collier County MPO adopted an update of its Comprehensive Pathways
Plan, which was incorporated into the 2035 LRTP. This plan identifies
existing bicycle and pedestrian facilities and provides a long -range
pathways plan for the County, incorporating similar plans completed by
both Naples and Marco Island.
The County's existing bicycle and pedestrian facilities are illustrated in
Map 2 -13, and the Comprehensive Pathways Plan recommended bicycle,
pedestrian, and off - system facilities included in the 2035 LRTP are
presented in Figures 2 -21 through 2 -23. As presented in these figures,
future bicycle and pedestrian projects emphasize better connection
between the CUA and east of CR 951, as well as filling in connections
between existing facilities to complete a stronger grid pattern within the
CUA.
Collier County - Master Mobility Plan 2 -37
Table 2 -13
Collier Area Transit Route Details
Route
Number
1A
Days of Operation
Monday - Saturday
7:00 a.m. - 5:25 p.m.
90 Minutes
1B
Monday- Saturday
6:00 a.m. - 7:25 p.m.
90 Minutes
Sunday
7:30 a.m. - 5:55 p.m.
90 Minutes
1C
Monday- Saturday
6:00 a.m. - 7:25 p.m.
90 Minutes
Sunday
7:30 a.m. - 5:55 p.m.
90 Minutes
2A
Monday- Saturday
6:00 a.m. - 6:55 p.m.
60 Minutes
Sunday
7:00 a.m. - 5:55 p.m.
60 Minutes
2B
Monday - Saturday
6:30 a.m. - 6:25 p.m.
60 Minutes
3A
Monday - Saturday
6:00 a.m. - 7:05 p.m.
90 Minutes
Sunday
7:05 a.m. - 5:35 p.m.
90 Minutes
3B
Monday - Saturday
5:00 a.m. - 6:05 p.m.
90 Minutes
Sunday
8:00 a.m. - 6:05 p.m.
90 Minutes
4A
Monday- Saturday
6:00 a.m. - 7:10 p.m.
90 Minutes
Sunday
7:30 a.m. - 5:55 p.m.
90 Minutes
4B
Monday- Saturday
6:30 a.m. - 6:25 p.m.
90 Minutes
5
Monday- Saturday
4:00 a.m. - 8:00 p.m.
30 - 150 Minutes
Sunday
4:30 a.m. - 7:55 p.m.
Departs Government Center at 4:30 a.m. &
5:30 p.m.
Route Number
Days of Operation
Span
6
Monday- Saturday
a.m. -7:07
90 Minutes
Sunday
a.m. - 4:25
90 Minutes
Monday- Saturday
a.m. - 4:55
Departs Immokalee at
6:00 a.m./Departs Marco
7 (Express)
Departs Immokalee at
Sunday
a.m. -4:55
6:00 a.m. /Departs Marco
Island at 4:55 p.m.
7 (Circulator)
Monday - Saturday
a.m. -4:55
Varies
Sunday
a.m. - 4:55
Varies
Departs Naples at 5:50
8A (Express)
Monday- Saturday
a.m. - 7:00
a.m. /Departs Immokalee
8A (Circulator)
Monday- Saturday
a.m. - 6:55
90 Minutes
Departs Naples at 6:20
8B (Express)
Monday- Saturday
a.m. - 7:30
a.m. /Departs Immokalee
8B (Circulator)
Monday- Saturday
a.m. -7:25
90 Minutes
Monday- Saturday
a.m. -6:55
90 Minutes
9
Sunday
a.m. - 5:25
90 Minutes
Source: Collier Area Transit TDP FY 2011 -2020
Collier County - Master Mobility Plan 2 -38
Map 2 -10
2035 LRTP Needs Plan Roadway Network
Collier County Mobility
2 Lanes F__!.Municipa l Limits
1'— 3 Lanes Protected Lands 2035 LRTP
County — Lanes
8 Lanes Highway Needs Plan
�'
4%r6 Lanes +4 Special Use Lanes
Source: Collier County 2035 LRTP Needs Plan
Collier County -Master Mobility Plan
2 -39
IA: a A Ah AN aft Aft Aft Aft : 9ft A A Am 'Oft � � Aft ift A Aft Ift !••••0••••••!••••••0
Map 2 -11
Potential Golden Gate Estates Bridges
Collier County Master Mobility Plan
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Collier County - Master Mobility Plan 2 .40
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'Tlap 2-12
Existing and Future Transit
Collier County Master Mobility Plan
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FY3011 -TOM hwYDe�ekprrtl FYn
Source: Collier County 2035 LRTP, Transit Needs Plan
Collier County - Master Mobility Plan 2 -41
Map 2 -13
Existing Bicycle and Pedestrian Facilities
Collier County Mobility
Sidewalk Both Sides Paved Shoulders (_1 Municipal Limits
County Sidewalk One Side Shared Use Pathways Protected Lands Pathway Facilities
Bike Lanes Major Roads
Source: Collier County MPO
Collier County- Master Mobility Plan
2 -42
Fill
Sidewalk Both Sides Paved Shoulders (_1 Municipal Limits
County Sidewalk One Side Shared Use Pathways Protected Lands Pathway Facilities
Bike Lanes Major Roads
Source: Collier County MPO
Collier County- Master Mobility Plan
2 -42
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Figure 2 -21
Recommended Bicycle Facilities
Source: Collier County MPO 2035 Long Range Transportation Plan (Figure 8 -4)
Collier County - Master Mobility Plan
Figure 2 -22
Recommended Pedestrian Facilities
Source: 2035 Long Range Transportation Plan (Figure 8 -5)
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Source: 2035 Long Range Transportation Plan (Figure 8 -5)
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Source: 2035 Long Range Transportation Plan (Figure 8 -6)
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Collier County - Master Mobility Plan 2 -44
Non - Mobility Infrastructure and Service Areas
In addition to infrastructure that supports its multi -modal transportation
networks, Collier County also is responsible for providing other
infrastructure and services to both residents and visitors. County -
provided infrastructure and services examined as part of the MMP
include:
• Fire rescue
• Emergency Medical Services (EMS)
• Public schools
• Parks and recreation
• Public utilities
• Stormwater
• Solid waste
• Law enforcement
• General government services
• Libraries
The timing and location of future infrastructure and facilities necessary
to provide the above services at population build -out will be affected by
when and to the extent development occurs in various areas throughout
the county. In addition, the geographic service area that Collier County
is responsible for varies by the type of infrastructure /service. As such,
not all infrastructure and services provided by Collier County will be
affected to the same extent by recommendations developed for the
Infrastructure Concept Plan. The remainder of this section documents
the geographic area in which Collier County is responsible for providing
each service, as well as the existing and planned inventories for each
infrastructure area. This baseline information will provide a frame of
reference during the discussion of potential strategies and
recommendations related to the Infrastructure Conceptual Plan.
Maps and figures illustrating the County's existing and planned
infrastructure and services are provided beginning on page 2 -49.
Fire Rescue Services
Unincorporated Collier County is served by seven fire districts. Of these,
five are independent districts and two are dependent districts governed
by the Collier County BCC. These districts are geographic service areas
within the county established through enabling acts, where fire /rescue
services are provided.
Fire Control District
Type of District
North Naples
Independent
Golden Gate
Independent
East Naples
Independent
Immokalee
Independent
Big Corkscrew
Independent
Ochopee
Dependent
Isles of Capri
Dependent
Naples and Marco Island are each served by their own fire departments,
while Everglades City owns a fire station that is operated by Ochopee
Fire Rescue Control District.
Map 2 -14 illustrates the location of existing, interim, and proposed fire
stations by fire control district as documented in the Collier County 2011
AUIR.
Emergency Medical Services
The Collier County EMS Department provides EMS related services to all
Collier County, including its municipalities. In June 2007, Collier County
commissioned an EMS System Master Plan to discuss general EMS unit
needs by 2020. This plan included a review and analysis of current EMS
resources within the county, as well as an assessment of future EMS
Collier County - Master Mobility Plan 2 -45
needs specific to resource deployment, station staffing, operational
policies and additional EMS units.
Map 2 -15 illustrates the existing and proposed EMS - related
infrastructure in Collier County, as documented in the Collier County
2011 AUIR.
Public Schools
The District School Board of Collier County (DSBCC) provides public
education facilities to school -age residents of Collier County. The DSBCC
is required by the Florida Department of Education (FDOE) to develop a
Five -Year Work Program identifying changes in permanent and portable
school capacity, projected enrollment, and provide revenue /expenditure
information for the five -year planning timeframe. In addition, the DSBCC
develops a Capital Improvement Program (CIP) that includes both a 10-
year and 20 -year planning horizon. The CIP identifies capital expansion
needs of existing school facilities as well as new schools needed to
accommodate projected growth or the replacement of portable stations.
In compliance with Florida Statutes at that time, Collier County
implemented School Concurrency in 2009 and, despite the repeal of
state - mandated school concurrency through the 2011 Community
Planning Act, has retained school concurrency under its "Home Rule"
authority. As such, the FY 2010 -2014 Five Year Work Plan is a financially
feasible plan that meets the adopted level of service standard (LOSS)
requirements outlined in the Concurrency Interlocal Agreement.
Map 2 -16 illustrates the location of existing public school sites, as well as
future school sites identified by the DSBCC in its FY 2012 -FY 2031 CIP.
Parks and Recreation
Collier County Parks and Recreation provides community and regional
parks that are available to all residents and visitors of Collier County.
Regional parks are larger and include natural attractions or facilities that
target visitors throughout Collier County. Community parks typically are
smaller in size and draw visitors from a smaller service area. Community
parks are intended to serve residents of the unincorporated county, as
municipalities in Collier County have similar types of community and
neighborhood parks targeting residents within their immediate
geographic area.
Map 2 -17 illustrates the current inventory of county and municipal
regional and community parks currently available to the residents and
visitors of Collier County. In addition, this map also illustrates the parks
and recreation capital projects and land acquisitions planned for the
next 10 years, as documented in the Parks and Recreation Master Plan
(May 2011).
Public Utilities (Potable Water and Sanitary Sewer)
Collier County has adopted, as part of the GMP Public Facilities Element,
separate Potable Water and Sanitary Sewer sub - elements that set forth
the policy framework for the delivery of potable water and sanitary
sewer services to unincorporated Collier County.
Figure 2 -24 illustrates the boundaries of the Collier County Water District
while Figure 2 -25 illustrates the Existing and Future Potable Water
Service Areas. Figure 2 -26 illustrates the boundaries of the Collier
County Sewer District while Figure 2 -27 illustrates the Existing and
Future Sewer Service Areas.
Stormwater
Collier County is currently undertaking an extensive effort to plan for the
countywide protection of water resources through the development of a
Watershed Management Plan (WMP). Similar to the MMP, the WMP is
not intended to be a regulatory document, but rather identify
recommended initiatives that may lead to regulations and or policies.
Collier County - Master Mobility Plan 2 -46
The WMP identifies water resource concerns regarding:
• Excessive fresh water discharges from canals (including ground
water discharges) especially to Naples Bay;
• Failure by the drainage system to provide the desired level of
flood protection;
• Pollutant discharges associated with development degrade
water quality conditions;
• Aquifer draw down impacts due to reduced recharge and
potable and agricultural withdrawal demands.
The restoration of historical watershed functions will allow the County to
effectively manage resources for both human and natural environmental
needs, running parallel to the objectives of the MMP. Though the
watershed management planning process is an extensive effort being
undertaken by the County separately from the MMP, aspects of this
process tied to the development of the MMP will be identified, as
appropriate, in further sections of this Report.
Solid Waste
Collier County Solid Waste Management provides solid waste disposal
services to all of Collier County with the exception of Naples.
Map 2 -18 illustrates the existing and planned solid waste - related
infrastructure for Collier County. The county currently owns and
operates several solid waste facilities, including four recycling centers,
two landfills and one transfer station. In 2011, Waste Management Inc.,
of Florida completed construction of a Landfill Gas to Energy Plant that it
operates at the Collier County Landfill. In order to serve its growing
population, the County has identified the immediate need for an
additional recycling center and resource recovery park.
Law Enforcement and Correctional Facilities
Map 2 -19 illustrates the existing law enforcement - related infrastructure
(police, sheriff, and correctional facilities) for Collier County, as well as
the Collier County Sheriff's Office (CCSO), City of Naples police, and City
of Marco Island police. In addition to unincorporated county, CCSO
provides law enforcement services to Everglades City. CCSO also
provides correctional facility services countywide.
In 2007, a Jail Master Plan was prepared for Collier County to identify
correctional facilities needs over a 3 -year, 5 -year, and 10 -year
timeframe. One of the key findings of the Jail Master Plan is the need to
place future correctional facilities in close proximity not only to the
growing population centers but also to court system needs. In addition,
the 10 -year Master Plan horizon identified a need to expand existing
facilities and to construct a new expandable jail facility at centralized site
within the county since the Naples Jail Center site is essentially "built
out" by area limitations set forth in the PUD.
Government Buildings
Map 2 -20 illustrates the government buildings associated with providing
primary government services, including existing and leased facilities.
The City of Naples and the City of Marco Island also provide government
facilities related to their municipal functions. Collier County's main
government complexes are located in the CUA, with satellite
government offices located in GGE and Immokalee to serve the needs of
residents and others located east of CR 951.
Libraries
Map 2 -21 presents the location of the county's public libraries, which
serve residents and visitors countywide. The Collier County Public
Library provides a variety of services, including materials (books,
magazines, videos, etc.), computer /Internet access and meeting space.
Collier County - Master Mobility Plan 2 -47
Map 2-14
Fire Facilities and Fire Districts
Collier County Master Mobility Plan
Source: Collier County 2011AUIR
Collier County - Master Mobility Plan 2-48
ELM
WI III ... .... . ......
Source: Collier County 2011AUIR
Collier County - Master Mobility Plan 2-48
Map 2 -15
Emergency Medical Services
Collier County Master Mobility Plan
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Emergency Medical
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Source: Collier County 2011 AUIR
Collier County - Master Mobility Plan z_qg
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Map 2-16
Public Schools
I
Collier County Master Mobility Plan I
Source: District School Board of Collier County
Collier County - Master Mobility Plan
2-50
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0 Future
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Middle Schools
0 Future
Middle Schools/Sites Protected Lands
Public Schools
High Schools
0 Future
High Schools/Sites
Source: District School Board of Collier County
Collier County - Master Mobility Plan
2-50
Map 2-17
Parks and Recreation
Collier County Master Mobility Plan
Source: Collier County Parks and Recreation Master Plan, May 2011
Collier County - Master Mobility Plan
2 -51
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Recreation
Source: Collier County Parks and Recreation Master Plan, May 2011
Collier County - Master Mobility Plan
2 -51
rigure c -cv
Collier County Potable Water District Boundaries
Source: Collier County GMP, Potable Water Sub - Element, Figure PW -1.1
Collier County - Master Mobility Plan
FIGURE PW.27
( _.. aaw.wEE ror
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Er.rtY 3 �1e
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EXISTING AND FUTURE POTABLE WATER SERVICE ARk$F
Figure 2 -25
Collier County Existing and Future Potable Water Service Areas
Source: Collier County GMP, Potable Water Sub - Element, Figure PW -2.1
2 -52
r
Legend
Collier County Sewer District Boundaries
Entity
FGCU Se A-
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- Northeast Area
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_ Collier SwtheastAres
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FIGURE SS-1.1
Figure 2 -26
Collier County Sanitary Sewer District Boundaries
Source: Collier County GMP, Sanitary Sewer Sub - Element, Figure SS -1.1
® _
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Existing and Future Sewer Service Areas .3r
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South e.=EXISTING AND FUTURE
Figure 2 -27
Collier County Sanitary Sewer Service Areas Boundaries
Source: Collier County GMP, Sanitary Sewer Sub- Element, Figure SS -2.1
FIGURE S3-7.1
Jsa'
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Collier County - Master Mobility Plan 2 -53
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Solid Waste
Collier County Master Mobility Plan
Inset
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Future Resource Recovery Park Protected Lands
& 0 CO °o""`�' 0 Landfill Site Solid Waste Services
Recycling Center
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Collier County - Master Mobility Plan
2 -54
I Collier County Master Mobility Plan
Inset
Source: Collier County 2011 AUIR
Collier County - Master Mobility Plan
Map 2 -19
Law Enforcement
Main Shenfl s Office � Naples Police Municipal Limits
Memo Island Police Protected Lands Law Enforcement
Sheriff Substations - Jails
2 -55
Map 2-20
Primary Government Buildings
Collier County Master Mobility Plan 7
Inset
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Owned County Facilities City of Naples Facilities Municipal Linnits
Leased County Facilities 0 Marco Island Facilities Protected Lands
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Government Buildings
Sour— Collier County 2011 AUIR
Collier County- Master Mobility Plan 2-56
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Source: Collier County 2011AUIR
Collier County - Master Mobility Plan
2-57
Section
SECTION 3.1: PUBLIC INVOLVEMENT OVERVIEW
The MMP was developed using a completely transparent public
involvement process, unprecedented in any previous planning effort in
Collier County. In addition to an extensive schedule of public meetings,
workshops, and interviews at critical points during development of the
MMP, all project team meetings were open to the public. All documents,
narratives, and graphics produced were posted to the MMP website in
draft form and made available to the public for review and comment.
Meeting and workshop materials, summaries, etc., developed as part of
the public involvement process of the MMP, are included in Appendix A.
Public Involvement Process
At the onset of Phase Two of the MMP, a detailed public involvement
process was developed to allow key stakeholder agencies and the public
opportunities to help shape development of the plan. This process,
documented in the Public Involvement Plan (PIP), identified public
involvement activities based on the specific needs of the project as
understood at that time. However, as this project developed, the public
involvement process evolved, and the PIP was modified in response. As an
example of the evolution of the MMP public involvement process, the
initial PIP identified a separate set of stakeholder and public meetings.
Fairly early in the project, it was apparent that one group of public
stakeholder meetings would maximize participation and avoid duplication
of meeting content. Therefore, the stakeholder and public meetings were
combined.
In conjunction with a commitment to transparency, efforts were made to
provide a broad - spectrum of information and opportunities for input to
meet the needs of the county's diverse population. Techniques to obtain
public input included meetings /workshops, stakeholder interviews, a
project website, newsletters, and press, among other methods, and will be
discussed in more detail later in this section.
As documented in the PIP, objectives of the MMP public involvement
process were to:
• Maximize transparency in all phases on the MMP process;
• Provide a broad - spectrum of information and opportunities for
input to meet the needs of the county's diverse population;
• Provide the opportunity to gather input from the "silent
majority ";
• Build consensus among stakeholders to facilitate the
development of signed MOUs at the end of the project;
• Obtain and use stakeholder and public input to guide and shape
the development of the MMP.
Public Involvement Timeline
The timeline of public involvement activities for the MMP discussed in this
section is provided in Figure 3 -1.
Collier County— Master Mobility Plan 3 -1
Figure 3 -1
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Collier County — Master Mobility Plan 3 -2
SECTION 3.2: MASTER MOBILITY PLAN STAKEHOLDERS
During Phase One of the MMP, a stakeholder database was developed
identifying representatives from the following types of organizations:
• Local, state, and federal departments and agencies
• Special interest groups, including civic, political, and veteran
organizations and non - governmental environmental organizations
• Members of the private sector, including land owners and other
affected parties
• Professional and business groups
• Redevelopment agencies
• Public and private educational facilities
• Tribes
• Utility providers
• Members of the media
• Interested members of the general public
In May 2010, stakeholders, along with the public, were invited to a
presentation co- sponsored by Collier County and the Southwest Florida
District Council of the Urban Land Institute (ULI). The purpose of this
presentation was to "kick off" the MMP and introduce the project to this
group of stakeholders and the public.
At the onset of Phase Two, the list of stakeholders was refined to identify
key points of contact from each interested agency or organization.
Interested parties also could become part of the MMP stakeholder contact
database throughout the process, either via the MMP website, by
contacting the project team, or by signing up on the contact list at any of
the public stakeholder meetings.
SECTION 3.3: PUBLIC INFORMATION TECHNIQUES
A diverse set of public involvement and information techniques was used
to meet the objectives outlined in the MMP PIP and to keep stakeholders
and the public informed of the project development, as well as upcoming
opportunities for public input.
Public information techniques used throughout the MMP process include
the following:
MMP Website — The website specifically developed for this project
provides all pertinent information in one location. The project website was
launched on March 11, 2011. At this site, users are able to sign up for
electronic project notifications and newsletters, participate in surveys, and
comment on any project document, provide general comments, and access
all outside links and resources.
The MMP website address is: www.colliergov .net /mastermobiltyplan
A link to the project website also was made available directly on the Collier
County homepage.
Project Logo — A specific logo was developed for the MMP and is used on
all project documents, images, and presentations to clearly identify
association with the project.
Project Newsletters — Six newsletters were released at strategic points
throughout the development of the MMP, as shown in Figure 3 -1. The
newsletters were one method of continuously informing stakeholders and
the public by providing highlights of the public involvement activities and
directing interested parties to the project website.
Collier County — Master Mobility Plan 3 -3
The MMP website included a function for users to provide an email
address to receive newsletters and other MMP correspondence
electronically.
Email Blasts — Individuals who received the MMP newsletters electronically
also received other MMP - related correspondence through email blast
campaigns. Email blasts were sent to inform /remind stakeholders, public
policy makers, and other individuals of upcoming meetings and other
events, disseminate the newsletters, and notify individuals that important
information was available on the project website.
Press — Articles in local press and on websites, as well as meeting
advertisements, provided additional exposure of the MMP to the public.
In addition, an information card was created highlighting key information
regarding the MMP and disseminated in various locations throughout the
county.
SECTION 3.4: PUBLIC INVOLVEMENT ACTIVITIES
This section provides details regarding the various types of public
involvement activities conducted throughout the development of the
MMP. As previously mentioned, the specific dates in which these activities
occurred are provided in Figure 3 -1.
Project Team Meetings
Project Planning Meetings, Project Team Meetings, and Project Workshops
were held at regular intervals throughout the MMP process to allow team
members to discuss and coordinate the development of the plan. Project
team meetings were typically one to two hours in length, and members of
the public in attendance were invited to share input and ask questions. In
several instances, the public submitted follow -up questions or comments
and the project team responded accordingly. Project Team Meetings held
beginning in April 2011, were recorded and audio of the meetings made
available to the public upon request.
Public Stakeholder Meetings
Five public stakeholder meetings were held to elicit feedback from
stakeholders and the public on specific concepts, issues, and strategies at
various points during development of the MMP. Materials and detailed
summaries from each public stakeholder meeting are provided in Appendix
A.
Public Stakeholder Meeting #1 was held on February 25, 2011, at the
Collier County South Regional Library. Approximately 40 individuals
attended this event. The goal of this meeting was to provide an overview
of the project and gather initial input to help guide the data analysis effort.
Attendees were divided into discussion groups to "brainstorm" a list of
issues they believed were important to the process and should be
addressed during the development of the MMP. Input received during this
meeting was organized into the following topics and subsequently used to
help develop the concepts, strategies, and tools to reduce VMT to be
ranked during the exercise completed for the May 17, 2011, public
stakeholder meeting:
• Land Use (large -scale versus project level issues)
• Mobility (multi -modal infrastructure; access and circulation)
• Infrastructure coordination (conserve money and resources)
• Environment (protection and preservation)
• Demographics
• Economics
• Timing and priority of public investment
• Overall MMP process (timeframe, breadth and transparency of
public involvement)
Collier County — Master Mobility Plan 3 -4
Public Stakeholder Meeting #2 was held on May 17, 2011, at the North
Collier Regional Park Exhibit Hall. Approximately 45 individuals attended
this event. After an update of project activities was provided, the objective
was to review concepts, strategies, and tools to reduce VMT provided by
stakeholders and the public. Attendees were divided into discussion
groups and were asked to rank potential mobility plan concepts, strategies,
and tools from most important to least important, as well as provide
additional ideas not yet listed. Major themes stemming from the
discussion groups include:
• Use of incentives to promote urban infill and redevelopment;
• Mix of land uses and multi -modal connectivity is key to creating
compact, walkable, interconnected communities;
• Cultivating connected human communities will improve quality of
life while also benefiting the natural environment;
• Adjusting the level of service on roadways will create more
incentive to use alternative modes of transportation.
• Protecting natural resources and ecosystems is a priority.
Public Stakeholder Meeting #3 was held on August 25, 2011, at the Collier
County Golden Gate Community Center. Approximately 50 individuals
attended this event. At the beginning of the meeting, a PowerPoint
presentation was given that provided a brief introduction for individuals
unfamiliar with the project, as well as an update of the project activities
since the May 2011 public stakeholder meeting.
One of the key items in the opening presentation was the introduction of
several emerging themes for the MMP that were identified through public
input and analysis during the first seven months of the project. The
presentation of these emerging themes helped to set the stage for the
information stations that followed the presentation. The stations were set
up so that individuals could visit each station at their own pace. Each
station included visual boards with countywide information
(environmental map, existing /planned transit, countywide concepts and
tools), sub -area information (concepts and tools specific to each sub - area),
and other information on land use concepts (e.g., mixed -use, densities,
etc.) and complete streets.
Following a visit to each station, participants were asked to complete a
survey relating to the countywide and sub -area concepts and tools. The
survey also was made available on the project website for those
participants unable to attend the meeting or complete the survey while at
the meeting.
Major themes that arose from survey respondents for each subarea
include:
• Countywide Area — Overall respondents agreed with the options
provided to incentive employers to promote the use of alternative
modes, for the County to invest more to enhance transit, to co-
locate public facilities, to the address connectivity at all levels.
• Coastal Urban Area — All respondents agreed there should be
more focus on alternative modes of travel networks, while there
were mixed reviews on whether the County should allow
congestion on specific roadways to encourage redevelopment.
Majority of the comments were focused on the need to connect
neighborhoods.
• Immokalee Urban Area — Most respondents agreed there should
be a varied development review process to promote infill and
agreed transit should play a more critical role in providing
mobility in the area. The idea that the County should allow
Collier County — Master Mobility Plan 3 -5
congestion on some roadways to promote redevelopment
garnered mixed reviews.
• Golden Gate Estates /Orange Tree Area — The majority of
respondents were in agreement with the options presented in the
survey. For instance, options that maximize connectivity should
be emphasized in the area, Transfer of Development Rights
should be used to promote clustering, and all agreed that transit
concepts appropriate to the land use and vision of the community
should be considered.
• Rural Land Stewardship Area — Though the survey options
received mixed results, the majority of respondents was neutral
or agreed with the options. Overall, respondents felt options to
maximize connectivity should be emphasized, incentives should
be used to maximize densities, and transit concepts should be
considered.
• Rural Fringe Receiving Areas — Respondents were overwhelmingly
in agreement with the options presented by the survey. All
respondents agreed transit concepts should be considered. Most
also agreed that options that maximize connectivity be
considered, that incentives be developed to promote desired
results, and that maximum allowable densities and intensities
within the rural villages should be revisited.
Public Stakeholder Meeting #4 is scheduled for November 1, 2011, from 9
am to 11 am at the South Regional Library.
Public Stakeholder Meeting #5 is scheduled for November 9, 2011, from 4
pm to 6 pm at the North Collier Regional Park Exhibit Hall.
Group Stakeholder Interviews
Stakeholders who are local officials, have regulatory authority, or that
own, control, or manage assets to be considered in the MMP (e.g.,
infrastructure, utilities, public land, major private property owners, etc.)
and who ultimately will be asked to sign Memorandums of Understanding
at the end of this project were interviewed by the Project Team during a
series of interviews held in April 2011. In addition, environmental and
other non - governmental organizations (NGO) historically involved in
planning activities in Collier County and expected to be heavily involved in
the development of the MMP were also interviewed.
In preparation for the interviews, a questionnaire was mailed to
representatives of the stakeholder agencies. The questionnaire requested
information from each stakeholder agency as to whether their
organization has a strategic or long range plan, specific goals the
stakeholder agency has established, and whether their organization has
established level of service (LOS) standards, among other pertinent
questions. The interviews collected suggestions made by the stakeholders,
as well as other comments and concerns pertinent to the MMP.
Thirty -seven individuals were interviewed as part of nine stakeholder
group interviews conducted during April 2011:
• Collier County Economic Development Office and Golden Gate
Estates Area Civic Association (April 4, 2011)
• Southwest Florida Regional Planning Council, Collier County Land
Development Services, and Collier County Metropolitan Planning
Organization staff (April 5, 2011)
• Audubon Society, Defenders of Wildlife, Conservancy, Florida
Wildlife Foundation, United States Fish and Wildlife Service, and
Environmental Advisory Council (April 6, 2011)
Collier County — Master Mobility Plan 3 -6
• Collier County Stormwater and Environmental Services Section,
South Florida Water Management District (SWFMD) Big Cypress
Basin (BCB) (April 7, 2011)
• Collier County Facilities Management and Administrative Services
(April 13, 2011)
• Collier County Housing and Human Services, Library Services,
Public Services, and Parks and Recreation departments, and
School District Board of Collier County (April 14, 2011)
• Big Corkscrew Island Fire Control and Rescue District and Golden
Gate Fire Control and Rescue District (April 14, 2011)
• Barron Collier Companies, Consolidated Citrus /King Ranch
Incorporated, Star Development, and Collier Enterprises (April 27,
2011)
• Collier County Metropolitan Planning Organization staff, Collier
Area Transit, Collier County Airport Authority, and Florida
Department of Transportation District 1 (April 28, 2011)
A summary of the stakeholder interviews is provided in Appendix A.
Public Presentations
In addition to the aforementioned meetings, presentations were made to
various County boards at which the public was encouraged to attend;
these presentations were advertised on the MMP website, as well as via
the appropriate agenda package. The project team presented the MMP to
the following boards and committees
• Collier County Board of County Commissioners (BCC) (2)
• Collier County Planning Commission (CCPC) (3)
• Collier County Environmental Advisory Council (EAC) (2)
• Collier County MPO Board (2)
• Collier County MPO Citizens Advisory Committee (CAC) (1)
• Collier County MPO Pathways Advisory Committee (PAC) (1)
• Collier County MPO Technical Advisory Committee (TAC) (1)
Specific dates of these presentations are provided in Figure 3 -1.
SECTION 3.5: MAJOR THEMES AND OUTCOMES
Major themes and outcomes from the MMP public involvement process
were documented and considered throughout all stages of plan
development. Comments and suggestions received at public stakeholder
meetings, stakeholder interviews, project team meetings, public
presentations, or via email or phone conversations were documented in a
spreadsheet that was continually reviewed by the project team.
Emerging Project Themes
At the beginning of the project, public involvement activities included
brainstorming of ideas and concepts from the stakeholders and public. As
the MMP progressed, this brainstorming list has been refined through both
quantifiable exercises and general discussions with stakeholders and the
public. Through this effort, major themes began to emerge. These major
themes, which were used to help guide and shape the development of the
MMP recommendations, include:
Environmental Preservation and Protection — It was clear from the
beginning that the MMP must address preservation of Collier County's rich
biodiversity and natural resources. Significant efforts have been
undertaken by environmental groups, public agencies, and citizens to
ensure that environmental concerns and issues are understood and
considered during major planning efforts within the county, including the
development of the MMP.
Collier County — Master Mobility Plan 3 -7
1
Connectivity - Multi -modal connectivity and walkable communities were
often cited through the public involvement process as desirable
mechanisms for reducing VMT. Also, evident was that connectivity can
mean a lot of different things to different people and, as such, should be
addressed and looked at on several levels. While connectivity is a broad
and general theme, the fundamental element of connectivity, as related to
reducing VMT, is to increase mobility by increasing travel options and
efficiency and developing a fully- integrated motorized /non- motorized
network.
Geographic connectivity or the connection(s) between areas could be
thought of as how one gets from "Point A" to "Point B." One of the main
factors dictating the travel mode between points is distance. If someone is
traveling across the county or between counties, it would be more unlikely
that they would choose to walk or ride a bike. To address the effect that
distance has on connectivity, geographic connectivity can be looked at on
three levels:
• Regional connectivity — includes both inter- and intra- county
travel. Regional connectivity typically consists of major roadways
(highways and arterials) and premium transit (i.e., express and
commuter service). The goal of regional connectivity should be to
effectively and efficiently move people and goods throughout,
into, and outside of the county.
• Local connectivity — includes movement within sub -areas of the
county. While local connectivity still consists of travel mainly
using roads and transit, it includes a more localized component.
The roadways traveled tend to include more collector roads and
transit is typically provided by fixed - route, rather than premium
service. Also, with shorter distances, non - motorized travel
becomes a more viable option, especially bicycle travel using both
on- and off -road bike lanes and paths.
• Neighborhood or project -level connectivity — consists of
connectivity and circulation within a neighborhood or
development project. At this level all modes, motorized and non -
motorized, become more attractive.
Land use and infrastructure connectivity refers to the connections
between land uses (property to property), land use and infrastructure
(property to travel network), and infrastructures (e.g. transit and bicycle
facilities). Connectivity between land uses can be achieved through inter-
connections /stub -outs between properties and shared access (driveways
and parking). Connections between land uses and infrastructure could be
as simple as providing pedestrian connections from the street sidewalk to
the front of a building or as sophisticated as a transit - oriented
development.
On -site connectivity deals with the connections within a development or
project. While some larger developments may focus on motorized travel,
the main component of on -site connectivity is the provision of pedestrian
and bicycle facilities or multi -use paths. Being that on -site connectivity is
typically deals with the beginning and end of trips, any obstacles at this
level may lessen the effect of efforts made at the other levels of
connectivity.
Incentives — The MMP should encourage an incentive -based program,
rather than the use of regulations or restrictions, as the preferred method
for influencing desired development and infrastructure type, location,
sequence, and mix.
Collier County— Master Mobility Plan 3 -8
r
Mixed -Use and Design — A mix of compatible land uses should be allowed,
encouraged, and incentivized at densities and intensities appropriate to
the scale and nature of the area.
Economics — The economic make -up of the County is an important factor
in influencing the longer -term vision. Economic variables such as a
diversified and larger employment base, diversified tax base, and mix of
housing prices were cited as important considerations for the MMP. The
County has identified that infrastructure needs based on current policies
and practices result in costs that far exceed available revenue. It is
apparent that as the county continues to grow, current infrastructure
planning levels within Collier County are unsustainable without significant
changes. As such, it is one goal of the MMP to identify policies and
recommendations that can allow for efficient and consolidated
infrastructure planning, therefore reducing the cost burden.
Tools to Support MMP Themes
Each of the above themes is influenced by land use or infrastructure
decisions made by the County. At its core, the County has a specific set of
tools at its disposal to effect land use and infrastructure decisions. The
recommendations resulting from Phase Two of the MMP have been
developed in a manner that will enable the County to apply these tools, as
appropriate, during Phase Three of this project.
Land Use — Collier County has three primary tools to help guide and
regulate the mix, function, sequence, and location of land use within the
county.
Collier County— Master Mobility Plan
• Maps — Regulatory maps, such as the Future Land Use Map,
identify the allowable categories of land uses that may be
established on each parcel in the county.
• Policy — Measurable policies within the Growth Management Plan
support the long -term goals and objectives related to future
growth and development within the county.
• Regulations — Land use regulations, such as the LDC, define the
process for regulating the size, type, structure, and use of land or
building.
Infrastructure — Collier County has three primary factors that impact public
infrastructure projects.
• Funding — by what source the infrastructure will be paid for
(capital) and how it will be maintained (operating)?
• Location — where the infrastructure will be located?
• Form /Design — how the infrastructure will look and function?
Geographic Application of Tools
As previously discussed in Section 2, it was recognized early in the MMP
process that Collier County is not homogenous, but contains six distinct
areas, each with unique characteristics. Application of the
recommendations developed from this process, derived from the above
local government tools, will pertain to one of three geographic areas:
• Countywide
• Sub -Area (one or more)
• Neighborhood /Development Project Level
3 -9
Section 4
SECTION 4.1: OVERVIEW OF CONCEPUTAL PLANS
The MMP is intended to provide strategic guidance for future policy
recommendations that reduce vehicle miles of travel (VMT) and vehicle
hours of travel (VHT); protect habitats, environmentally - sensitive lands,
and agriculture; and identify infrastructure planning guidelines. To
achieve these goals, four conceptual plans have been developed and
documented in this section, each of which will provide the basis for the
policy recommendations provided in Section 5:
• A Conceptual Land Use Plan, the purpose of which is to identify
area -wide land use and urban design strategies that respond to
the County's development and economic goals.
• A Conceptual Mobility Plan, the purpose of which is to
incorporate multi -modal transportation alternatives, including
transit, that respond to and support the identified land use
strategies.
• A Conceptual Wildlife Crossings and Habitat Preservation Plan,
the purpose of which is to ensure that the protection and
interconnectivity of existing and potential future
environmentally - sensitive lands is considered in the
development of the MMP.
• A Conceptual Infrastructure Plan, the purpose of which is to
provide guidelines for coordinating infrastructure needs with
VMT- reducing principles and promoting efficient and
consolidated infrastructure planning.
As previously discussed in Section 3, the development of these four
conceptual plans was guided by the themes and concepts that emerged
from the detailed public involvement process undertaken during this
project, including:
• Recognizing and enhancing previous efforts to protect Collier
County's rich and diverse natural resources.
• Addressing Collier County's expansive geographic area and the
need to facilitate interconnectivity within the county, as well as
enhance regional connectivity:
• Regional connectivity (facilitating inter- and intra-
county travel)
• Local connectivity (movement within sub -areas of the
county)
• Neighborhood /project -level connectivity (connectivity
and circulation within a neighborhood
• Incentivizing the connection of land use and multi -modal
infrastructure.
• Incentivizing a mix of compatible uses appropriate to the scale
and nature of the area.
• Addressing the long -term sustainability of the County economic
framework.
SECTION 4.2: CONCEPUTAL LAND USE PLAN
The Conceptual Land Use Plan compares the existing conditions of the
county to build -out projections and identifies land use concepts that will
affect travel demand patterns and potentially reduce VMT or VHT,
including:
• Influence of Urban Design on Travel Demand Patterns
• Area -Wide Land Use Strategies
• Location and Sequence of Development
Influence of Urban Design on Travel Demand Patterns
The influence of urban design, or the physical layout of the community,
on travel demand patterns is arguably one of the most heavily
researched topics in urban planning. The MMP Project Team includes
Collier County — Master Mobility Plan 4 -1
Dr. Robert Cervero, one of the most highly regarded travel researchers in
the United States. His research on urban form and travel patterns will
be used to help establish the framework for potential land use - related
VMT reduction strategies to be considered as part of the MMP.
In Travel and the Built Environment,' weighted average elasticities were
computed as a way to quantify the effects that the built environment
has on travel. The built environment is grouped into five influences,
commonly referred to as the "D- Variables:"
• Land use density (and its non - residential counterpart
"intensity ") creates an economy of scale that supports cost
effective and efficient delivery of transportation services.
• Land use diversity is needed to create a balanced, sustainable
land use mix at high enough concentrations (densities and
intensities) to make multi -modal travel options viable solutions.
• Sustainable land use design at all levels (regional, sub -area,
neighborhood /project level) is critical to incorporate
appropriate transit and bicycle /pedestrian friendly options
through:
• Travel distance (and its analog, time) helps form the basis for
trip- making decisions.
• Destination accessibility, or the ease of access to the trip
attraction, also influences trip- making decisions.
Table 4 -1 presents the calculated weighted average elasticities of VMT
with respect to the built environment ( "D- Variables "). The elasticity
represents the quantitative effect that each variable has on VMT. A
negative elasticity indicates that the variable contributes to a reduction
in VMT and the further the elasticity is from zero, the greater the effect.
1 Ewing, Reid and Cervero, Robert. Travel and the Built Environment, Journal of
the American Planning Association, 76:3, 265 — 294, 11 May 2010.
Table 4 -1
Weighted Average Elasticities of VMT
Weighted
Variable
Density
Average
Elasticity
-0.04
Diversity
-0.09
Design
-0.12
Destination Accessability
-0.20
Distanceto Transit
0.05
Source: Ewing and Cervero: Travel and the Built Environment
As shown in Table 4 -1, destination accessibility (developing in a central
location) and design (street connectivity) have the greatest influence on
reducing VMT. Ewing and Cervero noted their surprise in the weak
relationship between density and VMT, especially given the extensive
amount of research touting the benefits of higher densities. The authors
also noted that density is inherent in many of the other "Ds" that reduce
VMT and encourage alternative travel modes variables (e.g. high density
areas typically have mixed -uses, short /interconnected streets, and are
centrally located).
The urban environment is commonly made -up of a combination of
several of the D- Variables, and it is that combination that can have the
most significant effect on VMT. For example, the elasticities presented
in Table 4 -1 do not capture interactive effects of promoting sustainable
land use patterns along with measures like Transportation Demand
Management (TDM) (e.g., parking management). Constraints on or
higher prices for parking, for example, promotes alternative modes (e.g.,
transit) and at the same time encourages higher densities. Over time,
pursuing such policies in tandem likely have a greater impact on reduce
VMT than revealed by the -0.04 elasticity for the Density variable.
Collier County — Master Mobility Plan 4 -2
Internal Capture of Mixed -Use Development
Mixed use development refers to the clustering of different land use
types (e.g., residential, commercial, institutional, recreational, etc.). This
clustering may occur within the same building (e.g. ground -floor retail
with office and residential above), within a cluster of buildings, or within
a small geographic area (e.g., neighborhood or development project).
Achieving the right mix -of -uses is critical to increasing internal capture
and reducing auto - dependency, in turn reducing VMT. In 2011, a study
published in the Journal of Urban Planning and Development explicitly
measured the internal capture rate of large- scaled mixed -use
developments including both commercial and residential activities. The
results of this study indicate that approximately 30 percent of the trips
were internal captures — mainly on -site walking trips that replaced what
would otherwise be car trips to off -site destination S.z To create a true
live -work environment, there must be a diverse mix of housing types
(including work -force housing) and non - residential uses.
In 2011, Pasco County, Florida, adopted a multi -modal impact fee
schedule calculating reduced impact fee rates for both Transit Oriented
Design (TOD) and Traditional Neighborhood Design (TND). TOD consists
of mixed -use development designed to maximize access to transit
service. TND is similar to TOD with the exception that the development
is not concentrated around transit service, but rather a network of well -
connected streets and blocks, public spaces, and mix of non - residential
uses within walking distance of residences. As part of the Pasco County
Study, the reduction in VMT for both TOD and TND development criteria
established by the County was quantified through an analysis of the
URBan EMISsions ( URBEMIS) 9.2 software program. URBEMIS is used to
estimate the reduction in travel from the "standard" travel levels
2 Traffic Generated by Mixed -Use Developments - A Six- Region Study Using
Consistent Built Environmental Measures. Journal of Urban Planning and
Development, Vol. 137, No. 3, 2011, pp. 248 -261; R. Ewing, M. Greenwald, M
Zhang, J. Walters, M. Feldman, R. Cervero, L. Frank, and J. Thomas.
associated with each alternative development form. Variables such as
residential density, the mix of land uses, presence of local- serving retail,
presence and proximity to transit service, presence of bicycle and
pedestrian facilities, and density of the road network were reviewed when
quantifying travel reductions. The results of this study estimate that TND
development generates approximately 89 percent of the travel of their
non -TND counterparts and that TOD development generates
approximately 80 percent of their non -TOD counterparts . 3
According to Ewing and Cervero, it is widely accepted that an increased
mix of uses reduces travel distances while encouraging alternative travel
modes. "Linking where people live and work allows more to commute
by foot...i4 Dr. Ewing and Dr. Cervero also noted that a jobs- housing
balance has a stronger relationship to walking than overall land use mix.
Placing people closer to where they work, shop, and recreate reduces
the distance that they need to travel and provides them with travel
options by making alternative modes like walking and biking more
feasible. Another well -known travel demand researcher, Todd Litman,
stated that "Increased land use mix tends to reduce per capita vehicle
travel, and increases use of alternative modes, particularly walking for
errands. Neighborhoods with good land use mix typically have 5 -15%
lower vehicle miles . ,,5
Along with the benefits of reduced VMT, mixed -use developments also
have many economic and environmental benefits, especially with
concern to vertical mixed -use. Clustering multiple uses onto the same
piece of land increases the efficiency of that land and reduces the overall
3 Pasco County Multi -Modal Mobility Fee Study Final Report, Tindale- Oliver and
Associates, Inc. (July 2011).
4 Ewing, Reid and Cervero (2010), pg. 276.
5Smart Growth - More Efficient Land Use Management (Table 4). (2011). Litman,
T. Published in Victoria Transportation Policy Institute TDM Encyclopedia
Retrieved from http : / /www.vtpi.org /tdm /tdm38.htm
Collier County — Master Mobility Plan 4 -3
development footprint. Economically, having multiple uses on the same
piece of land will likely increase the value of that land and generate
additional property tax revenue and reduce public infrastructure needs.
From the personal economic side, reducing auto - dependence lowers
travel expenses by saving in fuel and wear - and -tear expenses, as well as
increasing tolerance to fluctuations in fuel prices.
Mixed -use development also can reduce the cost of providing and
maintaining parking infrastructure. Shared parking (e.g., when parking
for office workers during the work day can be used by nearby movie
theaters and restaurants during non -work hours) maximizes the use of
infrastructure based on peak needs of different land uses. In addition,
shared parking shrinks parking physical footprint, thus enhance
walkability. This also is an example of synergies between the "D"
variables — Diversity of uses creates Designs that are pedestrian friendly.
Mixed -Use Development Example — Bayfront (Naples, FL)
Collier County — Master Mobility Plan
Influence of Urban Design on Alternative Modes
According to the U.S. Census Bureau, 2009 American Community Survey
89 percent of Collier County's workers traveled to work via automobile
(76% drove alone), 1.2 percent using public transportation, 2.6 percent
walked or biked, and the remaining either used another mode or worked
at home. One of the MMP's strategies to reduce VMT is to increase the
use of alternative modes, specifically public transportation, walking, and
biking.
The previously discussed strategies of encouraging good urban form and
mixed -use development encourage the use of and increase the
accessibility to alternative travel modes. However, in order to fully
maximize the use of alternative modes and reduce auto dependence,
minimum population and employment densities need to be met.
Extensive research on the relationship between density and alternative
modes has lead to some generally accepted density guidelines to
support alternative modes, specifically transit. Table 4 -2 cites the transit
service density thresholds listed in the 2010 CAT Transit Development
Plan (TDP). These thresholds are used to determine the need for fixed -
route transit service in geographic areas of the county. While the
thresholds in Table 4 -2 are specific to Collier County, it is generally
accepted that in order to provide consistent transit service (30 minute
headways), a minimum density of 7 dwelling units per acre is needed.
Table 4 -2
Transit Service Density Thresholds
Density
Threshold Level Threshold Threshold
Minimum 4.5 - 5.99 DU /Acre 4.0 - 4.99 Employees /Acre
High 6.0 - 7.99 DU /Acre 5.0 - 6.99 Employees /Acre
Very High ? 8.0 DU /Acre >_ 7.0 Employees /Acre
Source: Collier Area Transit TDP, 2010
4 -4
As previously mentioned, TOD is a land use pattern that is designed to
provide access to transit service. While most often associated with rail -
transit, the principles applied to TODs can be used to encourage
alternative modes, even when premium transit service is unavailable. At
the heart of TOD is the goal of creating compact, mixed -use centers that
encourage walking, biking, and transit use. Creating these centers tend
to lead to increases in alternative mode share.
Increased use of alternative modes is achieved through a balance of
variables, similar to creating good urban form. By creating areas with a
diverse mix -of -uses, interconnected street grid, increased densities, and
improved access to employment and other non - residential uses, the
percentage of people who can benefit from alternative modes can be
increased.
Influence of Area -Wide Land Use Strategies on Travel Demand Patterns
To help measure the influence of area -wide land use strategies on VMT
and VHT, the Project Team employed the use of the Collier County MPO
adopted 2035 Travel Demand Model. The travel model is a tool for
predicting travel behavior, and because it is based largely upon land use
input variables (e.g., residential and employment characteristics), it
demonstrates sensitivity to changes in those variables. Additionally,
because the model is segmented into discrete travel analysis zones
(TAZs), each with its own set of unique socioeconomic characteristics
and land use variables, the model is also sensitive to spatial allocations.
Lastly, the model uses a defined roadway network map that describes
the existing and planned roadway infrastructure in operation details,
(e.g., the number of lanes and type of facility).
Baseline Scenario Travel Demand Model
The travel demand model is initially developed using existing land
use /socioeconomic and roadway conditions of a "validation year." This
model is tested and refined during a validation process until it reaches
an acceptable level of tolerance in replicating the actual roadway traffic
conditions. This validated model then becomes the tool for measuring
changes in land use and roadway network. The current MPO model was
validated to 2007 conditions, and was used during the recent LRTP
Update in the development and adoption of the MPO's 2035 Needs Plan.
This model is being used in the MMP to evaluate a variety of potential
strategies.
The first application of the 2035 model is to evaluate what is being
termed the "baseline" build -out condition. This condition represents the
"business as usual" scenario based upon a reasonable extrapolation of
the development potential outlined in the current Collier County FLUE.
Because the FLUE extends the development potential in many areas well
beyond the currently adopted zoning, a number of planning assumptions
were made as to where and to what intensity future land use
development would occur. In developing a build -out land use scenario,
the Project team relied upon the earlier work performed during the East
of 951 Horizon Study and the associated County CIGM. Additional
guidance was provided in more recent work (e.g., the MPO 2035 LRTP
Update, the Five -year Review of the Rural Lands Stewardship Area
Overlay, the Golden Gate Estates Bridge Study), and through discussions
with a number of stakeholders. Reasonableness checks were
performed, and where "unreasonable" land use variables were
identified, adjustments were made. Changes were made in the Coastal
Urban Area (CUA) when a review of the initial dataset revealed what
were believed to be unrealistic employment values in some of the CUA
zones, and a correspondingly underestimation of employment in some
TAZs in other sub - areas. Additionally, unrealistic residential and
employment values were noted on some lands that were either already
in conservation or were destined for conservation in the future.
Following these adjustments, the Project Team believes the base line
forecast represents a realistic expectation of undoubtedly one of many
Collier County — Master Mobility Plan 4 -5
build -out scenarios that could occur under the existing adopted land use
plan parameters.
A build -out model was developed that reached out well beyond the
2035 horizon year of the MPO planning program. For purposes of this
project, build -out is estimated to be 2080; however, the use of 2080 as
the estimated build -out year is strictly a planning tool to provide a
temporal perspective. From a practical perspective, the end date for
build -out is irrelevant since build -out is simply a snapshot of a set of
"conditions" (e.g., land use, infrastructure, environmental, etc.)
representing a near 100 percent utilization. When it actually occurs is
far less important than what it will look like when that point is reached.
To run a future year forecast, called a "simulation" or an "assignment," it
was necessary to agree on a future roadway network upon which the
model could load trips generated by the programmed land uses in each
TAZ. For the MMP, it was agreed that the MPO's adopted 2035 Needs
Plan network would serve as the build -out network to test conceptual
scenarios, since this is the most long -term network adopted by Collier
County.
As part of this effort, two "baseline" model runs were performed: 1) an
"all or nothing" unconstrained assignment that essentially ignores any
constraints created by mounting congestion, and 2) a constrained
assignment, where the model tries to balance the traffic along different
possible routes in order to minimize the levels of congestion. The first
unconstrained assignment yields traffic volumes along the programmed
network in ways that demonstrate "desire lines" of travelers. The
second assignment yields the more "real- world" travel -time based
version that incorporates the motorist's decision - making process when
the shortest path becomes too congested /slow, and the motorist
decides on a different, albeit longer, path from one TAZ to another
because it is actually faster. Although the all -or- nothing modeling
assignment is valuable when trying to understand how much traffic is
moving in different directions throughout the network, the constrained
modeling assignment is the model application used when testing
different land use and /or network modifications.
The results of the constrained network assignment baseline scenario
model run are then compared to various scenarios tested as part of the
MMP. By comparing the baseline model run results to alternative
scenarios, a determination can be made as to whether any of the
potential strategies identified during the scenarios result in measurable
reductions in VMT or VHT.
Conceptual Land Use Scenario
As part of the MMP, a land use scenario was developed based largely on
input received from the public. This scenario is conceptual in nature,
and the purpose is not to project where or when development will occur
but to quantify potential VMT reductions based on the identified
strategies.
The conceptual land use scenario tests the effect of increasing and
decreasing population and employment (or some mix thereof) within
specific areas of Golden Gate Estates, Orange Tree, and the RFMUD
Receiving Areas. The goal of strategically increasing and decreasing
population and employment within specific areas of these sub -areas is to
test the concepts of destination accessibility, density, and diversity.
Conceptual Land Use Scenario — Population Adjustments
The proposed Collier County Watershed Management Plan recommends
a potential TDR program within the North Golden Gate Estates (NGGE)
Flowway, located in the eastern most portion of NGGE, as a tool for
preserving land and, at a minimum, reducing impacts within the
Flowway for watershed management purposes. Under this scenario, it
was assumed that this TDR program would have some effect on
transferring future development rights out of the Flowway and that the
Collier County— Master Mobility Plan 4 -6
areas receiving these transferable development rights would be the
three northern most RFMUD Receiving Areas depicted in Figure 4 -1.
Figure 4 -1
Proposed Golden Gate TDR and Wildlife Habitat Corridor
In addition to the North Golden Gate Flowway, the public input process
led to the recommendation to include a wildlife habitat corridor
connecting North Belle Mead and the Florida Panther National Wildlife
Reserve as part of the TDR area. As such, the proposed NGGE TDR area
was expanded beyond the NGGE Flowway to include this conservation
area in support of increased habitat connectivity. Figure 4 -1 illustrates
the area identified for inclusion in the TDR /Habitat Corridor program
assumed under this scenario. For testing purposes, 50 percent of the
growth in population /dwelling units within the proposed TDR /Habitat
Corridor area was transferred evenly to the four RFMUD Receiving
Areas.
Conceptual Land Use Scenario — Employment Adjustments
As previously discussed, NGGE is presently a large platted residential
area with low levels of retail or other employment - generating land uses.
The lack of nearby commercial or employment uses requires residents of
NGGE to travel to other areas of the County, primarily the CUA, for work
or shopping trips. As part of this scenario, increases in employment
within specific areas of NGGE, as well as the Orange Tree and RFMUD
Receiving Areas were identified to determine if placing higher levels of
employment - generating uses within these sub -areas would generate a
reduction in VMT or VHT.
Changes to employment levels within NGGE were identified based on
the Golden Gate Area Master Plan and employment growth projected to
occur within the proposed TDR area. The Golden Gate Area Master Plan
has identified specific sites within NGGE as locations appropriate for
commercial development. These locations include commercial centers
at four intersections: 1) Golden Gate and Wilson boulevards; 2) Golden
Gate and Everglades boulevards; 3) Pine Ridge Road and Collier
Boulevard; and 4) Immokalee Road and Everglades Boulevard; as well as
the Randall Boulevard Commercial Sub- district. Using 190,000 square
feet of potential neighborhood commercial development at Golden Gate
and Wilson boulevards as a proxy (150,000 square feet recently
approved plus the potential to increase by an additional 40,000 square
feet), an additional 200,000 square feet of retail development was
assumed for neighborhood center located at the remaining three
iIG�t'
Collier County — Master Mobility Plan 4 -7
intersections. In addition, this scenario also assumes build -out of the
Randall Boulevard Commercial Sub - district in accordance with the
Golden Gate Area Master Plan.
Within the Orange Tree sub -area are several PUDs that identify future
retail and office development. Under this scenario, 400,000 square feet
of retail and 100,000 square feet of office development were added to
the Orange Tree sub -area consistent with these existing PUDs.
To achieve the increased employment growth specified above,
employment within the proposed TDR /Habitat Corridor area (specifically
from the southern area of North Belle Meade outside the formal NGGE
sub -area) was transferred first to satisfy employment increases within
the NGGE neighborhood nodes, Randall Boulevard Commercial Sub-
district, and Orange Tree PUDs. Remaining employment growth within
the TDR /Habitat Corridor area was then transferred to the RFMUD
Receiving Areas to help preserve, to some extent, the baseline
employment to population ratios of the four Receiving Areas affected by
the increase in population transferred in from the proposed TDR /Habitat
Corridor area. The additional non - residential development described
above was converted into employees using information obtained from
the U.S. Energy Information Administration's Commercial Buildings
Energy Consumption Survey (CBECS)6.
Conceptual Land Use Scenario Results
For the Conceptual Land Use Scenario, it was assumed that the
combined dwelling unit, population, and employment totals of the
6 U.S. Energy Information Administration, 2003 Commercial Buildings Energy
Consumption Survey: Building Characteristics Tables (Revised June 2006). The
average square- feet -per- worker for retail and office buildings from the CBECS
and used to convert the non - residential square footage into employees includes:
retail (other than mall) — 1,246 square feet per worker; office — 434 square feet
per worker.
overall scenario area would remain constant, but individually, the sub-
area totals would change. Table 4 -3 summarizes the changes made to
the sub -area totals, reflecting the spatial reallocation of build -out
population, dwelling units, and employment.
To test the effect of the population, employment and dwelling unit
reallocation on VMT and VHT, the road network used in the travel
demand model is the 2035 LRTP Needs Plan Network plus the potential
bridges identified within Golden Gate Estates that are not already
included in the 2035 Needs Network. This network is the result of the
Connectivity Test #2 described in more detail as part of the Conceptual
Mobility Plan. The connectivity of the local road network enhanced by
the potential bridges coupled with the reallocation of population and
employment growth provided the greatest reduction in VMT and VHT
within the test sub -area (when compared to using the 2035 Needs Plan
Network less all the potential bridges).
Table 4 -4 summarizes the results of the travel demand model run for
Scenario #1. As shown, under this scenario the countywide VMT
decreases by 0.1 percent while VHT increases by 0.1 percent. Within the
test sub -area (illustrated in Figure 4 -1), both VMT and VHT decrease by
1.8 percent and 7.3 percent, respectively.
The results of the travel demand model indicate that the reallocation
and concentration of population and employment growth within the test
sub -area reduced the need to leave the sub -area and travel greater
distances on higher congested roads (as was done under the baseline
scenario) to make the same type of trip. In addition, though statistically
insignificant, the countywide results indicate that the test sub -area has
become more "attractive" for travel under this scenario, drawing in
slightly more travel on congested and /or lower speed roads (VHT) in
exchange for a slightly reduced trip length (VMT) when looking at the
countywide statistics.
Collier County — Master Mobility Plan 4 -8
Table 4 -3
Comparison of Baseline and Conceptual Land Use Scenario
Demoeranhic Variables
Source: Distribution of demographic variables - Baseline Scenario vs. Conceptual Land Use Scenario
Table 4 -4
Comparison of Results from Baseline Model and
Conceptual Land Use Scenario
Land Use Scenario Network Countywide Test Sub-Area
Connectivity Test #2
Baseline 32,373,871 1,907,166 5,958,653 275,959
(GGE Potential Bridges)
Connectivity Test #2
Conceptual Land Use Scenario (GGE Potential Bridges) 32,339,053 1,908,757 5,851,255 255,880
Difference 1 (34,818) 1 1,591 1 (107,398) 1 (20,079)
I Percent Change I -0.1% I 0.1% I -1.8% I -7.3% I
Source: Change in VMT and VHT of the Conceptual Land Use Scenario compared to results of baseline travel demand model run for the Collier County Master
Mobility Plan. Refer to the Conceptual Mobility Plan, Connectivity Test #2 for a detailed explanation of the network used to test this scenario.
Collier County - Master Mobility Plan 4 -9
Area
Golden Gate Estates
Baseline
Population
88,000
Baseline
Employment
7,500
Scenario 1
Population
75,900
Scenario 1
Employment
8,200
Population
Change
- 12,100
Employment
Change
700
Orange Tree
9,000
4,500
9,000
5,000
0
500
RF Receiving A
5,500
3,500
8,800
4,400
900
RF Receiving B
16,500
7,500
19,800
8,400
3,300
900
RF Receiving C
5,500
4,000
8,700
4,800
3,200
800
RF Receiving D
21,500
10,500
24,800
11,400
3,300
900
Other
15,500
24,500
14,500
19,800
-1,000
-4,700
ITotal
161,500
1 62,000
161,500
62,000
0
0
Source: Distribution of demographic variables - Baseline Scenario vs. Conceptual Land Use Scenario
Table 4 -4
Comparison of Results from Baseline Model and
Conceptual Land Use Scenario
Land Use Scenario Network Countywide Test Sub-Area
Connectivity Test #2
Baseline 32,373,871 1,907,166 5,958,653 275,959
(GGE Potential Bridges)
Connectivity Test #2
Conceptual Land Use Scenario (GGE Potential Bridges) 32,339,053 1,908,757 5,851,255 255,880
Difference 1 (34,818) 1 1,591 1 (107,398) 1 (20,079)
I Percent Change I -0.1% I 0.1% I -1.8% I -7.3% I
Source: Change in VMT and VHT of the Conceptual Land Use Scenario compared to results of baseline travel demand model run for the Collier County Master
Mobility Plan. Refer to the Conceptual Mobility Plan, Connectivity Test #2 for a detailed explanation of the network used to test this scenario.
Collier County - Master Mobility Plan 4 -9
Location and Sequence of Development
Development that provides a mix of uses to satisfy typical daily needs, is
located to take advantage of existing infrastructure and public services,
and is proximate to employment, will maximize accessibility and reduce
VMT. This type of development, referred to as "location- efficient"
development, also maximizes accessibility to surrounding uses and
reduces VMT. According to Todd Litman, "per- capita travel is often 20 to
50 percent lower in location- efficient developments than in automobile -
dependent, urban fringe locations. "'
Developments outside of the built /urban environment must be self -
sustaining, especially in terms of employment and non - residential
services, to achieve the same VMT- reducing impact as development
within the urban area. As a local example, the majority of the RLSA sub-
area is currently undeveloped, but as the county progresses towards
build -out this area is expected to see a large amount of development. If
that development does not meet sufficient thresholds for employment
and non - residential uses, the population within the RLSA will have to
travel to other areas within the county or outside of the county, to
satisfy their employment, commercial, and recreational needs. This will
result in longer travel- distances and higher VMT. Creating self- sufficient
development within the RLSA will not completely eliminate the need for
inter- or intra- county travel; however, self- sufficient development will
increased localized daily /routine travel.
SECTION 4.3: CONCEPUTAL MOBILITY PLAN
The Conceptual Mobility Plan is in large part driven by the outcomes of
the Conceptual Land Use Plan since travel demand (trips) generated by
land uses are essentially an exchange of movements between origins
7Location Efficient Development and Mortgages. (2010). In Victoria
Transportation Policy Institute TDM Encyclopedia. Retrieved from
http : / /www.vtpi.org /tdm /tdm22.htm
and destinations. As we travel from home to work or to school, or go
shopping from one store to another or go the park or the beach, each
trip can be measured in terms of VMT. Although creating the right
balance /mix is critical, it is also important to create the proper design of
both land uses and the transportation infrastructure connections that
facilitate modal choice. Many single occupancy vehicle (SOV) trips made
each day could easily be made instead by transit, bicycle, or walking, if
the proper infrastructure and associated level of service were available.
As Collier County continues to grow towards build -out, additional travel
demand will be generated that will need to be satisfied by the mobility
system of the future. Accommodating the travel demand of the future
will be a challenge given the financial constraints inherent in the current
transportation funding paradigm. It is clear that mobility planning is not
just about building roads; it is about achieving a balanced and
sustainable mixed -use built environment that delivers options and
choices, as well as financially - feasible multi -modal solutions coupled
with strategies that reduce demand.
There are a number of cornerstone principals that serve to create a
cohesive, integrated, and efficient mobility system, thereby enhancing
the provision of multi -modal choice, including:
• Connectivity Within and Between Modes
• Circulation and Access
• Transportation Demand Management strategies
• Operational efficiencies
Connectivity Within and Between Modes
One of the primary factors for improving alternative mode share is
connectivity. Enhanced system -wide interconnectivity between land
uses, between geographic areas (e.g., neighborhoods, sub - areas,
Collier County— Master Mobility Plan 4 -10
regions, etc.), and between modes, improves the chances of achieving a
well - balanced and efficient transportation system.
Connectivity starts at the project level, where a mix of land uses should
be able to interconnect with roads, transit and non- motorized options.
When residents who want to shop at a neighboring commercial center
must get in their cars and travel outside the development on the arterial
network, it wastes fuel, increases emissions, and inconveniences the
resident and the motoring public on the arterial. Instead, having an
interconnection to the neighboring development affords direct access by
car or, better yet, by non - motorized travel, thus reducing congestion,
emissions, improving system operations, and providing additional
opportunities for exercise. Some of the techniques used to improve
project level connectivity are:
• Reduce intersection spacing
• Provide safe pedestrian and bicycle connections
• Limit block lengths
• Reduce street pavement widths
• Limit /discourage non -grid network patterns (e.g., cul -de -sacs)
• Limit /discourage design limited access (e.g., gated
communities)
• Encourage connections between developments
Communities that desire limited public access can also be designed to
retain privacy while providing internal connectivity between residential
and non - residential uses. The Island Walk community, located along
Vanderbilt Beach Road and Collier Boulevard is a local example of this
concept. Within Island Walk, which is gated, basic retails services are
provided to serve residents of this community. In addition, a shopping
center to the east of Island Walk at the corner of Vanderbilt Beach Road
and Collier Boulevard provides grocery, bank, and other retail uses. A
future road (currently in the permitting stages) is planned to connect
Island Walk to this shopping center so that residents do not have to exit
onto the heavily traveled Vanderbilt Beach Road to access this shopping
center, providing enhanced connectivity and access from the gated
community to the nearby retail services.
Beyond the neighboring developments, the value derived from concepts
that improve connectivity extends to entire sub -areas and inter - county
travel. Connectivity at the sub -area level is met by providing sufficient
local collector roads that afford mobility options to users within the sub-
area, allowing travel within close proximity for shopping, school,
personal business and employment opportunities, without having to
travel along major arterials
Connectivity is also important between modes. Different forms of transit
rely on supporting alternative modes to provide the interconnections.
Municipal fixed route service relies heavily on pedestrian and bicycle
modes, and commuter transit service (e.g., express bus, commuter rail,
etc.) relies on both interconnecting fixed route transit and auto modes,
with the interconnection point(s) frequently being park- and -ride and
transfer facilities.
Connectivity at the regional level is needed to serve commuters and
special generators (e.g., regional employment centers, airports, colleges
and /or universities, etc.). Workforce housing is often a prime
determinant of commuter based demand as seen frequently in the
Southwest Florida region, where employees live in one county and
commute each day to work in another county.
Connectivity Tests
In an effort to evaluate local connectivity concepts within the MMP, two
connectivity tests were completed. The purpose of these two
connectivity tests was to quantify the effect that simple connectivity
Collier County — Master Mobility Plan 4 -11
concepts have on VMT or VHT, both within the applicable sub -area and
on a countywide level.
Connectivity Test #1— Sub -Area Road Connectivity
The first connectivity test evaluated the ability of a more refined and
interconnected roadway system to improve mobility and reduce VMT
and VHT. To evaluate this option in the model, a test sub -area was
chosen with the RLSA where a cluster of TAZs is surrounded by arterial
roadways. While immediately adjacent to one another, the TAZs within
this sub -area are connected only to the surrounding arterial network,
limiting the interaction between TAZs. This connectivity test included
creating a more refined grid of local collector roads within this test sub-
area and connecting the TAZs to the new collector roads as well as the
adjacent arterials. A conceptual illustration of this is provided in Figure
4 -2.
Following a run of the travel demand model, the results of the test
network were compared with the baseline 2035 Needs Plan Network.
The results of this comparison are presented in Table 4 -5, which
demonstrates that there was a decrease in VMT of 1.3 percent and a
decrease in VHT of 9.8 percent within the RLSA sub -area. The results of
this connectivity test provide a decrease in VMT countywide of 4.8
percent, but a corresponding increase in VHT countywide of 25.9.
The results of the travel demand model indicate that the added test
network has made the RLSA sub -area more "attractive" for travel
resulting shorter trip lengths within the sub -area, as well as fewer trips
leaving the sub -area for what were likely much longer trips on adjacent
roadways. In the case of measuring VHT, there was a reduction in the
sub -area VHT as the addition of the new roads added needed capacity to
the system, resulting in less congestion and thus lowering the VHT. The
Project Team does not feel that the high increase in VHT outside the sub-
area accurately reflects the travel demand patterns realized from this
test scenario since the results indicate that a significantly greater
number of trips outside of the sub -area would need to be made on more
congested roads to achieve this higher VHT.
Figure 4 -2
Conceptual Illustration of Sub -Area Connectivity Test
Collier County— Master Mobility Plan 4 -12
Table 4 -5
Comparison of Results from Baseline Model and Connectivity Test #1
Source: Change in VMT and VHT of Connectivity Test #1 compared to results of baseline travel demand model run for the Collier County Master Mobility Plan
Connectivity Test #2 — Golden Gate Estates Potential Bridges
As previously discussed in Section 2, following completion of the East of
CR 951 Horizon Study, Collier County undertook a study to identify
potential bridge locations in Golden Gate Estates. The goal of the East
of CR 951 Bridge Study, which is to provide connections that improve
mobility within the GGE sub -area, runs in tandem with the broader goal
of improving mobility under the MMP. As part of this effort, 12
potential bridge sites were identified, which were presented previously
in Section 2, Map 2 -11. Each potential bridge connection was evaluated
and ranked based on the following criteria:
• Existing and future connectivity
• Effect on emergency service response time
• Impact on roadway network LOS
• Connection to planned or existing signalized intersections
• Impact on trip length
• Impact to the roadway being connected to the bridge
Collier County — Master Mobility Plan
• Access to existing and planned school sites
• School bus efficiency
To measure the effects of a better connected local and collector road
network within the GGE sub -area, a second connectivity test was
completed. Under this test, identified bridge connections not already
included in the 2035 LRTP Needs Plan Network were added to the travel
demand model network, and the results were compared against the
baseline model run. The geographic area (sub -area) of this connectivity
test is presented in Figure 4 -3.
The results of this exercise for both countywide and the test sub -area
are presented in Table 4 -6. As presented, the VMT increased by 0.6
percent while the VHT decreased b 1.3 percent. Countywide, the VMT
increased by 0.4 percent, while the VHT decreased by 0.3 percent.
While overall VMT increased slightly, the effect of including all potential
bridges within the road network decreases VHT both within the test sub-
area and countywide.
4 -13
Figure 4 -3
Bridges Connectivity Test Sub -Area
The results of the travel demand model indicate that, similar to the RSLA
network, the added bridge connections within this test sub -area have
made this area more "attractive" for travel. While the enhanced
connectivity of this area does result in a slightly longer trip length (VMT),
overall travel time (VHT) is less on higher congested roads within the
sub -area. Travel affected by the added bridge connections outside of
the sub -area also experiences a slightly longer trip length but overall less
travel time on higher congested roads, producing a slight increase in
VMT countywide and decrease in VHT countywide.
Table 4 -6
Comparison of Results from Baseline Model and Connectivity Test #2
Baseline 2035 Needs Plan Network 32,235,217 1,912,503 5,923,988 279,518
Conceptual Land Use Scenario Connectivity Test #2 32,373,871 1,907,166 5,958,653 275,959
(GGE Potential Bridges)
Difference 1 138,654 1 (5,337) 1 34,665 1 (3,559)
I Percent Change I 0.4% I -0.3% I 0.6% I -1.3% I
Source: Change in VMT and VHT of Connectivity Test #2 compared to results of baseline travel demand model run for the Collier County Master Mobility Plan
Collier County — Master Mobility Plan 4 -14
Circulation and Access
While connectivity between land uses and infrastructure is important,
circulation and access are just as critical to enhancing the movement and
travel within and throughout the county.
Neighborhood /Project Level Circulation and Access - Future circulation
and access potential at the local neighborhood /community level is
largely dictated by the planning of new development with the design
guidelines promoted by the local jurisdictions. On -site circulation within
developments defines how convenient it is for people to move
throughout the development. Mobility options are an important
component of a good circulation system, whether it be walking, biking,
riding a local transit bus, or driving. Access is characterized by the
convenience of being able to connect to places of interest within the
development. All too often, poorly planned communities do not afford
convenient and safe access to essential goods and services within the
development or in adjacent developments.
VMT reductions accrue from the a reduced number of trips that leave a
development as residents are able to satisfy their shopping, personal
business, school, and recreational needs within their communities (or in
adjacent communities). Large scale planned developments with a
properly balanced mix of uses, including essential services, coupled with
integrated local -scale transportation infrastructure can achieve high
internal capture rates, often reducing the external trips by as much as
30 %. Examples of community /neighborhood level infrastructure
include:
• Local street connections /interconnections to essential service
areas
• Local transit service
• Local sidewalk and bike path networks that connect residential
areas to destinations
• Low -speed vehicle networks (e.g., greenways) that provide
alternative motorized travel options
Sub -Area Circulation and Access - At the sub -area level, circulation is
characterized by the ability to move along the external transportation
system, e.g., collector and arterial roadways, transit lines, and
greenway /pathways. Access in this context is the demonstrated by the
ease with which one can "connect" to that system. Single access, gated
communities must funnel all traffic into and out of the development thru
one or two access points, as opposed to a more traditional grid network
with multiple access connections to the collector /arterial network.
Minor /major collectors and arterial roadways provide the basic linkages
for circulation within a subarea, and provide the connections to other
sub - areas. Examples of sub -area level infrastructure include:
• Interconnected local collector roads
• Interconnected minor /major collectors sufficient to reduce
travel on arterial -level highways
• Area transit service, including BRT, light rail
• Transit /transfer stations and park- and -ride facilities
• Arterial pathways /greenways.
Regional Circulation and Access - At the regional level, the circulation
component is the domain of highways and transit, frequently sporting
high- speeds and limited access. Access connections to modes are well
controlled in order to provide optimum service levels. A well planned
regional circulation system provides the connections outside the study
area, often to frequently used destinations in neighboring jurisdictions,
e.g., the regional airports and universities. Examples of regional level
infrastructure include:
Collier County — Master Mobility Plan 4 -15
• Arterial highways
• Limited access highways
• Express bus service, and BRT
• Commuter rail
• Park - and -ride facilities
• Regional pathways /greenways
Complete Streets
Complete Streets are essentially streets for everyone, as they are
designed and operated to enable safe access for pedestrians, bicyclists,
motorists, and public transportation users of all ages and abilities.
Complete Streets make it easier to cross the street, walk to shops, and
bicycle to work. They allow buses to run on time and make it safer for
people to walk throughout the city.
Through the adoption of a Complete Streets policy, communities direct
their transportation planners and engineers to routinely design and
operate the entire right -of -way to enable safe access for all users. This
means that every transportation project will make the street network
better and safer for drivers, transit users, pedestrians, and bicyclists —
improving the city with more realistic mobility options.
There is no single design prescription for Complete Streets; each one is
unique and responds to its community context. Complete Streets also
vary by type of roadway, as each has a different purpose and function —a
Complete Street design for a major arterial corridor with limited access
points will look very different from a Complete Street design for a
collector road traversing a town center. Complete Streets also vary by
geographic area —a Complete Street in a rural area will look very different
from a Complete Street in an urban area.
Making travel choices more convenient, attractive, and safe means that
people do not need to rely solely on automobiles. Coordinated with
Collier County — Master Mobility Plan
effective land use policy, users of Complete Streets can replace
congestion - clogged trips in their cars with alternate forms of
transportation. In addition, Complete Streets concepts can help
optimize existing right -of -way within constrained corridors.
Conceptual illustration of a Complete Street.
Transportation Demand Strategies
Transportation Demand Management (TDM) is a set of strategies to
influence travel behavior and increase the efficiency of a transportation
system. TDM strategies typically seek to influence the manner in which
commuters travel to and from their workplace to discourage peak -hour,
SOV travel and thereby lower traffic congestion and improve air quality
through lowered vehicle emissions. TDM programs that change travel
behaviors shift trips away from peak travel times and /or eliminate
vehicle trips. TDM strategies that accomplish these goals include
carpooling, vanpooling, transit usage, flex work programs, telework,
bicycling and walking, and parking management techniques.
TDM strategies can benefit local governments and commuters in several
ways. Implementation may:
• Expand travel options for drivers and non - drivers
• Increase roadway safety
• Mitigate traffic congestion
4 -16
• Reduce the need for expanded road and parking facilities
• Save money for commuters by reducing vehicle operating
expenses and lowering fuel costs
• Save money for commuters by providing alternatives to vehicle
ownership
• Save money for employers through increased employee
retention and by decreasing tax liabilities
• Reduce environmental harm associated with automobile use
• Promote efficient land use objectives
• Support a feeling of community
• Encourage physical activity and improve public fitness
• Increase productivity, employment, wealth, and tax revenues
Strategies used for TDM can affect each of these benefits in different
ways. Several strategies that may be considered are listed and briefly
described below.
• Encouraging Non - Motorized Travel - Programs that encourage
walking and bicycling to work can reduce drive -alone commute
trips. Bus pass programs, marketing and promotional events,
educational courses, the provision of showers and lockers, and
creating integrated facilities all encourage the use of non-
motorized transportation options.
• Carsharing - A number of private, for - profit companies offer
vehicles for periodic use by individuals who reserve them on a
per -hour basis for a per -mile fee. Individuals who either do not
own or do not regularly use an automobile can take advantage
of car - sharing services (such as Flexcar, Zipcar) when needed.
• Ridesharing - Ridesharing involves two or more individuals
traveling together in one vehicle to consolidate commute trips
and reduce travel costs. Carpooling typically involves two or
more individuals traveling in a participant's vehicle; gas costs
may be shared, or the responsibility for providing the vehicle
and /or driving may be shared. Vanpooling typically uses a
passenger van supplied by employers, organizations, or for -
profit agencies that is driven by a vanpool participant to
transport between 5 and 15 commuters in a single vehicle.
Fares typically are shared by all passengers, and federal tax
incentives help to subsidize vanpooling.
• Shuttle Services - Circulators provide service in areas or at
times of high demand to bypass congested areas and typically
connect parking or transit centers to commercial areas.
Demand - response paratransit provides on demand dial -a -ride
service or deviated fixed -route service in areas of low demand.
Jitney services are privately- operated transit vans or buses that
provide service in heavily- congested corridors. Reverse
commute services provide shuttles from low- income urban
communities to suburban employment centers. Free transit
zones provide an incentive for transit use in major commercial
areas.
• Emergency Ride Home - Users of alternative transportation
modes gain security in knowing that if they experience an
emergency situation and cannot use their regular mode of
transportation, they will receive a ride home using a taxi,
company vehicle, or free rental car for use during qualified
emergencies, up to a fixed number of times per year.
• Commuter Financial Incentives and Disincentives - Encouraging
mode shift away from drive -alone travel through financial
incentives and disincentives is highly effective. Parking cash -out
programs, federal tax incentives, direct -to- commuter cash
Collier County— Master Mobility Plan 4 -17
incentives, discounted parking for individuals who rideshare,
parking disincentives (increased costs) for drive -alone
commuters, and voucher programs are just a few of the
alternatives available to employers, developers, and local
governments.
• Congestion and Road Pricing - Toll roads, congestion pricing,
cordon tolls, and high occupancy toll (HOT) lanes force drivers
to pay to drive on specific roads, in specific areas, or at specific
times. This strategy can be used to influence the congestion in
certain corridors and generate revenue for road maintenance
and transit.
• High Occupancy Vehicle (HOV) Lanes - HOV lanes provide
additional encouragement to drivers to carpool or vanpool.
These lanes restrict access to all vehicles except those with
multiple passengers, offering lane exclusivity on the most
congested roadways. In most cases, buses may also use these
lanes to provide time saving incentives for transit users.
• Parking Pricing - Ample free parking is a very strong
inducement to driving alone. Conversely, structuring
competitive parking fees can be a highly effective disincentive
to solo driving. These strategies can be combined to discourage
driving and encourage ridesharing. Examples of these
strategies include charging higher prices for premium parking
spots while offering free or discounted parking to rideshare
vehicles. In addition, limiting the number of parking spaces
available provides a convenience - related disincentive to driving
alone.
• Parking Management - A combination of strategies can provide
a reduction in the number of parking spaces necessary in high
activity commercial centers. These strategies include shared
parking, regulated parking use, flexible minimum parking -space
requirements, maximum parking -space requirements, parking
facility taxes, overflow parking plans, and parking facility design
for demand management.
• Variable Work Schedules - Companies can offer employees a
flexible work schedule, which allows employees to arrive at and
leave work during less congested times of day. Typically,
flexible work hours require that employees choose a schedule
around a number of fixed "core hours," such as 10:00 am
through 3:00 pm. Alternate options include staggered shifts or
a compressed workweek, in which employees work longer
hours each day but fewer days per week.
• Telework - Allowing employees to work from home on a
periodic or regular basis can help to eliminate multiple trips per
week. This TDM strategy can also help to lower costs for
employers by minimizing work -space needs and serving as a
positive recruitment and retention tool.
TDM programs typically influence travel behavior and the way
commuters travel to and from work, and if properly managed and
supported can have a significant impact on reducing VMT. TDM
programs implemented by local or regional governments could
realistically expect to reduce travel by 10 to 30 percent 8 Strategies
included in TDM programs include car /vanpooling, rideshare, transit
usage, staggered work -hour programs, telecommuting, bicycling and
walking, and parking management techniques. In the age of ever
8 Transportation Management Programs. (2010). In Victoria Transportation
Policy Institute TDM Encyclopedia. Retrieved from
http://www.vtpi.org/tdm/tdm42.htm
Collier County — Master Mobility Plan 4 -18
improving technology the need to travel to a physical office is
diminishing, a Seattle area project measuring the impact of
telecommuting in a small sample of workers found that VMT was
significantly reduced as a result of telecommuting, from 63.25 miles per
person on non - telecommuting days to 29.31 miles on telecommuting
days.9 While these results may not be typical, they do show the
significance that commuter - related travel has on VMT and how TDM
programs like telecommuting can have VMT reducing qualities.
Operational Efficiencies
While the key to reducing GHG emissions is through the reduction in
VMT, an additional benefit to the reduction of GHGs can come from
improving the operational efficiencies of the transportation system. All
modes of the system can benefit from strategies that improve
operations, whether it takes the form of improvements in the traffic
signal system, improved transit operations, or a better connected bicycle
and pedestrian network.
One of the metrics used to evaluate the efficiency of the system is VHT
and it is generally related to VMT, although they are independent results
to changes in travel demand factors. While VMT may go down when
certain stimuli are applied to the system, the same stimuli may increase
congestion causing travel speeds to decrease and travel times to
lengthen. There may in fact be fewer and shorter trips being made on
more congested facilities yielding reduced VMT and increased VHT.
Because congestion may be counter - productive when it comes to
reducing GHG emissions, it is important to strike a balance if strategies
that lower VMT have the result of increasing VHT. The goal of course is
to reduce both VMT and VHT overall throughout the entire system, but
9 Henderson, Dennis K. and Patricia L. Mokhtarian (1996) Impacts of Center -
Based Telecommuting on Travel and Emissions: Analysis of the Puget Sound
Demonstration Project. Transportation Research Part D 1 (1), 29 -45. Pg. 29
for individual strategies it may not always be possible to see VMT and
VHT decrease at the same time.
On the highway system, increased congestion must be offset by a more
efficient roadway network, and recommended VHT- reduction strategies
that are directed at reducing vehicular travel time are generally related
to system operations and performance, and include the following:
• Bottleneck Relief and Capacity Enhancement — Small and
medium -scale congestion relief investments have the potential
to pay big dividends when it comes to measures that improve
traffic flow. The weakest links in the system (e.g., intersections,
and transit transfer points) can cause the entire system to
function at less than optimum efficiency. By reducing transit
headways, improving local collector connectivity, optimizing
signal timing strategies, and removing unwarranted signals,
measurable improvements in capacity can be attained to help
utilize the existing infrastructure to it maximum capabilities.
• Reduce Congestion and Delay — Reducing congestion and delay
not only reduces emissions, but also saves fuel, and reduces
travel costs. Enhancing the transit system through increased
service routes and shorter headways can reduce congestion
through mode shift, and reduce the delay through improved
system performance. Alternatives to major highway
improvement projects that optimize the current system
operations should be explored first, such as including enhanced
intersection treatments, including thru -lane fly -overs and queue
jumps.
• Operational and Intelligent Transportation System (ITS)
Strategies — Investing in advanced technologies that help to
optimize the performance of the multi -modal transportation
Collier County — Master Mobility Plan 4 -19
system through an integrated architecture of management
systems, creates a multi -modal system of smart vehicles, smart
highways, smart transit systems, smart pathways and smart
users.
ITS strategies include not only "high- tech" improvements to
vehicles and infrastructure, such as real -time traffic
information, advanced traveler information /advisories, and
real -time operational system adjustments, but also includes a
collection of "management systems" intended to provide the
logistical support for day to day management of the multi -
modal transportation system. Incident management systems,
special event management plans, and construction
management systems that warn of incidents, closures, detours
and special event traffic patterns, are critical elements to
maintaining an efficient and fully operational transportation
system. The benefit -to -cost ratio of systems- operations
measures (enabled by ITS) has been estimated at 9 to 1,
whereas the conventional approach to adding roadway capacity
has a benefit -to -cost ratio of 2.7.10
SECTION 4.4: CONCEPUTAL WILDLIFE CROSSINGS AND HABITAT
PRESERVATION PLAN
In Phase One of the MMP, numerous data sets were compiled and
evaluate, generating an extensive set of data layers allowing for the
identification of environmentally significant lands and areas of potential
wildlife conflicts. The location of existing protected lands and the need
to minimize impacts to other environmentally significant lands is part of
the foundation for the base concepts and alternatives developed for the
10 Explaining International IT Application Leadership: Intelligent Transportation
Systems. The Information Technology & Innovation Foundation, Stephen Ezell
(January 2010).
MMP. At the same time, wisely located roads, improvements at
wildlife /vehicular impact locations, and the use of wildlife crossings, in
combination with other habitat protection initiatives, can become an
opportunity to balance the County's projected build -out growth with
habitat and wildlife protection.
Development History from an Environmental Perspective
Understanding historic development patterns in Collier County is
important for wisely planning for our future growth and understanding
potential impacts to the extensive natural resources and habitats
throughout the county. In addition to its moderate winter weather,
Collier County has a wide range of natural habitats that have attracted
people to visit and live here. From barrier islands, coastline, estuaries,
bays and rivers to vast expanses of inland mosaics of uplands and
wetlands, Collier County became a unique destination for sportsmen and
people seeking moderate winters at the start of the last century. As
word of Collier County's unique characteristics spread, more people
began to make Collier County their home.
As is common in most coastal counties, development has been most
intense along the coastline. Accommodating an increasing population,
while protecting the ecological environment, has long been, and will
continue to be, a special challenge. In response to coastal development
pressures, unique estuarine and island systems have been protected
within as Rookery Bay National Estuarine Research Reserve, Ten
Thousand Island National Wildlife Refuge, Everglades Nation Park,
Wiggins Pass State Park, and other areas.
The region located between the coastal development and the
agricultural lands of the eastern areas of county was comprised of small
areas of agriculture, few residents and vast areas of native habitats.
During the 1960s this area was developed with a large network of roads
to become the development known as Golden Gate Estates (GGE).
Collier County — Master Mobility Plan 4 -20
Today many people enjoy living in GGE with its sense of space and
affordable homes. At the time the roads were built, however,
consideration of the negative effects of such a development on surface
water flows /levels, wildlife habitat, and habitat connectivity was not as
prevalent as it is today and the resulting roadway system development
has left a lasting impact on Collier County's environment. Historic
sloughs and overland sheetwater flows of water has been interrupted,
over - drainage of wetlands has occurred, and the displacement of past
wildlife corridors is evident today.
Efforts by Collier County, the Big Cypress Basin of the South Florida
Water Management District (SWFMD), and the federal government to
mitigate and even reverse some of the negative impacts of past
development have begun and will continue. As previously discussed,
Collier County is currently developing a Watershed Management
Program to further identify and prioritize opportunities to improve
conditions within various watersheds, including areas within GGE.
While visitors and sportsmen were discovering coastal Collier County,
settlers and residents were developing a growing expanse of productive
agricultural lands inland. The agricultural lands near, and around, the
community of Immokalee have become one of the most productive
areas for winter vegetables in the United States. Vegetables, citrus, and
cattle production continue to be a vital part of Collier County's economy.
In recognition of future development pressures on these agricultural
lands, the RSLA Overlay was established to provide for the conservation
of agricultural and other environmentally - sensitive lands within this
area.
Protected Natural Areas
A major objective of the MMP is to consider environmentally - sensitive
areas and minimize the effects of future development on those areas.
Therefore, early on in the process, protected areas throughout Collier
County were identified for the purposes of determining what lands held
the potential for future development versus what lands are currently or
have the potential to be protected from development by county, state
or federal policy.
Section 2 provides a brief discussion of the environmentally - sensitive
lands identified as protected lands for the purposes of projecting future
development patterns. The term "protected lands" is used to cover a
range of conditions which may exist to provide reasonable assurances
the natural habitat values of a given area will remain over time. The
most basic and familiar case is when a property is owned outright by a
local, state, or federal governmental entity; or by a conservation
organizations. Other types of "protection" can include conservation
easements or other forms of legally binding agreements that restrict
development or other uses of a property.
Collier County contains a wide range and large extent of protected
natural lands. In addition to coastal areas under protection, protection
of a significant percentage of Collier County's inland habitats has
occurred with the establishment of:
• Big Cypress Preserve,
• Picayune Strand State Forest, and
• Fakahatchee Strand Preserve State Park.
Other significant areas of inland habitat protected by the federal
government, state, and Collier County include:
• Dinner Island Wildlife Management Area,
• Okaloacoochee Slough State Forest,
• Corkscrew Regional Ecosystem Watershed,
• Pepper Ranch Preserve, and
• Florida Panther National Wildlife Refuge.
Collier County — Master Mobility Plan 4 -21
County's RLSA program is unique in that it creates ecological value as a
type of currency. In order to entitle land development under the
program, areas of higher environmental value must be placed under a
conservation easement. The RLSA program is anticipated to result in the
protection of well over 100,000 acres of environmentally significant
lands within eastern Collier County. The RLSA program identifies and
incentivizes protection of the most significant areas. The program
identifies three special types of lands for protection, as generally
described below:
• Flowway Stewardship Areas (FSA) - Lands which serve to
provide regional hydrological connectivity.
• Habitat Stewardship Areas (HSA) - Native habitats of sufficient
size, which taken together, form a connected mosaic of uplands
and wetlands capable of supporting significant wildlife
utilization.
• Water Retention Area (WRA) - Water retention areas establish
by agricultural practices which are comprised primarily of native
habitats.
Within the RFMUD, areas of high ecological value have also been
identified. These environmentally sensitive lands (Sending Lands) are
eligible to transfer their residential density to less environmentally
sensitive lands (Receiving Lands) through a TDR program.
The location and extent of the previously described protected lands, as
well as FSA, HSA, and WRA areas, are shown on Map 4 -1. This map is
intended to provide a current "snapshot" of lands currently under
protection and lands that can reasonably be expected to be protected in
the future and is a more detailed visual display than the map of
environmentally - sensitive areas previously presented in Section 2 (Map
2 -9). As Collier County's Watershed Management Program is finalized
and potentially adopted by the County, additional areas of lands
targeted for protection is anticipated to increase. An example of this is
the potential to enhance the NGGE Flowway to include a wildlife
corridor, linking North Belle Mead and the Florida Panther National
Wildlife Reserve, as discussed under the Conceptual Land Use Plan
(Conceptual Land Use Scenario).
Wildlife /Listed Species
One of the most widely known and publically- recognized (in pictures)
wildlife species in Collier County is the Florida panther. As development
pressure increased, the Florida panther retreated from a range that once
included the entire southeast United States, onto an extent of southwest
Florida that includes Collier County. Research on Florida panther began
much later than for many other species and much of what is now known
about panther today is the result of research by the Florida Fish and
Wildlife Conservation Commission (FWC) and the U.S. Fish and Wildlife
Service (FWS). As panther research continues, strategies and
approaches to protecting panther and compensating for impacts to
panther habitat may change as our understanding of panthers evolves.
Collier County— Master Mobility Plan 4 -22
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The Florida panther is known to be a wide - ranging species that can
require a significant acreage of land as "home range" for each panther.
The challenge of efforts towards the recovery of the Florida panther
population in southwest Florida involves the long -term availability of
sufficient lands and maintaining habitat connectivity of those lands. The
FWS has identified two areas of lands important to the panther
population: Primary Zone and Secondary Zone:
• Primary Zone - Those lands comprised primarily of native
habitats in sufficient size and in a continuous /connected
pattern that can fully support panther utilization for denning,
stalking and feeding.
• Secondary Zone - Those lands adjacent or contiguous with
Primary Zone that do not provide the full support for panther
but could do so with some degree of habitat restoration.
Development activity, including roadway widening and new road
construction, which is proposed within either the Primary or Secondary
Zone, must be coordinated with and approved by FWS. The location and
extent of Primary and Secondary Zones for the Florida panther within
Collier County are shown on Map 4 -2. As part of the FWS review process
for new roads or road improvements, special consideration are given to:
1) The direct impact of the roadway footprint on habitats
potentially used by panther.
2) The potential increase in vehicular traffic within the panther
zones.
3) The degree of disruption the project will have on panther and
other wildlife movement through the area.
Habitat compensation must be provided for the direct impacts of the
roadway footprint and associated water quality treatment areas;
therefore, the expense of such compensation requirements must be
considered for any roadway expansions within the Primary and
Secondary Zones. The issues of increased traffic and maintaining wildlife
movement opportunities have traditionally been addressed through the
installation of wildlife crossings. Long -term, the planning of VMT-
reduction strategies has the potential to reduce the number of lane
miles ultimately needed to support the county's build -out population,
reducing the overall infrastructure costs and potential impacts to wildlife
protection and overall conservation goals.
Listed wildlife species, other than the Florida panther, are also known to
occur in Collier County and site - specific information for species such as
gopher tortoise, scrub jay, red - cockaded woodpecker, Florida black bear
and caracara will warrant consideration in more detailed roadway
planning efforts beyond the scope of this study.
Collier County — Master Mobility Plan 4 -24
Collier Countv Master Mobilitv Plan
Wildlife Linkages
As ecologically valuable as each individual area of protected land in
Collier County is, the interconnectivity of many of these lands is vital to
maintaining the integrity of the overall system. Maintaining water
and /or wildlife connections through the landscape must be considered
as part of future planning for roadway improvements or new mobility
corridors.
The Watershed Management Program currently in progress, as well as
any resulting restoration plans adopted by the County, needs to be
considered for opportunities and constraints for future detailed mobility
corridor planning efforts. These restoration efforts also need to be
compared against currently planned and future roadway /corridor
improvements to identify possible modifications to accommodate water
flow and water quality issues. In addition, an opportunity exists for
coordination between bridges and wildlife crossings. In some cases,
with a moderate design change to a roadway bridge, it can also serve as
a wildlife crossing by providing a dry area under the bridge.
Wildlife crossings are a significant component of the existing roadway
system in Collier County. Map 4 -2 illustrates the location of existing
crossings, areas of potential wildlife crossings and pending wildlife
crossings under construction or identified as part of a current work
program. These crossings typically involve the elevation of a roadway
over structural culverts or bridges that allow wildlife to cross under the
roadway. Directional fencing is often used to encourage, or "funnel ",
wildlife towards the crossing. The locations for these crossings have
primarily been determined based on the long -term monitoring of
panther movements and panther mortality caused by collisions with
vehicles.
Based on past discussions between Collier County and FWS, areas that
have been identified as requiring the addition of wildlife crossings with
any proposed roadway improvements or expansion are also shown on
Map 4 -2. The designation of these areas is intended to show regions
that will require careful evaluation of the need for installation of wildlife
crossings should roadway improvements or new corridors be considered
for that area. For the purposes of the MMP, these areas are to be
considered for crossings as the county progresses towards build -out.
In addition to habitat compensation expenses, the expense of
constructing a wildlife crossing as part of a roadway /corridor project is a
significant issue. Collier County is currently investigating alternative
wildlife crossings designs with the FWS and FWC in an effort to balance
the functionality of crossings with construction costs. Even so, the costs
of crossings will remain significant and must be factored in for any road
network planning efforts.
State and federal agencies typically require land on both sides of the
road at a proposed wildlife crossing location (the ingress /egress points
for wildlife) be in some form of protection or conservation. Obviously,
building an expensive crossing only to have it rendered useless by
development or other activities on either side is not desirable. For this
reason, the feasibility and true cost of installing a wildlife crossing must
also consider the need to acquire lands on either side of the crossing, or
the ability to secure these lands through conservation easements or
other forms of protection.
Alternatives to wildlife crossings have been used in some circumstances
and are currently being investigated by FDOT. Wider clearing of
vegetation within road rights -of -way, nighttime speed zones, and
panther warning signs have all been used with limited success. One
alternative currently being developed for deployment and evaluation in
Collier County on US 41 near the junction with Turner River Road is the
Collier County — Master Mobility Plan 4 -26
Roadside Animal Detection System (RADS). This system will use a series
of interconnected motion sensors placed along both side of the road
right -of -way to detect wildlife movement within the right -of -way and
activate flashing lights to alert motorists of the presence of wildlife.
Should this system prove to significantly reduce vehicular conflicts with
medium to large mammals, the potential exists to use such a system
elsewhere in the county, either in addition to or as a cost - effective
alternative to wildlife crossings.
Wildlife Crossing, Immokalee Road at Twin Eagles (Collier County)
SECTION 4.5: CONCEPTUAL INFRASTRUCTURE PLAN
The provision of infrastructure throughout Collier County from now until
population build -out will be affected by a variety of factors: actual
locations and concentrations of development; the extent to which the
infrastructure /service already exists; key demographic variables (e.g.,
persons per household, students per household, age, etc.); and changes
to technology or processes that affect the way public services are
delivered in the future (e.g., e- government, virtual schools, etc.).
As previously discussed in Section 2, recent planning efforts undertaken
by Collier County have identified needs based on current policies and
practices where the costs far exceed available revenue. In 2005, Collier
County commissioned the East of CR 951 Horizon Study, which
calculated build -out infrastructure needs for the eastern county based
the projected build -out population and three different Level of Service
(LOS) scenarios: "status quo," "intermediate," and "premium." As
documented in the Horizon Study, the required facilities and associated
costs (where provided) for each LOS scenario were calculated and
compared to projected revenue. This exercise revealed that it is not
financially feasible for the County to continue constructing infrastructure
in the same manner as has been done in the past.
As the county continues to grow, current infrastructure planning levels
are unsustainable without significant changes. This Conceptual
Infrastructure Plan will identify strategies to coordinate infrastructure
needs with VMT- reducing principles and promote efficient and
consolidated infrastructure planning, therefore reducing the cost burden
to the citizens of Collier County.
The discussion of each public infrastructure /service type provided in this
Conceptual Infrastructure Plan is centered around a set of key variables
that influence VMT, the efficiency of the service provided, and cost
reduction potential through reduced need and consolidated
infrastructure planning. These variables include:
• Land use pattern (densities, mix of uses, etc.)
• Network connectivity
• Co- location opportunities
• Provision of centralized facilities
Collier County — Master Mobility Plan 4 -27
Fire Rescue and EMS
The provision of Fire Rescue and EMS infrastructure is highly affected by
densities and geographic coverage, as the location of a fire /EMS station
is driven by response time within the service area. If the service area
expands and the existing station(s) cannot continue to serve the area
with an adequate response time, then additional equipment, an
additional station, or expansion /relocation of an existing station must be
considered to maintain the desired response time. In addition to
constructing the station, the County must also fund its annual operation
costs. Increased development within a station's existing service area will
result in increased use of that station and, beyond a certain point,
response time may likely be maintained with increased staffing and
vehicles. The location and compactness of land use and development
will greatly affect the number of fire and EMS stations needed within
Collier County by build -out.
In addition to land use, road network connectivity and congestion levels
will have a great impact on response times. Improved connectivity of
the existing and future road network (e.g., through the provision of
bridges in GGE or grid street patterns in future RLSA towns) would allow
for better emergency response times. In addition, dedicated carpool or
HOV lanes could provide a work - around for emergency vehicles during
levels of high congestion.
In addition to response times, the funding of Fire Rescue /EMS is closely
tied to the concentration and mix of land use since revenue is generated
on a per - property basis (typically either through ad valorem or a non ad
valorem assessment). In Collier County, fire rescue service is currently
funded with a dedicated millage rate within each Fire Control District.
To illustrate how revenues are affected by densities, residents per
station is compared to the millage rates by Fire District in Table 4 -7.11
The results of this comparison illustrate that, in general, the fire districts
with fewer persons per station require a higher millage to fund
operating costs, as the per- capita costs are higher. In addition, areas
with fewer persons per station are more likely to be located in the less
urbanized areas of the county, where property values are lower and
generate less revenue per mill than in the urbanized coastal areas.
Table 4 -7
Level of Service Summary by Fire Control District
Fire District
Big Corkscrew Fire
Number of
3
Population
(2007 )2
17,125
Service
5,709
3.5000
East Naples Fire
5
82,853
16,571
1.5000
Golden Gate Fire
4
73,233
19,058
1.5000
Immokalee Fire
2
19,273
9,637
3.0000
Isle of Capri Fire
1
1,943
1,943
2.0000
North Naples Fire
7
94,168
13,453
1.0000
Ochopee Fire 1
2
1,828
914
4.0000
(1) Source: 2011 Annual Update and Inventory Report (AUIR)
(2) 2035 LRTP base -year model population data by TAZ
(3) Collier County Property Appraiser, 2011 proposed millage rates
Fire and EMS stations require a significant annual operating cost relative
to the initial capital investment. Even if a fire station is constructed
through a developer agreement, the County must ensure that a
sufficient tax base is in place to generate the required operating
revenue.
11 Fire District boundaries do not align with planning and other sub -areas for
which the County or other organizations (e.g., U.S. Census, BEBR, etc.) develop
population figures. As such, population for each fire control district was
calculated using the 2035 LRTP base year (2007) population data by TAZ using
GIS analysis. Since no significant growth has occurred within the county over the
past several years, the LOS figures calculated from this exercise are considered
reasonable estimates.
Collier County— Master Mobility Plan 4 -28
Public Schools
The provision of public school infrastructure and transport needs is
largely affected by land use, as development within the service area of a
public school must generate enough students to support the school. If
the service area of a school is low density, it will take a larger geographic
area to generate the same number of students that reside within a
smaller, higher- density geographic area. As such, students within the
low density area will likely have to travel a greater distance during peak
travel hours, either by school bus or private transport, to reach the
school. Related to the goals of the MMP, opportunities for VMT
reduction related to school transport activities can be considered.
The District School Board of Collier County ( DSBCC) provides bus
transportation for students living outside a two -mile distance from the
school .12 Opportunities for VMT reduction exists related to encouraging
more compact development patterns in targeted areas, thereby allowing
more students to reside within a walkable radius of the school and
reducing peak hour school - related traffic. In addition, improved
connectivity of the existing and future road network (e.g., through the
provision of bridges in GGE or grid street patterns in future RLSA towns)
would allow for more efficient student transport and school site access,
as identified in the East of 951 Bridge Study.
Although only an illustrative example, the density of land use also has
the potential to affect the number of schools needed at population
build -out. Under a more compactly developed land use scenario,
infrastructure cost savings could be realized by having one slightly larger
school serve this area instead of two smaller schools operating on
separate sites to serve a lower density, but larger geographic area.
12 6a- 3.001, Florida Administrative Code (FAC); exceptions to this distance apply
if hazardous walking conditions are determined as provided in 6A- 3.0171, F.A.C.
Presently, the DSBCC and Collier County have worked together to
coordinate the location of public schools with the FLUM to ensure that
existing and proposed school facilities are located consistent with
existing and proposed residential areas they serve and are proximate to
appropriate existing and future land uses, and serve as community focal
points. This includes the coordination of public school facilities relative
to the location of other public facilities (e.g., parks, libraries, and
community centers) to the extent possible and coordination of existing
and planned public school facilities with supporting infrastructure. 13
In addition, opportunities exist within the MMP for recommendations
relating to the co- location of school facilities with other government
services, including parks, libraries, etc. The DSBCC currently has several
interlocal agreements to co- locate county community parks at public
school sites. In addition, the Collier County 10 -Year Parks and Recreation
Master Plan (May 2011) includes a recommendation for continuing this
practice as new school sites are developed.
Parks and Recreation
The use of parks and recreation facilities is tied to the surrounding land
use patterns since residents and visitors of Collier County must travel to
parks and recreation sites to enjoy them. To ensure that parks are
provided within reach of all residents and visitors, the County has
developed policies to guide the planning and development of new or
expanded park and recreation sites:
• The County shall develop a community and regional park
system to provide useable open space to meet the recreational
needs of residents within the community (GMP, ROSE, Goal 3).
13 GMP, Public School Facilities Element, Objective 3
Collier County — Master Mobility Plan 4 -29
• The Collier County Parks and Recreation Department will
develop a Community and Regional Park Plan by 2010 to
provide larger parks and recreational facilities as well as passive
open space within a 15 to 20 minute drive of residents within
the coastal Urban Designated Area, the Immokalee Urban
Designated Area, and Northern Golden Gate Estates (this
excludes Conservation designated areas, Agricultural /Rural
designated areas, Southern Golden Gate Estates, and the
outlying Urban Designated Areas of Copeland, Port of the
Islands, Plantation Island and Chokoloskee) (GMP, ROSE,
Objective 3.1).
• Within PUDs in Collier County, a minimum amount of usable
open space shall be reserved for active and passive recreation
areas, such as playgrounds, golf courses, lakes, beach frontage,
waterways, nature trails, etc. Minimum usable open space
requirements range from 30 percent for PUDs that include a
mix of residential and non - residential to 60 percent for PUDs
that include only residential development (Collier County LDC,
Section 4.07.02(G)).
• Within the RLSA, the County has identified parks /open space
requirements for RLSA developments within Stewardship
Receiving Areas (SRA). Specific parks /open space requirements
are identified Table 4 -8 (Collier County LDC, Section 4.08.07(1)).
Table 4 -8
RLSA Parks /Oxen Space Characteristics
Source: Collier County LDC, Section 4.08.07(1)
One of the goals of the Parks and Recreation Master Plan was to
determine if the County is currently achieving the parameters identified
in Objective 3.1 of the GMP by providing parks in proximity to existing
residents. To determine this, a drive -time analysis was conducted as
part of the Master Plan. The results of this analysis indicate that the
coverage area of existing and future community parks relative to existing
county population is very good; however, a significant portion of the
existing population lacks the presence of a regional park, including the
GGE, Corkscrew, and Immokalee areas. Regional park land planned to
be acquired over the next 10 years, including Big Corkscrew Island,
Pulling Park, and Big Cypress, will help to address the lack of regional
park land in these areas and serve population growth projected over the
next 10 years. Increased densities resulting from more compact
development also will lower the drive time to reach nearby parks (and
other services such as schools, libraries, government buildings, etc.)
since fewer people will have to drive longer distances than under a less
compact development pattern.
As noted previously, the County has set forth policies to ensure
recreation /open space within future PUDs or RLSA Towns and Villages.
The placement of recreation /open space directly within these
Collier County — Master Mobility Plan 4 -30
Development RSLA
Type
Town
Open Space/
Space
Minimum 35% of SRA
..
200 sq ft per
dwelling unit
Village
Minimum 35% of SRA
n/a
Hamlet
Minimum 1% of gross acres
n/a
CRD 100 Acres or Less
Minimum 1% of gross acres
n/a
CRD 100+ Acres
Minimum 35% of SRA
n/a
Source: Collier County LDC, Section 4.08.07(1)
One of the goals of the Parks and Recreation Master Plan was to
determine if the County is currently achieving the parameters identified
in Objective 3.1 of the GMP by providing parks in proximity to existing
residents. To determine this, a drive -time analysis was conducted as
part of the Master Plan. The results of this analysis indicate that the
coverage area of existing and future community parks relative to existing
county population is very good; however, a significant portion of the
existing population lacks the presence of a regional park, including the
GGE, Corkscrew, and Immokalee areas. Regional park land planned to
be acquired over the next 10 years, including Big Corkscrew Island,
Pulling Park, and Big Cypress, will help to address the lack of regional
park land in these areas and serve population growth projected over the
next 10 years. Increased densities resulting from more compact
development also will lower the drive time to reach nearby parks (and
other services such as schools, libraries, government buildings, etc.)
since fewer people will have to drive longer distances than under a less
compact development pattern.
As noted previously, the County has set forth policies to ensure
recreation /open space within future PUDs or RLSA Towns and Villages.
The placement of recreation /open space directly within these
Collier County — Master Mobility Plan 4 -30
developments will reduce travel time within neighborhood /community
level parks and recreation facilities. Consistent with current policy,
Collier County will still seek to provide recreation programs, including
organized athletics, to residents of these areas. The County currently
explores all opportunities to coordinate with outside agencies to
maximize programs for community needs. However, funding shortages
for the operations of these programs often limits the ability of the
county to carry out such agreements.
In addition, parks provide an excellent opportunity for the County to co-
locate other government services, including schools and libraries. As
previously noted, the County and DSBCC currently operate several
community parks on public school sites.
Libraries
Similar to parks, the use of public libraries is partially tied to the
surrounding land use patterns. Although residents and visitors of Collier
County must travel to a library to enjoy on -site benefits, the Collier
County Public Library also provides Internet -based resources, including
downloadable audio books and e- books. Increased emphasis on e-
resources may reduce some need for travel to a library; however, public
libraries will continue to be a focal point in the community, similar to
parks and schools, by providing meeting space, computer and Internet
access, and other programs and services. Libraries provide an excellent
opportunity for the County to co- locate with other government
functions, such as parks /community centers, as well as public schools
(for the provision of "after school hours" or "summertime" library
services).
Government Buildings
Collier County's main government complexes are located in the CUA,
with satellite government offices located in GGE and Immokalee to serve
the needs of residents and others located east of CR 951. As more
development occurs east of CR 951, increased emphasis will need to be
placed on satellite facilities and e- government services as an opportunity
to reduce VMT, reducing the need for citizens and visitors to travel
longer distances. In addition, the provision of e- government services
allows for some county business to be conducted via the Internet, rather
than physically driving to the County building.
Related to the goals of the MMP, there are several considerations
regarding general government buildings:
• Increased emphasis on full service satellite facilities as
development continues to occur east of CR 951, which reduces
the need for residents, employees, and others to travel to
county offices located closer to the CUA.
• Increased emphasis on e- government services, which reduces
the need for travel to a physical government office.
• Continued co- location with other government functions, such
as libraries, law enforcement sub - stations or DSBCC satellite
offices.
Public Utilities (Potable Water and Sanitary Sewer)
While central water and sewer systems do not have a direct bearing on
VMT, there is a clearly a nexus between where future development will
occur and the policies that require the provision of central utilities to
support an expanding land use pattern. Collier County has adopted, as
part of the GMP Public Facilities Element, separate Potable Water and
Sanitary Sewer sub - elements that set forth the policy framework for the
delivery of potable water and sanitary sewer services to lands within the
unincorporated areas of Collier County.
Current policies are flexible enough to allow for these facilities to be
provided through the Collier County Water -Sewer District, private
utilities, or other public utilities that operate within portions of the
Collier County— Master Mobility Plan 4 -31
unincorporated County. In addition to the policies supporting the
delivery of potable water and sanitary sewer services to residential and
commercial customers, the Sub- Elements also contain provisions related
to water conservation and irrigation, provisions regulating the reuse of
treated effluent for irrigation purposes, and policies regarding the
establishment of new potable water sources to meet the demand of
future residents and businesses.
Through its GMP, the County has implemented policies to ensure that
public and private sector water and sewer service utilities provide the
service needed and maintain system integrity in their respective service
areas, in a manner that meets or exceeds the minimum level of service
standards adopted in the County's Growth Management Plan.
Additionally, public sector potable water and sanitary sewer service
utilities are expected to expand as needed to provide for future growth
within the respective service areas.
Potable Water
The County has carefully mapped out those areas where the delivery of
central potable water services is anticipated, either by the County, or by
other authorized provider. In general, Collier County policies permit the
development of potable water supply systems as follows:
• Within the designated Urban Areas on the Future Land Use
Map, including the small urban areas of Immokalee, Copeland,
Chokoloskee, Plantation Island, and Port of the Islands
• Within the areas depicted on the Collier County Water District
Boundaries map (Section 2, Figure 2 -24)
• Within the Existing and Future Potable Water Service Areas
map (Section 2, Figure 2 -25), including the Rural Transition
Water and Sewer District
• Within Sending Lands in the RFMUD when Density Blending is
used
• In Stewardship Receiving Areas, i.e., Towns, Villages, Hamlets
and CRDs within the RLSA
Consistent with the growth policies in the FLUE, the provision of central
potable water service by the County is limited to the following:
• Service areas depicted on the Collier County Water District
Boundaries maps (Section 2, Figure 2 -24)
• Existing and Future Potable Water Service Areas maps (Section
2, Figure 2 -25), which includes the Rural Transition Water and
Sewer District
• Areas where the County has legal commitments to provide
facilities and services as of the date of adoption of the Growth
Management Plan
• At the County's option, within the RLSA (e.g., in Towns, Villages,
Hamlets, and CRDs) although, at present, the County has no
plans to serve any portion of the RLSA
Within the RLSA, GMP policies require that Towns, Villages, and those
CRDs greater than 100 acres in size be served central potable water
facilities. Hamlets and CRDs 100 acres or less in size may be served by
central potable water facilities, although some CRDs may be required to
be served by central potable water facilities, depending upon the nature
of the uses permitted. The policy allows Collier County, the private
sector, an independent water authority, or some other non - County
utility provider to provide these facilities.
For lands located within the Collier County Water -Sewer District where
County water service is not currently available, non- County potable
water supply systems are allowed only on an interim basis until County
service is available.
Collier County — Master Mobility Plan 4 -32
Individual potable water supply wells may be permitted on an interim
basis until County water service is available as follows:
• Within the areas depicted on the Collier County Water District
Boundaries map (Figure 2 -24)
• In all Urban designated areas outside of the areas depicted on
Section 2, Figure 2 -25;
• In Towns, Villages and CRDs with interim service to a maximum
of 100 acres within such areas
• In the Rural Transition Water and Sewer District, depicted on
the Existing and Future Potable Water Service Areas map
(Section 2, Figure 2 -25)
• In Sending Lands within the Rural Fringe Mixed Use District
when Density Blending is used, as provided for in the Density
Rating System of the Future Land Use Element
Additionally, individual potable water supply wells may be permitted
where potable water supply systems are not anticipated, e.g., lands
outside of the Urban Areas, outside of areas depicted in Figure 2 -23
(located in Section 2), and outside of Stewardship Receiving Areas within
the RLSA.
Sanitary Sewer
Similarly to the identification of potable water service areas, to be
consistent with the growth policies of the FLUE, the County is limited to
providing central sanitary sewer service to the following:
• Service areas depicted on the Collier County Sewer District
Boundaries maps (Figure 2 -26)
• Existing and Future Sewer Service Areas maps, which includes
the Rural Transition Water and Sewer District (Figure 2 -27)
• Sending Lands within the RFMUD when Density Blending is
used, as provided for in the Density Rating System of the Future
Land Use Element
• Areas where the County has legal commitments to provide
facilities and services as of the date of adoption of the Growth
Management Plan
• At its option, within the RLSA (e.g., in Towns, Villages, Hamlets,
and CRDs); although at present the County has no plans to
serve any portion of the RLSA
Similar to potable water, GMP policies require that Towns, Villages and
those CRDs greater than 100 acres in size within the RLSA be served by
central sewer facilities. Hamlets and CRDs 100 acres or less in size may
be served by central sewer facilities, although some CRDs may be
required to be served by central sewer facilities, depending upon the
nature of the uses permitted. The policy allows Collier County, the
private sector, an independent wastewater authority, or some other
non - County utility provider to provide these facilities.
Law Enforcement and Correctional Facilities
Unlike fire and EMS stations, law enforcement stations have more
flexibility related to their location since officers typically respond to
incidents during patrol rather than directly from the station. More
compact land use patterns can, however, influence the coverage area
required during patrol, with smaller coverage areas potentially reducing
overall VMT. In addition, CCSO facilities (which the exception of
correctional facilities) typically do not draw a substantial number of
civilian visitors, to the same extent as other County buildings, such as
libraries and parks. This also provides more flexibility in having sub-
station co- located with other government functions.
With correctional facilities, civilian visitation and inmate transport are
two major factors contributing to VMT generated by the presence of this
Collier County— Master Mobility Plan 4 -33
infrastructure. The construction of a centralized jail, as identified as a
need by the 2005 Jail Master Plan, will help reduce longer travel
distances from outside of the CUA. In addition, the use of technology,
such as satellite TV, can allow inmates to participate in court hearings
remotely without having to travel to and from the jail and courthouse as
often.
Solid Waste
As discussed in Section 2, the 2011 AUIR has identified that the Collier
County Landfill will have zero capacity remaining in FY 2042 and
although continued changes in programs and consumer education will
go far in continuing to decrease the amount of waste per person in the
county, additional disposal capacity will be needed long before
population build -out. The location of any additional solid waste disposal
infrastructure alone will have an impact on VMT and GHG emissions
since vehicular transport is the primary mechanism for transporting solid
waste from pick up to the disposal site. A centralized disposal location
will help reduce VMT related to transport of solid waste from developed
areas to the disposal site.
Similar to fire rescue, EMS, and schools, road network connectivity and
congestion levels will have a great impact on solid waste transport.
Improved connectivity of the existing and future road network (e.g.,
through the provision of bridges in GGE or grid street patterns in future
RLSA towns) would allow for more efficient transport. In addition, land
use design can improve efficiency, reducing the number of stops
required by a solid waste vehicle. For example, a residential
neighborhood designed using a front -back relationship between streets
and dwelling units with alleys between houses can allow for solid waste
disposal at centralized points down the alley, reducing the number of
streets traveled and total pickups by the solid waste vehicle.
SECTION 4.6: POTENTIAL BENEFITS OF MMP
As previously discussed, the combination of several of the D- Variables
coupled with other VMT- reducing strategies, such as TDM or operational
efficiencies, will produce the greatest reduction in VMT. The policy
recommendations for consideration (presented in Section 5) address an
array of VMT reducing strategies that, collectively, will have the greatest
impact on achieving the goals of the MMP as Collier County moves
towards build -out.
Potential benefits that can be realized from implementing some or all of
the recommendations of the MMP include: economic benefits; health,
welfare, and quality of life benefits; and safety benefits.
Economics
Some of the most significant benefits of the MMP are economic and
include the potential for decreased transportation costs, increased
economic vitality for the county, and increased property values.
Reducing the distance and time that people spend driving has a direct
economic benefit. The 2035 Collier County LRTP indicates that in 2035
there will be nearly 16.3 million VMT per day in the county. According to
the baseline model, the countywide daily VMT will double by build -out
at 32.2 million daily VMT. Estimating a reduction of 10 percent would
reduce daily VMT by 1.63 million by 2035 or 3.24 daily VMT by build -out.
According to AAA's 2010 edition of Your Driving Costs, the composite
average cost per mile for all vehicles (sedans, SUVs, minivans) is $0.585,
which includes ownership, operation, and maintenance. At $0.585 per
mile, a 10 percent VMT reduction would yield a countywide daily savings
of +$0.95 million and annual savings of +$350 million by 2035. Similarly,
a 10 percent VMT reduction would yield a countywide daily savings of
+$1.9 million and annual savings of +$695 million by 2035
Collier County— Master Mobility Plan 4 -34
Many of the provisions discussed in the Conceptual Infrastructure Plan
(Section 4.5) promote increased efficiencies and consolidated services.
Along with the benefits discussed in Section 4.5, reduced VMT can
realize infrastructure costs savings associated with roadway capacity
improvements and maintenance. Reducing VMT reduces the need for
extra roadway capacity, and with fewer vehicles on the road, the need
for maintenance from wear- and -tear is reduced. According to FDOT's
Long Range Estimation System, the generic cost to widen a four -lane
urban divided arterial to six -lanes is about $3.526 million per mile, and
the resurfacing costs of a four -lane urban roadway are about $907,000
per mile.
The MMP benefits the economic vitality of the county by increasing
mobility, reducing lost time in traffic, building a stronger, more stable,
tax base, and increasing the elasticity to rises in fuel costs.
Increasing mobility and reducing the amount of time employees and
goods spend in traffic benefits businesses within Collier County. The
costs associated with congestion can be enough to prevent economic
growth. According to the Texas Transportation Institute's 2011 Urban
Mobility Report, the average value of a person's time is $16.30 per hour.
As such, for every person hour spent in traffic there is an economic loss
of $16.30. For every 100,000 people with a one hour total work
commute, the economic lost would translate to $1.63 million per day, or
nearly $424 million per year.
The more dependent a community is on fuel the less elastic it is to
increases in fuel costs. When residents have to spend a higher
percentage of their income on fuel, it reduces their amount of
disposable income and spending which, in turn, reduces the economic
stability of the community. A 2008 survey by AARP found that 85
percent of older adults were either extremely concerned or very
concerned about rising fuel prices, leading many to look towards other
forms of transportation or to reduce their travel . 14
Creating compact, mix -use development can lead to a more diversified
tax base and increased property values. Not only does having multiple
uses on the same piece of land typically increase the value of that land
and generate additional property tax revenue, but it also diversifies and
strengthens the local tax base. When compared to other counties in
Florida, Collier County has one of the highest percentages
(approximately 90 %) of its tax base generated by residential property.
With the tax base dominated by a single use, the County is more
susceptible to market fluctuations, as was experienced by the effects of
the 2008 recession. By working towards diversifying its land use mix and
employment base, Collier County will increase the percentage of non-
residential development throughout the county, and achieve a more
stable, diversified tax base.
Heath, Welfare, and Quality of Life
The MMP will help protect the health and welfare of Collier County's
residents by reducing the amount of pollutants in the air and water and
encouraging healthier travel options (i.e., walking and biking). As
previously mentioned reducing VMT reduces the amount of pollutants
released into the air and environment, which is a benefit all residents
can enjoy.
The land use and design strategies highlighted in the MMP promote un-
fragmented, compact mixed -use developments that maximize land,
transportation, and infrastructure efficiencies. Increasing densities and
promoting compact development within or near existing urban areas
transfers development from rural outlying areas, thus preserving more
land for conservation and low- impact agricultural activity.
14 Skufea, Laura (2008) Is the Cost of Gas Causing Americans to Use Alternative
Transportation? AARP.
Collier County — Master Mobility Plan 4 -35
Reductions in VMT have a direct effect on the amount of pollutants
GHGs emitted into the air. According to the U.S. Environmental
Protection Agency (EPA), 150.009 metric tons of CO2 (or COA equivalent
is emitted per gallon of gasoline. By 2035, if the 10 percent VMT
reduction assumed in the economic benefits section was achieved and
assuming an average 54.5 miles per gallon,16 the amount of GHG emitted
would decrease by about +585,000 pounds per day, or +215 million
pounds per year. Similarly, at build -out, the amount of GHG emitted
would decrease by about ±1.2 million pounds per day, or +430 million
pounds per year.
The MMP also promotes a greater quality of life by increasing
transportation options and equality, especially for older and low- income
residents. An aging society needs transportation options. As people
age, their ability to safely operate an automobile decreases; however,
the need to travel often does not. According to the 2008 AARP survey,
71 percent of older adult households want to be within walking distance
of transit. Similar to older populations, low- income residents are at a
disadvantage in an auto - dependent community, as the costs to obtain
reliable transportation are often too high. Housing costs, especially for
low- income residents and for those on fixed incomes, is often a major
factor in determining the distance that people need to drive. Often, the
majority of affordable housing is located far from major employment
centers, meaning that in order to afford housing, these residents must
incur greater transportation costs. The MMP addresses these issues by
promoting a fully- integrated multi -modal transportation system and by
creating incentives to develop affordable housing close to areas of high -
employment.
15 http: / /www.epa.gov /cleanenergy/ energy- resources /caIculator.htmI #results
16 In July of 2011 President Obama and 13 major automakers agreed to increase
fuel economy to 54.5 miles per gallon for cars and light -duty trucks by model
year 2025.
As both VMT and obesity rates in the United States have increased
drastically over the past several decades, there is mounting evidence of
the potential link between the influences of the built environment,
including the degree of automobile travel, and obesity. Consistent with
this research, the Center for Disease Control has implemented
community -based strategies, including the promotion of bicycle and
pedestrian infrastructure and mixed -use development. 17
In 2011, an article published in Transport Policy highlights the results of a
recent study demonstrating the relationship between miles driven per
licensed driver and adult obesity rates on a national level using a simple
linear regression model. To account for the fact that the effects of
obesity are not immediate, obesity rates in the model have been lagged
by six years when compared to miles driven. 18
Figure 4 -4 summarizes the results of this study by comparing the time
series of VMT per licensed drive to adult obesity rates (with a six -year lag
applied to the obesity rate trend). As shown, historical obesity rates
closely follow the rise in VMT. In 2008, the medical care costs of obesity
in the United States were estimated at $147 billion;19 a reduction in VMT
will not only provide health benefits, but can provide significant
economic benefits as well.
17 Centers for Disease Control and Prevention, United States Department of
Health and Human Services, 2009. Recommended community strategies and
measurements to prevent obesity in the United States. Morbidity and Mortality
Weekly Report 58 (1111-7), 1 -29.
18 Jacobson, S.H., et al., A note on the relationship between obesity and driving.
Transport Policy (2011), doi :10.1016 /j.tranpol.2011.03.008
19 Finkelstein, EA, Trogdon, JG, Cohen, JW, and Dietz, W. Annual medical
spending attributable to obesity: Payer- and service - specific estimates. Health
Affairs 2009; 28(5): w822 -w831.
Collier County— Master Mobility Plan 4 -36
1991 1996 2001 2006 2011 2016
14 1 1 30
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1985
1990 1995 2000 2005
Year
Figure 4 -4
25
20
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O
10
J 5
2010
Correlation between VMT /Licensed Driver and Obesity Rates
Source: Jacobson, S.H., et al., page 3
Time series for VMT /LD (Licensed Driver) (1985 -2007) and adult obesity rate
(1995- 2007), with a six -year lag applied to the obesity rate trend.
Safety
The more a person drives or rides in an automobile, the more time
he /she is exposed to the potential of being involved in a crash; reducing
that exposure time decreases the potential of being involved in a traffic
crash. This is something that auto insurance companies have
understood this for years, and is why driving distance is often factored
into insurance rates. Reducing VMT can have a positive effect on
reducing the number of crashes that occur. Using existing crash
statistics and VMT data, the number of potential crashes avoided
through an assumed VMT reduction can be calculated. Figure 4 -5 shows
the potential reduction in 2010 crashes assuming a 10 percent reduction
in VMT.
2010 Daily VMT' 8,943,065
2010 Crashes2 1,904
2010 Crash Rate per 100 Million VMT 58.3
Assumed VMT Reduction 10%
Adjusted Daily VMT 8,048,759
58.3 x (8,048,759 x 365) - 100,000,000
Calculated Crash Reduction 190
Figure 4 -5
VMT Crash Reduction Calculation
(1) Source: FDOT Public Road Mileage and Miles Traveled,
2010 Report
(2) Source: Florida Department of Highway Safety and Motor
Vehicles Traffic Crash Statistics Report 2010
Using an average cost per crash of $142,50020, the annual economic
benefit of reducing 190 crashes would be nearly $27.1 million per year.
Along with the benefits of reducing the number of traffic crashes the
MMP address safety issues design. The provision of facilities such as
sidewalks, bike lanes, and off -road bike paths provide non - motorist with
the ability to travel without having to share the same space as
automobiles. Also, land use and design features like compact mixed -use
developments promote a pedestrian and bicycle friendly environment.
20 Federal Highway Administration — Highway Safety Improvement Program
2005 -2009 Historic Crash Cost
Collier County — Master Mobility Plan 4 -37
Section 5
SECTION 5.1: MASTER MOBILITY PLAN RECOMMENDATIONS
As previously stated in Section 1, the Primary goal of the MMP is to
reduce GHG emissions specifically by reducing VMT and VHT while at
the same time conserving public resources and ensuring the protection
and interconnectivity of environmentally - sensitive lands.
To support the overarching goal of the MMP, a series of objectives have
been developed for the Collier County Master Mobility Plan based on
the building blocks presented in previous sections of this report: the
county's growth history, current development pattern, and projected
build -out (Section 2); extensive public involvement process conducted
as part of this project (Section 3 and Appendix A); research on VMT -
reducing concepts and strategies, and the results of the travel demand
model tests and scenarios (Section 4).
Following the description of each objective, the geographic applicability
is noted, indicating whether the objective applies on a countywide basis
or to one or more sub - areas. Following the geographic applicability,
descriptions and examples of potential strategies to aid in the support of
the objective are provided, where appropriate.
In addition to mobility strategies to provide alternatives to single
occupant vehicle (SOV) travel and improve the efficiency of the roadway
network, land use strategies to reduce reliance on SOVs and shorten trip
lengths are an important part of MMP recommendations. As well as
VMT /VHT reduction, many of the recommended land use strategies will
also help to directly protect habitats, environmentally - sensitive lands,
and agricultural lands. Furthermore, strategies are recommended to
address infrastructure coordination and cost - reduction objectives of the
County.
The objectives and supporting strategies presented in the remainder of
this section form the basis for the policy recommendations documented
in Section 6, to be considered as the MMP progresses into Phase Three.
Upon adoption of the MMP, staff requests that the Board of County
Commissioners (BCC) consider each objective and direct staff to proceed
with the development of specific Growth Management Plan (GMP)
and /or Land Development Code (LDC) amendments to implement any or
all of these recommendations as part of Phase Three of the MMP.
For each of the below policy recommendations supported by the BCC,
Staff and the Consultants will return to the BCC during Phase Three with
a report outlining specific implementation strategies, including where
applicable, draft GMP and /or LDC language. These strategies, including
draft GMP and /or LDC language, will be presented, as applicable to the
Environmental Advisory Council (EAC) and Collier County Planning
Commission (CCPC) prior to the BCC review, such that the
recommendations of these advisory Boards will be part of the BCC
consideration. Following the BCC final direction during Phase Three, any
necessary GMP and /or LDC amendments will follow the usual and typical
amendment process.
OBJECTIVE 1— Use impact fee incentives based on calculated reductions
generated by optimal employment to population ratios and reduced
commuter - related trips, both within specific mixed -use developments
and within larger sub - areas.
Objective 1 Geographic Applicability — Countywide
Description /examples of potential strategies that could be used to
support Objective 1:
A. Generally, mixed -use districts allow for diversity of uses, but
code requirements or development conditions frequently do
not require minimum or optimal ratios of residential, office,
industrial, and retail uses. Often, non - residential entitlements
within master - planned developments are partially developed or
left entirely un- built. This diminishes the potential of these
developments to capture trips internally or within sub -area
markets. Based on analysis demonstrating the ability of land
Collier County— Master Mobility Plan 5 -1
use diversity within a sub -area to reduce VMT, impact fee
discounts may be provided to incentivize balanced land use.
For example, the LDC could be amended to provide for optimal
minimum ratios of various non - residential uses in a mixed use
development. Then, based upon voluntary compliance with
these minimum ratios, impact fee discounts may be granted.
The impact fee discounts would be applied to the non-
residential uses as they are developed and achieve the optimal
minimum ratios (such that the reduced trips
generation /reduced VMTs are actually realized).
B. By calculating the difference in VMT for integrated and isolated
developments, alternative fees can be established and applied
as a credit as non - residential uses are developed. This results in
a normal fee for residential uses, reduced fees for non-
residential uses, and a net discount for the development as a
whole (compared to the base fee calculation)
To illustrate a "real- world" application of this concept, the
following example is provided:
A mixed -use development with 200 single family units and 500
multi - family units is proposing to construct 650,000 square feet
of retail space and 75,000 square feet of office space to support
the assumed optimal employee per population ratio of 0.5
within the mixed -use development. The calculated VMT
reduction for this development is 20 percent. The residential
impact fee of approximately $2.9 million is collected (based on
fee rates equal to 100 percent of the adopted fee schedule
effective October 2011). Upon construction of the non-
residential square footage, the impact fees for the non-
residential (office and retail) square footage are collected at a
discount of 73 percent of the adopted rates. The total fee
amount collected results in a net fee reduction is 20 percent,
equivalent to the reduction of VMT produced by this
development. By providing the entire discount against the
impact fees for the non - residential land uses, the discount for
the overall mixed -use development is predicated on the
construction of the non - residential uses that provide the land
use mix needed to support this development.
OBJECTIVE 2 — Incentivize infill and redevelopment of the Coastal Urban
Area to maximize the use of existing infrastructure and services.
Objective 2 Geographic Application — Coastal Urban Area
Description /examples of potential strategies that could be used to
support Objective 2:
A. Discount impact fees for compact, mixed use urban
development /Transit Oriented Development (TOD) based on
analysis demonstrating reduced VMT to incentivize the desired
type of development in areas targeted for infill and
redevelopment.
B. A Transportation Concurrency Management Area (TCMA)
includes a compact geographic area with multiple existing or
proposed travel corridors for common trips. A TCMA supports
the provision of more efficient mobility alternatives, including
transit, by featuring an area -wide (rather than specific roadway)
level of service standard for the approval of local development
orders. To promote infill, redevelopment, and more efficient
mobility alternatives (e.g. enhanced transit service) throughout
a larger urban area, expand the two existing TCMAs (Northwest
TCMA and East - Central TCMA) to encompass the entire Coastal
Urban Area.
Collier County — Master Mobility Plan 5-2
C. Transition from a road -based impact fee to a mobility fee to
A. Transfer of development rights (TDR) is a voluntary, incentive -
provide the flexibility to expend impact fee revenue on capital
based tool that allows the transfer of development rights (most
infrastructure that support all modes of travel, including
typically in the form of residential dwelling units) from places
roadway, transit, bicycle, and pedestrian infrastructure. As a
where a community would like to see less development
rule, a multimodal fee does not impact the overall magnitude of
(sending area) to places where a community would like to
a transportation impact fee (typically 1 -3 %, depending on the
encourage development (receiving area). To preserve land in
value of non - roadway assets.
eastern portions of Golden Gate Estates, explore the
D. Establish specific criteria through which developments may
development of a TDR program to transfer single family
qualify for a limited density -bonus program that requires no
development from a designated sending area to one or more
change in zoning ( "by- right ") to allow additional land use
receiving areas to the west (exact location(s) of the receiving
entitlements in exchange for implementation of urban design
area(s) to be determined through a future process that includes
that promotes alternative modes and integration of uses within
discussions with the public and other stakeholder agencies).
development projects, including:
Potential sending areas include the North Golden Gate Estates
o Interconnectivity of uses
Flowway, consistent with the recommendation of the Collier
o Shared parking between uses
County Watershed Management Plan, expanded to include the
o TOD /transit infrastructure and connections
addition of the Habitat Corridor to the south, as described in
E. Reduce parking and /or landscape requirements in exchange for
Section 4, Conceptual Land Use Scenario, or some variation to
enhanced interconnectivity to adjacent uses.
be determined through a future process.
B. Review minimum and maximum development requirements
OBJECTIVE 3 — Incentivize neighborhood - serving retail and service uses
(i.e., densities and intensities) within the Rural Fringe Mixed -
in Golden Gate Estates, Rural Fringe Mixed -Use District Receiving
Use District Receiving Areas to promote compact, mixed -use
Areas, and Orange Tree to reduce trip lengths for neighborhood serving
villages that support optimal employment to population ratios.
uses.
Impact fee incentives would be provided for compact, mixed
use villages based on analysis demonstrating reduced VMT to
Objective 3 Geographic Application — Golden Gate Estates, Rural Fringe
incentivize the desired type of development in areas targeted
Mixed -Use District Receiving Areas, and Orange Tree
for infill and redevelopment. Providing for non - residential
development within the Rural Fringe Mixed -Use District
Description /examples of potential strategies that could be used to
Receiving Areas would provide not only an internal benefit to
support Objective 3:
the Receiving Area, but also would benefit nearby residents of
Consistent with Objective 1, provide a discount for the non - residential
the Estates.
component of mixed -use development upon its construction. The
extent of discount will be tied to a methodology that calculates the
effect of non - residential development constructed above and beyond
any minimum requirements and /or a demonstrated internal trip capture
rate.
Collier County — Master Mobility Plan 5 -3
C. Incentivize the incorporation of transit infrastructure to support
regional transit service (e.g., park- and -ride lots, transfer
stations, etc.) and TOD in development located at commercial
nodes within Golden Gate Estates.
OBJECTIVE 4 — Incentivize the development of self - sustaining Towns
and Villages within the RLSA to provide for internal capture and use of
alternative modes.
Objective 4 Geographic Application — Rural Land Stewardship Area
Description /examples of potential strategies that could be used to
support Objective 4:
A. Maximize allowable gross densities and reduce the development
footprint without increasing overall density.
B. Optimize mixture of uses within Towns and Villages by
establishing and incentivizing targeted jobs to housing ratio.
C. Locate town centers in close proximity to the arterial network to
encourage timely development, take advantage of available pass -
by trips, to facilitate transit access, and enhance connectivity (and
efficiency) between land use and infrastructure.
D. Enhance connectivity for all modes through a local collector grid
road network and enhanced transit service and bicycle /pedestrian
connectivity.
E. Enhance building form /code requirements to encourage
walking /biking within public spaces.
F. Develop impact fee incentives for TOD /mixed -use development
located near major transit facilities or within activity centers and
provide such facilities as integral components of their
development.
G. Reduce parking requirements through shared parking
arrangements and multi -modal parking credits (and allow higher
floor area ratios) for Transit Oriented Design /mixed -use
development located near major transit facilities or within activity
centers.
OBJECTIVE 5 — Revisit policies within the Coastal Urban Area and
Immokalee Urban Area to encourage infill and redevelopment and
provide for internal capture and use of alternative modes within
localized mixed -use developments.
Objective 5 Geographic Application — Coastal Urban Area and Immokalee
Urban Area
Description /examples of potential strategies that could be used to
support Objective 5:
A. Consider designating additional areas to be targeted for future
mixed -use infill and redevelopment that are currently outside of
the allowable mixed -use development footprint designated by
the Future Land Use Map. Mixed -use development allows for
interconnectivity of uses, shared parking between uses, and
TOD /transit infrastructure and connections within the Coastal
Urban Area.
B. Review minimum and maximum development requirements
(i.e., densities and intensities) within allowable mixed -use areas
to promote compact mixed -use developments that support
optimal employment to population ratio and better support
alternative modes. Impact fee incentives would be provided for
compact, mixed use developments based on analysis
demonstrating reduced VMT to incentivize the desired type of
development in areas targeted for infill and redevelopment.
C. Reduce parking and /or landscape requirements in exchange for
enhanced interconnectivity to adjacent uses.
D. Provide financial and regulatory incentives, such as:
1. Discount impact fees for compact, mixed -use TOD that
provide major transit facilities or are located near major
transit centers or within activity centers to incentivize
the desired type of development in the preferred
location.
2. Identify areas, such as those within adopted Community
Redevelopment Area (CRA) boundaries, where final
5 -4
Collier County — Master Mobility Plan
zoning approval may be granted by the CRA Advisory
Board or Collier County Planning Commission (CCPC). For
example, within specifically designated areas of the
Coastal Urban Area and /or Immokalee Urban Area
targeted for redevelopment, TOD /mixed -use
development projects could be approved by the CRA
Advisory Board if within a CRA or the CCPC for targeted
infill or redevelopment outside the boundaries of an
adopted CRA.
3. A Transportation Concurrency Exception Area (TCEA)
allows an exception to transportation concurrency within
a specific area, so long as the impacts to the
transportation system are mitigated through other
established means. Collier County currently has designed
a TCEA within the Coastal Urban Area along South U.S.
41. Within the Immokalee Urban Area, consider
implementing a TCEA, similar to the existing TCEA in the
Coastal Urban Area, to provide automatic approval for
concurrency review of conforming TOD /mixed -use
development. Non - conforming developments would be
required to conduct a full development
review /concurrency review.
OBJECTIVE 6 — Coordinate County multi -modal planning efforts with
land use strategies identified under Objectives 1 -5.
Objective 6 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 6:
A. Coordinate land use strategies with transit planning efforts
undertaken as part of the Transit Development Plan (TDP)
process.
B. Coordinate land use strategies with multi -modal planning
efforts undertaken as part of the Long Range Transportation
Plan (LRTP) process.
C. Coordinate land use strategies with bicycle and pedestrian
planning efforts undertaken as part of the Comprehensive
Pathways Plan process (subsequently integrated into the LRTP).
OBJECTIVE 7 — Plan for the provision of multi -modal infrastructure
through land development and roadway standards (e.g., complete
streets) within large -scale planned developments and the county road
network.
Objective 7 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 7:
A. Design future roadway corridors with adequate cross section
fo r:
1. Bike lanes and shared use side -paths as appropriate.
2. Bus bays and shelter areas.
3. Bus Rapid Transit (BRT) infrastructure such as queue -
jump lanes and signal priority.
B. Adopt Complete Streets guidelines for local roads within large -
scale planned developments.
C. In the Coastal Urban Area activity centers and RFMUD Rural
Villages, better define urban design guidelines to enhance the
off -road bicycle and sidewalk environment, including furniture
zone, sidewalk area, building fagade, and shade features (street
trees and building arcades).
OBJECTIVE 8 — Implement enhanced bicycle, pedestrian, and safety
improvements.
Objective 8 Geographic Application — Existing roads countywide
Collier County— Master Mobility Plan 5 -5
Description /examples of potential strategies that could be used to
support Objective 8:
A. Identify opportunities to add marked bike lanes or shared lane
arrows (as appropriate) concurrent with resurfacing projects.
B. Identify opportunities to add median and right turn refuge
islands to improve pedestrian safety as appropriate.
C. Identify opportunities for strategically sited cut - throughs
between cu - e -sacs, residential, and non - residential
development (including retrofitting existing development) to
allow more direct pathways for pedestrians and cyclists.
D. Develop and promote bicycle and pedestrian education and law
enforcement awareness programs that foster appropriate use
of facilities.
OBJECTIVE 9 — Enhance localized connectivity to reduce VMT and
increase travel efficiency as well as optimize transit, emergency vehicle,
and school transportation operations.
Objective 9 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 9:
A. Require publicly accessible grid networks in future Towns and
Villages within the RSLA and Rural Fringe Mixed -Use District
Receiving Areas.
B. Construct previously identified bridge connections in Golden
Gate Estates.
C. Provide for internal connectivity within mixed -use
developments and between residential and neighborhood
commercial throughout the County.
Collier County— Master Mobility Plan
OBJECTIVE 10 — Evaluate the transition from a roads -based impact fee
to a mobility fee to provide capital funding for multi -modal
infrastructure, including buses, stop /station area infrastructure, Bus
Rapid Transit (BRT) infrastructure (e.g., signal priority, queue jump
lanes, etc.) and transit supporting bicycle features (e.g., bicycle racks,
lockers, etc.).
Objective 10 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 10:
A. As a rule, a multimodal fee does not impact the overall
magnitude of a transportation impact fee (typically 1 -3 %,
depending on the value of non - roadway assets), but allows
flexibility for spending fee revenues for non - roadway modes.
B. Criteria may be established to manage the modal distribution of
fee revenues such that greater emphasis may be placed on
roadway infrastructure in suburban areas and non - roadway
infrastructure in more urban areas.
OBJECTIVE 11 — Continue to improve traffic operations by maintaining
appropriate signal timing plans and through the use of Intelligent
Transportation System (ITS) and Advanced Traffic Management System
(ATMS) technologies.
Objective 11 Geographic Application — Countywide
OBJECTIVE 12 — Coordinate with the Florida Department of
Transportation (FDOT), Collier County Alternative Transportation
Modes, and Collier County Land Development Services regarding the
implementation of commuter -based services and /or infrastructure to
reduce delay for vehicles carrying multiple persons during peak travel
demand and emergency vehicles.
Objective 12 Geographic Application — Countywide
5 -6
Description /examples of potential strategies that could be used to
support Objective 12:
A. Coordinate regarding the feasibility and benefit of
implementing carpool /high occupancy vehicle (HOV) lanes in
targeted areas along 1 -75 during peak travel demand.
B. Coordination interchange activity centers with park- and -ride
and /or transfer facilities to provide access points for commuter
transit service.
OBJECTIVE 13 — Plan for the incorporation of alternative modes or
connection to nearby multi -modal infrastructure or facilities (e.g.,
trails, park- and -ride lots, etc.) during the design or new or expanded
roadways /corridors.
Objective 13 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 13:
A. Multi -modal corridors are designed to accommodate not only
automobile users, but also transit, bicycle, and pedestrian users
to varying degrees, depending on the function and location of
the corridor. To develop a long -term plan for future multi -
modal facilities, identify necessary future or expanded multi -
modal corridors and implement corridor preservation
strategies.
B. Consider the connection to nearby existing multi -modal
infrastructure or facilities during the design of new or expanded
roadways /corridors.
C. Coordinate future or expanded multi -modal roadway corridor
design needs with environmental preservation objectives
(wildlife crossings, habitat preservation, etc.).
D. Coordinate future or expanded multi -modal roadway corridor
design needs with other infrastructure program needs such as
potable water and sewer systems and storm -water utilities.
E. Identify and implement intersection improvements to relieve
"bottleneck" locations and reduce VHT.
OBJECTIVE 14 — Incentivize employer -based transportation demand
management (TOM) programs to encourage a change in travel
behavior by shifting trips away from peak travel times and /or
eliminating work - related vehicle trips.
Objective 14 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 14:
A. County program to recognize worK places tnat SUPPUI
transportation demand management.
B. Public- private partnerships for on -site transit infrastructure
accessible to transit route in exchange for reduced parking
requirements or off -sets (credits) to impact fees.
C. Reduced parking requirements in exchange for providing
facilities to support multi -modal commuters (e.g., bicycle racks,
lockers, shower facilities, etc.).
D. Reduced parking requirements in exchange for carpool program
where preferential parking is provided for carpool vehicles.
E. Reduce parking in exchange for employer- subsidized transit
passes for workers
F. Reduced parking requirements in exchange for flexible work
hour /week and /or telecommuting program.
G. Review home -based employment allowances to potentially
increase work - from -home opportunities in targeted areas.
OBJECTIVE 15 — Enhance communication and cooperation between
Collier County Transportation Department and other groups /agencies
with water, habitat, and wildlife interests to discuss issues or concerns
that may affect planning decisions.
Objective 15 Geographic Application — Countywide
5 -7
Collier County — Master Mobility Plan
Description /examples of potential strategies that could be used to
support Objective 15:
A. Conduct a coordination meeting to identify initiatives to restore
flowways or protect habitats that could affect roadway planning
or design.
B. Conduct periodic meetings with the general public, stakeholder
agencies, and other interested parties to review and evaluate
the progress of the Master Mobility Plan.
OBJECTIVE 16 — Coordinate with relevant regulatory agencies to
identify opportunities to reduce permitting time and
construction /mitigation costs for development in compliance with the
objectives of the Master Mobility Plan.
Objective 16 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 16:
A. Pursue a memorandum of understanding between Collier
County and the U.S. Fish and Wildlife Service (FWS) regarding
wildlife crossings and strategies for a cost- effective and
coordinated approach to compensation.
B. Pursue federal grant money to develop a Habitat Conservation
Plan for the Florida Panther and other listed species.
C. Pursue a fast -track program to outside agencies for projects
that support mobility.
OBJECTIVE 17 — Use the mitigation cost component of the County's
current roadway impact fee to fund specifically identified mitigation
strategies.
Objective 17 Geographic Application — Countywide
Description /examples of potential strategies to support Objective 17:
A. Explore a countywide Habitat Conservation Plan (HCP) that
specifies impact fees towards a regional mitigation program.
B. Consider tying mitigation to the basin or impact area where the
project is located. For example, mitigation for a project
occurring within Golden Gate Estates would stay within the
same general area, rather than mitigation for this project
occurring elsewhere in the county.
OBJECTIVE 18 — Recommend further research on and evaluation of
more cost- effective methods to address wildlife /vehicle collisions.
Objective 18 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 18:
A. Continue to work with Florida Fish and Wildlife Conservation
Commission (FWC) and FWS to better define the minimum size
of wildlife crossing to ensure they remain effective and usable.
B. Monitor the effectiveness of crossing alternatives, such as the
Roadside Animal Detection System (RADS) to be deployed by
FDOT at the US 41 /Turner River Road area.
C. Identify planned roadway bridge improvements and new
roadway bridges to determine if they are candidates to also
serve as wildlife crossings.
OBJECTIVE 19 — Identify short- and long -term opportunities to increase
efficiency of and access to County services and infrastructure.
Objective 19 Geographic Application — Countywide (unless specifically
noted)
5 -8
Collier County — Master Mobility Plan
Description /examples of potential strategies that could be used to
support Objective 19:
A. In addition to employment and neighborhood serving uses,
identify and plan for long -range needs for key public uses, such
as:
• Primary and secondary schools, vocational schools, and
community colleges.
• Public buildings (Satellite Constitutional Government
Offices), EMS, Sheriff's Office, Fire Stations, Jails, etc.
• Medical facilities (hospital, urgent care, medical office,
diagnostic and outpatient facilities).
B. Incentivize compact, mixed -use development as a method for
supporting reduced VMT and efficiency /increased use and
incorporation of County services and infrastructure.
C. Identify infrastructure co- location opportunities to consolidate
infrastructure needs, potentially reducing VMT and reducing
capital and operating costs.
D. Target centralized facilities and satellite facilities to serve future
population growth east of CR 951. (Geographic Application:
Golden Gate Estates, Rural Fringe Mixed -Use District Receiving
Areas, Rural Land Stewardship Area, Immokalee Urban Area).
OBJECTIVE 20 — Enhance e- government (Internet- based) services to
reduce vehicle miles of travel and capital and operating costs.
Objective 20 Geographic Application — Countywide
Description /examples of potential strategies to support Objective 20:
A. E- government services not only reduce travel need, but they
allow people who might otherwise not be able access county
resources and services. Examples of existing e- government
services provided in Collier County include virtual public library,
e- permitting, virtual school /classrooms, and electronic bill
payment. In an effort to reduce VMT and lower capital and
operating costs, the County should continue to enhance e-
government services.
OBJECTIVE 21 — Develop a process to formally update the MMP every
five years.
Objective 21 Geographic Application - Countywide
5 -9
Collier County — Master Mobility Plan
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SECTION 6.1: OVERVIEW OF GRANT
The Collier County Master Mobility Plan was funded with an Energy
Efficiency and Conservation Block Grant (EECBG) provided by the United
States Department of Energy (DOE) under Award Number DE- EE0000783.
The grant was created as a result of the American Recovery and
Table 6.1: Grant Activity Metrics
Reinvestment Act (ARRA) of 2009. The purpose of this section is to
document that all requirements of the DOE Grant for the MMP have been
met. Table 6 -1 identifies each grant activity metric, along with a
description of how each metric has been satisfied by the MMP.
Metric
Description
Public Involvement Plan developed March 2010 and updated periodically
throughout the project; specific public involvement activities documented in
Section 3 of this Report (specifically Figure 3.1 — Timeline of Public Involvement
Initiate Public Involvement Plan
Activities); detailed information related to the public involvement activities
undertaken for this project are provided in Appendix A of this Report. The MMP
has been a fully transparent process in which the public has been invited to
attend and participate in all meetings, workshops, and other activities.
A list of all data and GIS files available for MMP developed under Phase One; a
Build Databases /GIS Maps
database of all GIS maps and other data used to develop this Report will be
developed and transmitted to Collier County along with the final MMP Report.
The Conceptual Infrastructure Plan is documented in Section 4 of this Report.
Prepare Infrastructure Master Plan
Policy recommendations for consideration moving into Phase Three of this
(now known as the Conceptual Infrastructure Plan)
project are documented in Section 5 of this Report.
The Conceptual Land Use Plan is documented in Section 4 of this Report. Policy
Prepare Land Use Master Plan
recommendations for consideration moving into Phase Three of this project are
(now known as the Conceptual Land Use Plan)
documented in Section 5 of this Report.
The Conceptual Mobility Plan is documented in Section 4 of this Report. Policy
Prepare Mobility Master Plan
recommendations for consideration moving into Phase Three of this project are
(now known as the Conceptual Mobility Plan)
documented in Section 5 of this Report.
The Conceptual Wildlife Crossings and Habitat Preservation Plan is documented
Prepare Wildlife Crossings and Habitat Preservation Master Plan
(now known as the Conceptual Wildlife Crossings and Habitat Preservation
in Section 4 of this Report. Policy recommendations for consideration moving
into Phase Three of this project are documented in Section 5 of this Report.
Plan)
Collier County— Master Mobility Plan 6 -1
Metric
Description
A template for Memorandums of Understanding between Collier County and
Secure Memorandum's of Understanding
several agencies /organizations have been drafted. A list of those MOUs secured
will be documented in the Final Report.
Three public stakeholder meetings were held, along with numerous other
opportunities for input prior to developing the Draft Report. Input received at
each of these three public stakeholder meetings (February 25, 2011; May 17,
2011; and August 25, 2011) and other public input opportunities was used to
Incorporate Recommendations /Changes from Public Workshops into Draft
develop the Draft Report of the MMP. The Draft Report was made available to
Vision Plan Map
public for comment for [TBD] days (from October 19, 2011 to end date TBD);
comments are scheduled to be received at the public stakeholder meetings
(scheduled for) November 1, 2011, and November 9, 2011 and via the MMP
website for the duration of this period. All comments received were reviewed
and incorporated into the Final Report, as appropriate.
Conduct Evaluation of Effects of Vision Plan /Land Use Scenario (placement of
public services) on Transportation Map
Documented in Section 4 of this Report.
Document Results of Evaluation Stating Benefits and Disadvantages
Evaluation of Land Use Scenarios documented in Section 4 of this Report;
measurable outcomes of the MMP are documented in Section 5 of this Report.
Prepare Draft Vision Plan Report and Submit Draft Vision Plan Report to Collier
A Draft Report for the MMP was submitted to Collier County on October 19,
County for Review
2011.
Incorporate County Staff Revisions and Recommendations into Final Draft
A Final Report for the MMP was submitted to Collier County on [date TBD] and
Vision Plan Report
incorporates County staff revisions and recommendations, as appropriate.
Support provided at CCPC presentations on October 6, 2011 and scheduled for
Provide Support to County Staff for Presentations to CCPC and BCC
November 17, 2011; support provided at BCC presentations on October 11, 2011
and scheduled for December /January 2011 (exact meeting date TBD).
Policy recommendations for consideration moving into Phase Three of this
GMP Recommendations
project are documented in Section 5 of this Report.
Final Map Set
Description will be added in Final Report upon completion.
MOU's Signed
Description will be added in Final Report upon completion.
Collier County — Master Mobility Plan 6 -2
SECTION S.1: MASTER MOBILITY PLAN RECOMMENDATIONS
As previously stated in Section 1, the primary goal of the MMP is to
reduce GHG emissions specifically by reducing VMT and VHT, while at
the same time conserving public resources and ensuring the protection
and interconnectivity of environmentally - sensitive lands.
To support the overarching goal of the MMP, a series of objectives have
been developed for the Collier County Master Mobility Plan based on
the building blocks presented in previous sections of this report: the
county's growth history, current development pattern, and projected
build -out (Section 2); extensive public involvement process conducted
as part of this project (Section 3 and Appendix A); research on VMT -
reducing concepts and strategies, and the results of the travel demand
model tests and scenarios (Section 4).
Following the description of each objective, the geographic applicability
is noted, indicating whether the objective applies on a countywide basis
or to one or more sub - areas. Following the geographic applicability,
descriptions and examples of potential strategies to aid in the support of
the objective are provided, where appropriate.
In addition to mobility strategies to provide alternatives to single
occupant vehicle (SOV) travel and improve the efficiency of the roadway
network, land use strategies to reduce reliance on SOVs and shorten trip
lengths are an important part of MMP recommendations. As well as
VMT /VHT reduction, many of the recommended land use strategies will
also help to directly protect habitats, environmentally - sensitive lands,
and agricultural lands. Furthermore, strategies are recommended to
address infrastructure coordination and cost - reduction objectives of the
County.
The objectives and supporting strategies presented in the remainder of
this section form the basis for the policy recommendations a^e-,FRPntPd
*n Seefien 6, to be considered as the MMP progresses into Phase Three.
Upon adoption of the MMP, staff requests that the Board of County
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Commissioners (BCC) consider each objective and direct staff to proceed
with the development of specific Growth Management Plan (GMP)
and /or Land Development Code (LDC) amendments to implement any or
all of these recommendations as part of Phase Three of the MMP.
For each of the below policy recommendations supported by the BCC,
Staff and the Consultants will return to the BCC during Phase Three with
a report outlining specific implementation strategies, including where
applicable, draft GMP and /or LDC language. These strategies, including
draft GMP and /or LDC language, will be presented, as applicable to the
Environmental Advisory Council (EAC) and Collier County Planning
Commission (CCPC) prior to the BCC review, such that the
recommendations of these advisory Boards will be part of the BCC
consideration. Following the BCC final direction during Phase Three, any
necessary GMP and /or LDC amendments will follow the usual and typical
amendment process.
OBJECTIVE 1 — Use impact mobili fee incentives based on calculated
reductions generated by optimal employment to population ratios and
reduced commuter - related trips, both within specific mixed -use
developments and within larger sub - areas.
Objective 1 Geographic Applicability — Countywide
Description /examples of potential strategies that could be used to
support Objective 1:
A. Generally, mixed -use districts allow for diversity of uses, but
code requirements or development conditions frequently do
not require minimum or optimal ratios of residential, office,
industrial, and retail uses. Often, non - residential entitlements
within master - planned developments are partially developed or
left entirely un- built. This diminishes the potential of these
developments to capture trips internally or within sub -area
markets. Based on analysis demonstrating the ability of land
Collier County — Master Mobility Plan 5 -1
use diversity within a sub -area to reduce VMT, impact /mobility
fee discounts may be provided to incentivize balanced land use.
For example, the LDC could be amended to provide for optimal
�- minimum ratios of various non - residential uses in a mixed use
development. Then, based upon voluntary compliance with
these minimum ratios, impact /mobility fee discounts may be
granted. The impact mobilit fee discounts would be applied to
the non-residential uses as they are developed and achieve the
optimal minimum ratios (such that the reduced trips
generation /reduced VMTs are actually realized).
Another example would be retrofitting an existing project to
interconnect to nearby non - residential uses (e.g., employment,
shopping, recreation, and education), thereby providing access
for residents to these uses and reducing trips on the county's
arterial network. This reduction in VMT can be calculated and a
reduction in impact /mobility fees can be granted based on
these calculated, reduced impacts. A detailed analysis and
public vetting of the potential incentives and related reductions
in impact or mobility fees will occur as part of Phase Three.
B. By calculating the difference in VMT for integrated and isolated
developments, alternative fees can be established and applied
as a credit as non - residential uses are developed. This results in
a normal fee for residential uses, reduced fees for non-
residential uses, and a net discount for the development as a
whole (compared to the base fee calculation)
To illustrate a "real- world" application of this concept, the
following example is provided:
A mixed -use development with 200 single family units and 500
multi - family units is proposing to construct 650,000 square feet
of retail space and 75,000 square feet of office space to support
Collier County — Master Mobility Plan
the assumed optimal employee per population ratio of 0.5
within the mixed -use development. The calculated VMT
reduction for this development is 20 percent. The residential
impact fee of approximately $2.9 million is collected (based on
fee rates equal to 100 percent of the adopted fee schedule
effective October 2011). Upon construction of the non-
residential square footage, the impact fees for the non-
residential (office and retail) square footage are collected at a
discount of 73 percent of the adopted rates. The total fee
amount collected results in a net fee reduction is 20 percent,
equivalent to the reduction of VMT produced by this
development. By providing the entire discount against the
impact fees for the non - residential land uses, the discount for
the overall mixed -use development is predicated on the
construction of the non - residential uses that provide the land
use mix needed to support this development.
OBJECTIVE 1— Recommend that the BCC appoint an advisory board or
task force to consider all viable tools and programs to reduce density in
sparsely development portions of North Golden Gate Estates /eastern)
in order to reduce VMT.
Obiective 2 Geographic Application — Potential areas of applicabiliri
include portions of Golden Gate Estates, Orange Tree, and the Rural
Fringe Mixed -Use District Receiving Area
There are a number of tools or programs which may be utilized to
preserve land in eastern portions of Golden Gate Estates in order to
reduce VMT. An additional benefit besides a reduction of VMT could be
the potential preservation of ecologically sensitive lands and habitat. It is
recommended that the BCC appoint an advisory board or task force
consisting of property owners from affected areas and other
stakeholders to consider any of the following tools or programs:
5 -2
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A. Transferable Development Rights (TDR) Program - A TDR is a
voluntary, incentive -based tool that allows the transfer of
development rights (most typically in the form of residential
dwelling units) from places where a community would like to
see less development (sending area) to places where a
community would like to encourage development (receiving
area). Explore the development of a TDR program (to transfer
development from designated sending areas to one or more
receiving areas. The exact location(s) of these area(s) should be
determined through a future process that includes the creation
of an advisory board or task force. This process should include
significant public involvement. Potential sending areas include
the North Golden Gate Estates Flowway, consistent with the
recommendation of the Collier County Watershed Management
Plan, and also an area south of the Flowway, north of 1 -75
between eastern edge of North GGE and the Panther Preserve
to the east, as described in Section 4, Conceptual Land Use
Scenario.
B. Targeted Mitigation Areas — Consider utilizing the mitigation
component of the existing impact fee or the potential mobility
fee to acquire development rights or fee simple title of lands
within targeted mitigation areas including those identified
above.
C. Voluntary Seller Acquisition Programs — There are a number of
existing and potential funding programs for acquisition of
environmental sensitive land. Examples include Conservation
Collier, Big Cypress Basin, and ;Comprehensive Restoration
Program. I_
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D. Density Relocation or Lot Combination Tools — The advisory
committee or task force should also consider strategies in the
target areas, in addition to those above, to accomplish the VMT
reduction goal. Examples include: 1) combining non-
conforming lots (1.25 acre GGE lots) to create conforming lots
(minimum of 2.25 acres) and allowing the extra development
unit to be used to legitimize a guest house elsewhere in GGE or
the Coastal Urban Area (outside of the Coastal High Hazard
Area); 2) Incentivize the combination of non - conforming lots to
conforming lots and the reduction of the number of
developable lots by allowing density derived from such
combination or reduction to be used in qualified urban infill and
redevelopment areas outside of the Coastal High Hazard Area;
—3Y—consider a program to allow exchange of development rights
in the targeted area for development rights on foreclosed or
county -owned parcels in more appropriate locations.
Collier County — Master Mobility Plan 5 -3
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Comment [ITi]: The Comprehensive Everglades
_Restoration Program (CERP).
OBJECTIVE 3 — Incentivize neighborhood- serving retail and service uses
in Golden Gate Estates, Rural Fringe Mixed -Use District Receiving
Areas, and Orange Tree to reduce trip lengths for neighborhood serving
uses.
Objective 3 Geographic Application — Golden Gate Estates, Rural Fringe
Mixed -Use District Receiving Areas, and Orange Tree
Description /examples of potential strategies that could be used to
support Objective 3:
Consistent with Objective 1, provide a discount for the non - residential
component of mixed -use development upon its construction. The
extent of discount will be tied to a methodology that calculates the
effect of non - residential development constructed above and beyond
any minimum requirements and /or a demonstrated internal trip capture
rate.
A. TFansfeF of development Fights (TDR) is a veluntaFy, incentive
based tee! that allows the transfeF ef development Fights (mest
typi..+lly the F...... Of 5idem.al .AwelliAg ts) f...... places
(sending aFea) to plaees wheFe a community would like to
-eneforage level" eHWZ�'Re"4+;l -arty^
easterA POFtions of Galde^ 'r Wite Estates, a )(p'E)Fe —she
the t (exa..t 1....+tien(s) of the Feeemyong
+(s) ta be det.,rm'ned through + F h s that i cludes
discussions with the public and etheF stakeheldeF ageneies).
PeteRti +I ..di Rg + dude the NeFth Golden Gate Estates
Fln...way, �ste..t :th the rPcnFnFnPndat0r)n of the Coll'„
County WateFshed Management Plan, expanded to include the
A. Review minimum and maximum development requirements
(i.e., densities and intensities) within the Rural Fringe Mixed -
Use District Receiving Areas to promote compact, mixed -use
villages that support optimal employment to population ratios.
Impact fee incentives would be provided for compact, mixed
use villages based on analysis demonstrating reduced VMT to
incentivize the desired type of development in areas targeted
for infill and redevelopment. Providing for non - residential
development within the Rural Fringe Mixed -Use District
Receiving Areas would provide not only an internal benefit to
the Receiving Area, but also would benefit nearby residents of
the Estates.
Collier County— Master Mobility Plan 5 -4
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B. Incentivize the incorporation of transit infrastructure to support
regional transit service (e.g., park- and -ride lots, transfer
stations, etc.) and Transit Oriented Development (TOD1 in
development located at commercial nodes within Golden Gate
Estates.
OBJECTIVE 4 — 'Firent••P-^ the development ^'Review and revisit
reauirements that already exist for self - sustaining Towns and Villages
within the RLSA/RFMUD Receivina Are to provide for internal
capture and use of alternative modes.
Objective 4 Geographic Application — Rural Land Stewardship Area
Description /examples of potential strategies that could be used to
support Objective 4:
A. Maximize allowable gross densities and reduce the development
footprint without increasing overall density.
B. Optimize mixture of uses within Towns and Villages by
establishing and incentivizing targeted jobs to housing ratio.
B-C. Any impact or mobility fee incentive offered for the provision of
commercial or other non - residential component or transit facility
shall be provided in part when such component or facility is
constructed and in part when such facility or component occupied
or operational.
QD_Locate town centers in close proximity to the arterial network
to encourage timely development, take advantage of available
pass -by trips, to facilitate transit access, and enhance connectivity
(and efficiency) between land use and infrastructure.
0-.E. Enhance connectivity for all modes through a local collector grid
road network and enhanced transit service and bicycle /pedestrian
connectivity.
&F. Enhance building form /code requirements to encourage
walking/biking within public spaces.
F--.G. Develop impact fee incentives for TOD /mixed -use development
located near major transit facilities or within activity centers and
provide such facilities as integral components of their
development.
H. Reduce parking requirements through shared parking
arrangements and multi -modal parking credits (and allow higher
floor area ratios) for Transit Oriented Design /mixed -use
development located near major transit facilities or within activity
centers.
OBJECTIVE 5 — Revisit policies within the Coastal —Urban Areas —end
to_ ALencourage infill and redevelopment8
end- *provide for internal capturei and fLuUse of alternative modes
within localized mixed -use developments.
Objective 5 Geographic Application — Coastal Urban Area ands
Immokolee Urban Area
Description /examples of potential strategies that could be used to
support Objective 5:
A. Transition from a road -based impact fee to a mobility fee to
provide the flexibility to expend impact fee revenue on capital
infrastructure that support all modes of travel, including
roadway, transit, bicycle, and pedestrian infrastructure. As a
rule, a mobility fee does not impact the overall magnitude of a
transportation impact fee (typically 1 -3 %, depending on the
value of non - roadway assets.
B. Establish specific criteria through which developments may
Qualify for a limited density -bonus program that requires no
change in zoning ( "by- right ") to allow additional land use
entitlements in exchange for implementation of urban design
that promotes alternative modes and integration of uses within
development projects, including:
1. Interconnectivity of uses
2. Shared parking between uses
3. TOD /transit infrastructure and connections
A-C. Consider designating additional areas to be targeted for future
mixed -use infill and redevelopment that are currently outside of
Collier County— Master Mobility Plan 5 -5
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the allowable mixed -use development footprint designated by
the Future Land Use Map. Mixed -use development allows for
interconnectivity of uses, shared parking between uses, and
TOD /transit infrastructure and connections within the Coastal
Urban Area.
&.D Review minimum and maximum development requirements
(i.e., densities and intensities) within allowable mixed -use areas
to promote compact mixed -use developments that support
optimal employment to population ratio and better support
alternative modes. Impact fee incentives would be provided for
compact, mixed use developments based on analysis
demonstrating reduced VMT to incentivize the desired type of
development in areas targeted for infill and redevelopment.
EE. Reduce parking and /or landscape requirements in exchange for
enhanced interconnectivity to adjacent uses.
0-.F. Provide financial and regulatory incentives, such as:
1. Discount impact fees for compact, mixed -use urban
development OD that provide major transit facilities or
are located near major transit centers or within activity
centers based on analysis demonstrating reduced VMT to
incentivize the desired type of development in targeted
areas for infill and redevelopment he pFefeFFed lecatien.
2. Identify areas, such as those within adopted Community
Redevelopment Area (CRA) boundaries, where final
zoning approval may be granted by the CRA Advisory
Board or Collier County Planning Commission (CCPC). For
example, within specifically designated areas of the
Coastal Urban Area and /or Immokalee Urban Area
targeted for redevelopment, TOD /mixed -use
development projects could be approved by the CRA
Advisory Board if within a CRA or the CCPC for targeted
infill or redevelopment outside the boundaries of an
adopted CRA.
3. A Transportation Concurrence Management Area (TCMA)
includes a compact geographic area with multiple
existing or proposed travel corridors for common trips. A
TCMA supports the provision of more efficient mobility
alternatives, including transit, by featuring an area -wide
(rather than specific roadway) level of service standard
for the approval of local development orders. To
promote infill, redevelopment, and more efficient
mobility alternatives (e.g. enhanced transit service)
throughout a larger urban area, expand the two existing
TCMAs (Northwest TCMA and East - Central TCMA) to
encompass the entire Coastal Urban Area.
-2:4_A Transportation Concurrency Exception Area (TCEA)
allows an exception to transportation concurrency within
a specific area, so long as the impacts to the
transportation system are mitigated through other
established means. Collier County currently has designed
a TCEA within the Coastal Urban Area along South U.S.
41. Within the Immokalee Urban Area, consider
implementing a TCEA, similar to the existing TCEA in the
Coastal Urban Area, to provide automatic approval for
concurrency review of conforming TOD /mixed -use
development. Non - conforming developments would be
required to conduct a full development
review /concurrency review.
OBJECTIVE 6 — Coordinate County multi -modal planning efforts with
land use strategies identified under Objectives 1 -5.
Objective 6 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 6:
A. Coordinate land use strategies with transit planning efforts
undertaken as part of the Transit Development Plan (TDP)
process.
Collier County— Master Mobility Plan 5 -6
B. Coordinate land use strategies with multi -modal planning
efforts undertaken as part of the Long Range Transportation
Plan (LRTP) process.
C. Coordinate land use strategies with bicycle and pedestrian
planning efforts undertaken as part of the Comprehensive
Pathways Plan process (subsequently integrated into the LRTP).
OBJECTIVE 7 — Plan for the provision of multi -modal infrastructure
through land development and roadway standards (e.g., complete
streets) within large -scale planned developments and the county road
network.
Objective 7 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 7.
A. Design future roadway corridors with adequate cross section
for:
1. Bike lanes and shared use side -paths as appropriate.
2. Bus bays and shelter areas.
3. Bus Rapid Transit (BRT) infrastructure such as queue -
jump lanes and signal priority.
B. Adopt Complete Streets guidelines for local roads within large -
scale planned developments.
C. In the Coastal Urban Area activity centers and RFMUD Rural
Villages, better define urban design guidelines to enhance the
off -road bicycle and sidewalk environment, including furniture
zone, sidewalk area, building facade, and shade features (street
trees and building arcades).
OBJECTIVE 8 — Implement enhanced bicycle, pedestrian, and safety
improvements.
Objective 8 Geographic Application — Existing roads countywide
Description /examples of potential strategies that could be used to
support Objective 8:
A. Identify opportunities to add marked bike lanes or shared lane
arrows (as appropriate) concurrent with resurfacing projects.
B. Identify opportunities to add median and right turn refuge
islands to improve pedestrian safety as appropriate.
C. Identify opportunities for strategically sited cut- throughs
between cul -de -sacs, residential, and non - residential
development (including bicycle boulevards, retrofitting existing
development, etc.) to allow more direct pathways for
pedestrians and cyclists.
D. Develop and promote bicycle and pedestrian education and law
enforcement awareness programs that foster appropriate use
of facilities.
OBJECTIVE 9 — Enhance localized connectivity to reduce VMT and
increase travel efficiency as well as optimize transit emergency vehicle,
and school transportation operations.
Objective 9 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 9:
A. Require publicly accessible grid networks in future Towns and
Villages within the RLSA and Rural Fringe Mixed -Use District
Receiving Areas.
B. Construct previously identified bridge connections in Golden
Gate Estates.
C. Provide for internal connectivity within mixed -use
developments and between residential and neighborhood
commercial throughout the County.
Collier County— Master Mobility Plan 5 -7
OBJECTIVE 10 – Evaluate the transition from a roads -based impact fee
to a mobility fee to provide capital funding for multi -modal
infrastructure, including buses, stop /station area infrastructure, Bus
Rapid Transit (BRT) infrastructure (e.g., signal priority, queue jump
hynes, etc.) and tmns supporting bicycle features (e.g., bicycle cart—
lockers, etc.).
Objective 10 Geographic Application – Countywide
Description /examples of potential strategies that could be used to
support Objective 10:
A. As a rule, a immobility fee does not impact the overall
magnitude of a transportation impact fee (typically 1 -3 %,
depending on the value of non - roadway assets), but allows
flexibility for spending fee revenues for non - roadway modes.
B. Criteria may be established to manage the modal distribution of
fee revenues such that greater emphasis may be placed on
roadway infrastructure in suburban areas and non - roadway
infrastructure in more urban areas.
OBJECTIVE 11 – Continue to improve traffic operations by maintaining
appropriate signal timing plans (including pedestrian movements) and
through the use of Intelligent Transportation System (ITS) and
Advanced Traffic Management System (ATMS) technologies.
Objective 11 Geographic Application – Countywide
OBJECTIVE 12 – Coordinate with the Florida Department of
Transportation (FDOT), Collier County Alternative Transportation
Modes, and Collier County Land Development Services regarding the
implementation of commuter -based services and /or infrastructure to
reduce delay for vehicles carrying multiple persons during peak travel
demand and emergency vehicles.
Objective 12 Geographic Application – Countywide
Description /examples of potential strategies that could be used to
support Objective 12:
A. Coordinate regarding the feasibility and benefit of
implementing carpool /high occupancy vehicle (HOV) lanes in
targeted areas along 1 -75 during peak travel dema B. Coordination interchange activity centers with park- and -ride
and /or transfer facilities to provide access points for commuter
transit service.
OBJECTIVE 13 – Plan for the incorporation of alternative modes or
connection to nearby multi -modal infrastructure or facilities (e.g.,
trails, park - and -ride lots, etc.) during the design or new or expanded
roadways /corridors.
Objective 13 Geographic Application – Countywide
Description /examples of potential strategies that could be used to
support Objective 13:
A. Multi -modal corridors are designed to accommodate not only
automobile users, but also transit, bicycle, and pedestrian users
to varying degrees, depending on the function and location of
the corridor. To develop a long -term plan for future multi -
modal facilities, identify necessary future or expanded multi -
modal corridors and implement corridor preservation
strategies.
B. Consider the connection to nearby existing multi -modal
infrastructure or facilities during the design of new or expanded
roadways /corridors.
C. Coordinate future or expanded multi -modal roadway corridor
design needs with environmental preservation objectives
(wildlife crossings, habitat preservation, etc.).
D. Coordinate future or expanded multi -modal roadway corridor
design needs with other infrastructure program needs such as
potable water and sewer systems and storm -water utilities.
Collier County– Master Mobility Plan 5 -8
E. Identify and implement intersection improvements to relieve
"bottleneck" locations and reduce VHT.
OBJECTIVE 14 – Incentivize employer -based transportation demand
management (TDM) programs to encourage a change in travel
behavior by shifting trips away from peak travel- ttmes - andlar
eliminating work - related vehicle trips.
Objective 14 Geographic Application – Countywide
Description /examples of potential strategies that could be used to
support Objective 14:
A. County program to recognize work places that support
transportation demand management.
B. Public- private partnerships for on -site transit infrastructure
accessible to transit route in exchange for reduced parking
requirements or off -sets (credits) to impact fees.
C. Reduced parking requirements in exchange for providing
facilities to support multi -modal commuters (e.g., bicycle racks,
lockers, shower facilities, etc.).
D. Reduced parking requirements in exchange for carpool program
where preferential parking is provided for carpool vehicles.
E. Reduce parking in exchange for employer- subsidized transit
passes for workers
F. Reduced parking requirements in exchange for flexible work
hour /week and /or telecommuting program.
G. Review home -based employment allowances to potentially
increase work - from -home opportunities in targeted areas.
OBJECTIVE 165 –
identify eppectuniEies to reduce —perm t6py time and
Through regular and ongoing
communication and coordination between Collier County and
regulatory agencies and stakeholders, identify opportunities and
implement strategies to enhance efficiency and reduce costs of the
permitting process. This Obiective should be accomplished while
balancing the Protection of water, wildlife, other natural resource and
Private property riahts, and with full consideration for a particular sub -
area's socio- economic characteristics.
Objective 165 Geographic Application – Countywide
Description /examples of potential strategies that could be used to
support Objective 145:
A. Pursue a memorandum of understanding between Collier
County and the U.S. Fish and Wildlife Service (FWS) regarding
wildlife crossings and strategies for a cost - effective and
coordinated approach to compensation.
B. Pursue federal grant money to develop a Habitat Conservation
Plan for the Florida Panther and other listed species.
C. Pursue a fast -track program to outside agencies for projects
that support mobility.
Collier County – Master Mobility Plan 5 -9
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OBJECTIVE 136 — Use the mitigation cost component of the County's
current roadway impact fee or future mobility fee to fund specifically
identified mitigation strategies.
Objective 1-76 Geographic Application — Countywide
Description /examples of potential strategies to support Objective 136:
A. Explore a countywide Habitat Conservation Plan (HCP) that
specifies impact fees towards a regional mitigation program.
B. Consider tying mitigation to the basin or impact area where the
project is located. Currently the County's roadway impact fee
includes a calculated component for mitigation costs. This
Objective recommends using that component of either the
current roadway impact fee or a future mobility fee to mitigate
for roadway proiects in a specific targeted area of the county.
Presumably, this would be an area of high habitat value and
consequently high mitigation value. For example, mitigation for
a project occurring within Golden Gate Estates would stay
within the same general area, rather than mitigation for this
project occurring elsewhere in the county.
OBJECTIVE 187 — Recommend further research on and evaluation of
more cost- effective methods to address wildlife /vehicle collisions.
Objective 187 Geographic Application — Countywide
Description /examples of potential strategies that could be used to
support Objective 187.
A. Continue to work with Florida Fish and Wildlife Conservation
Commission (FWC) and FWS to better define the
optimum size of wildlife crossing to ensure they remain
effective ;^dsable for target species and their prey.
B. Monitor the effectiveness of crossing alternatives, such as the
Roadside Animal Detection System (RADS) to be deployed by
FDOT at the US 41 /Turner River Road area.
C_Identify planned roadway bridge improvements and new
roadway bridges to determine if they are candidates to also
serve as wildlife crossings.
ED. Identify additional funding sources for wildlife crossings and
other methods to address wildlife /vehicle collisions.
OBJECTIVE 198 — Identify short- and long -term opportunities to
increase efficiency of and access to County services and infrastructure.
Objective 198 Geographic Application — Countywide (unless specifically
noted)
Description /examples of potential strategies that could be used to
support Objective 198:
A. In addition to employment and neighborhood serving uses,
identify and plan for long -range needs for key public uses, such
as:
• Primary and secondary schools, vocational schools, and
community colleges.
• Public buildings (Satellite Constitutional Government
Offices), EMS, Sheriffs Office, Fire Stations, Jails, etc.
• Medical facilities (hospital, urgent care, medical office,
diagnostic and outpatient facilities).
B. Incentivize compact, mixed -use development as a method for
supporting reduced VMT and efficiency /increased use and
incorporation of County services and infrastructure.
C. Identify infrastructure co- location opportunities to consolidate
infrastructure needs, potentially reducing VMT and reducing
capital and operating costs.
D_Target centralized facilities and satellite facilities to serve future
population growth east of CR 951. (Geographic Application:
Collier County— Master Mobility Plan 5 -10
Golden Gate Estates, Rural Fringe Mixed -Use District Receiving
Areas, Rural Land Stewardship Area, Immokalee Urban Area).
&E. Consider enhancing existing and implementing new Paratransit
and Transportation Disadvantaged services to further this
objective.
OBJECTIVE 2019 — Enhance e- government (Internet - based) services to
reduce vehicle miles of travel and capital and operating costs.
Objective 2019 Geographic Application — Countywide
Description /examples of potential strategies to support Objective 20:
A. E- government services not only reduce travel need, but they
allow people who might otherwise not be able access county
resources and services. Examples of existing e- government
services provided in Collier County include virtual public library,
e- permitting, virtual school /classrooms, and electronic bill
payment. In an effort to reduce VMT and lower capital and
operating costs, the County should continue to enhance e-
government services.
OBJECTIVE 240 - neye4ee , process to s,,.mal4 y , ..da&k the eeeee
five year3Review MMP outcomes /measures every five years and, as
necessary, update the LDC/GMP or other reaulatory instruments.
Objective 230 Geographic Application - Countywide
Collier County — Master Mobility Plan 5 -11
(PLEASE PRINT CLEARLY)
MEETING DATE
�o
AGENDA ITE0% 76LY"'m =A1
NAME �� �� AD1
Representing/ Petitioner:
Agenda Item #
(Cinn Meeting Type) Regular.,
A . / in%
Other:
v
Special Workshop Budget
COLLIER COUNTY ORDINANCE NO. 2003 -53, AS AMENDED BY ORDINANCE 2004 -05 AND 2007 -24, REQUIRES THAT ALL 40BBYISTS
SHALL, BEFORE ENGAGING IN ANY LOBBYING ACTIVITIES (INCLUDING, BUT NOT LIMITED TO, ADDRESSING THE BOARD OF COUNTY
COMMISSIONERS), REGISTER WITH THE CLERK TO THE BOARD AT THE BOARD MINUTES AND RECORDS DEPARTMENT.
(PLEASE PRINT CLEARLY)
MEETING DATE
AGENDA ITEM TITLE
NAME Dock /llo ke
Representing/ Petitioner: /I/o
Agenda Item # mip Sedion
(Circle Meeting Type) Regular Special Workshop Budget
ADDRESS / "/0G fVVei Lane A7,21PS
Other:
COLLIER COUNTY ORDINANCE NO. 2003 -53, AS AMENDED BY ORDINANCE 2004 -05 AND 2007 -24, REQUIRES THAT ALL LOBBYISTS
SHALL, BEFORE ENGAGING IN ANY LOBBYING ACTIVITIES (INCLUDING, BUT NOT LIMITED TO, ADDRESSING THE BOARD OF COUNTY
COMMISSIONERS), REGISTER WITH THE CLERK TO THE BOARD AT THE BOARD MINUTES AND RECORDS DEPARTMENT.
YOU ARE LIMITED TO THREE (3) MINUTES FOR YOU COMMENTS AND ARE TO ADDRESS ONLY THE CHAIR
PLACE COMPLETED FORM ON THE TABLE LEFT OF THE DIAS IN THE BOARD ROOM PRIOR TO THE SUBJECT BEING HEARD
(PLEASE PRINT CLEARLY) Agenda Item #
MEETING DATE k (Circle Meeting Type) Regular Special Workshop Budget
AGENDA ITEM TITLE
i
NAME
Representing /Petiti
ADDRESS
Other:
COLLIER COUNTY ORDINANCE NO. 2003 -53, AS AMENDED BY ORDINANCE 2004 -05 AND 2007 -24, REQUIRES THAT ALL LOBBYISTS
SHALL, BEFORE ENGAGING IN ANY LOBBYING ACTIVITIES (INCLUDING, BUT NOT LIMITED TO, ADDRESSING THE BOARD OF COUNTY
COMMISSIONERS), REGISTER WITH THE CLERK TO THE BOARD AT THE BOARD MINUTES AND RECORDS DEPARTMENT.
YOU ARE LIMITED TO THREE (3) MINUTES FOR YOU COMMENTS AND ARE TO ADDRESS ONLY THE CHAIR
PLACE COMPLETED FORM ON THE TABLE LEFT OF THE DIAS IN THE BOARD ROOM PRIOR TO THE SUBJECT BEING HEARD
�Urvt�G� i P7 fz PO Ur�t C1 1�1
December 15`" CCPC Meeting
PUDA- PL2011 -47: Sabal Bay MPUD - An amendment to the Sabal Bay Mix d Use
Planned Unit Development to provide for changes in development standards including right
of way widths and sidewalks; addition of general permitted uses to include outside storage
and telecommunication facilities; removal of golf as a permitted use, addition of car wash,
post office, docks and electric boats as allowable uses in the recreation/village center tract
increase of preserve by 45 acres; increase in floor area ratio for adult living facility and
increase in height, removal of affordable housing and removal of Bald Eagle Management
Plan and Gopher Tortoise Relocation Management Plan on property located south of
Thomasson Drive, south and west of U. S. 41, consisting of 2,416 +/- acres; and providing
an effective date. [Coordinator. Kay Deselem]
PUDZ - PL2011 -2115: Community School CFPUD An ordinance of the Board of County
Commissioners of Collier County, Florida amending Ordinance Number 2004 -41, as
amended, the Collier County Land Development Code, which established the
comprehensive zoning regulations for the unincorporated area of Collier County, Florida, by
amending the appropriate zoning atlas map or maps by changing the zoning classification
of the herein described real property from a Community Facility (CF) zoning district and a
Residential (RSF -3) zoning district with an approved provisional use to a Community
Facility Planned Unit Development (CFPUD) zoning district for the project known as
Community School of Naples CFPUD, located at 13275 Livingston Road, consisting of 77
+/- acres subject to conditions; by providing for the repeal of Ordinance Numbers 2000 -06
and 2004 -33, as amended; and by providing an effective date. [Coordinator.- Fred Reischl]
January 5`h CCPC Meeting
BD- PL2010 -979, Vanderbilt Partners 11, LTD, represented by Timothy Hall of Turrell, Hall &
Associates, Inc., is proposing a 261 -foot boat dock extension to allow a new docking facility to
protrude approximately 281 feet from the Mean High Water line. The new boat docking facility is
approximately 11,300 square feet of over water structure and consists of 49 boat slips. The
subject property is located in the Dunes Planned Unit Development at 11495 Vanderbilt Drive,
Section 20, Township 48 South, Range 25 East, Collier County, Florida. [Coordinator. Nancy
Gundlach]
CU- PL2009 -1412: Alico Land Development, Inc. - A Resolution of the Board Of Zoning Appeals
of Collier County, Florida providing for the establishment of a Conditional Uso to allow extraction
or earthmining and related processing and production within a Rural Agricultural Zoning District
with Mobile Home Overlay and Rural Land Stewardship Area Overlay pursuant to Subsection
2.03.01.A.1.c.1 of the Collier County Land Development Code for a project to be known as Lost
Grove Mine located in Sections 5, 6, 7, 8 and 18, Township 46 South, Range 28 East, Collier
County, Florida. [Coordinator.- Kay Deselem]
• Gordon River Greenway Park Special Treatment (ST) Permit; [Coordinator. SummerAraque]
Revised: 12 -1 -11
January 19th CCPC Meeting
• VA- PL2010 -2285, Lot 80 Plantation IA requesting a variance from subsection 4.02.14.C.4 of the
Land Development Code (mangrove trees), on property hereinafter described in Section 24,
Township 53 South, Range 29 East, Collier County, Florida. [Coordinator. Nancy Gundlach]
PUDA- PL2011 -343: Tuscany Reserve PUD -- An Ordinance of the Board of ounty
Commissioners of Collier County, Florida amending Ordinance No. 2003 -28, s amended, The
Tuscany Reserve Planned Unit Development (PUD), by providing for amend ents to cover page;
providing for amendments to Property Ownership and General Description section; providing for
amendments to Project Development section; providing for amendments to Residential `R"
Development Areas section; providing for amendments to Golf, Open Space (GO) section,
providing for amendments to Village Center section; providing for amendments to General
Development Commitments section; providing for amendments to Master Plan, and providing an
effective date. [Coordinator.- Kay Deselem]
January 26th CCPC Meeting [Carryover date: Friday, January 27]
CCPC Transmittal Hearing for the 2011 EAR -based GMP amendments. Every seven years the
County evaluates the elements of the Growth Management Plan for successes and shortcomings
and prepares an Evaluation and Appraisal Report (EAR). The 2011 EAR was adopted January
31 by the BCC, directing a number of policies and objectives for changes. Those changes and
modifications to the elements of the GMP were then prepared and reviewed by the CCPC in an
October 14 EAR -based amendment Workshop. Transmittal public hearings for the proposed
GMP changes are the next step in process, with the CCPC making recommendation to the BCC
on the proposed changes and to transmit to the Florida Department of Economic Opportunity
(DEO). Following the Transmittal public hearings, the amendments will come before the CCPC
one final time at the Adoption public hearing. The CCPC is expected to consider EAR -based
amendments for adoption in August 2012.
February 2"d CCPC Meeting
Petition CP- 2011 -1, Golden Gate Estates Commercial Infill Sub - district: Joseph A Rosin of
Naples Venture II and III, LLC, requesting an amendment to the Golden Gate Area Master Plan —
Commercial District/Golden Gate Estates Commercial Infill Subdistrict and E tes — Mixed Use
District/Residential Estates Subdistrict to: add approximately 2.8± acres; revi existing
development standards; remove medical office land uses and replace with nior housing,
including Independent Living Units, Assisted Living Facilities, Congregate Care Facilities,
Continuing Care Retirement Communities, Skilled Nursing Facilities and similar uses with a
maximum of 120 beds and a maximum floor area ratio of 0.45; and rename the Subdistrict
"Golden Gate Estates Commercial and Institutional Infill Subdistrict,for property generally located
within the northwest quadrant of Golden Gate Parkway and Santa Barbara Boulevard, consisting
of ±9.6 acres. [Coordinator: Michele Mosca]
Revised: 12 -1 -11
February 16`h CCPC Meeting
No Land Use petitions Have Been Scheduled At This Time
March 1st CCPC Meeting
PUDA- PL2011 -1168. The Naples Reserve Golf Club Residential Planned Ur it
Development (RPUD Amendment to remove the golf course use; providing {pr
amendments to permitted uses; providing for amendments to development standards;
providing for amendments to master plan; providing for amendments to list of requested
deviations from LDC, providing for amendments to list of developer commitments; and
providing an effective date. [Coordinator. Nancy Gundlach]
March 15, CCPC Meeting
PUDZ -PL- 2010 -592 Cultural Arts Village at Bayshore MPUD, Collier County Community
Redevelopment Agency, represented by Banks Engineering and Pizzuti Solutions LLC, is
requesting a rezone from the Neighborhood Commercial Subdistrict of the Bayshore Drive Mixed
Use Overlay District of the Commercial Convenience Zoning District (C- 2- BMUD -NC), to the
Mixed -Use Planned Unit Development (MPUD) zoning district to be known a$ Cultural Arts
Village at Bayshore MPUD. The 17.89± acre site is proposed to permit 48,576 square feet of
commercial (retail, office and medical office) development, a 350 seat theatre and 40 residential
units. The subject site is located within the Bayshore Drive Mixed Use Overlay District at 4265
Bayshore Drive. [Coordinator. Nancy Gundlach]
• PUDZ- PL2011 -0762 Living Word Family Church MPUD, requesting a rezone from an Agricultural
and Mobile Home Overlay (A -MHO) zoning district to a Mixed Use Planned Unit Development
(MPUD) zoning district for the project to be known as the Living Word Family Church MPUD; to
allow construction of community facility uses with 1,500 seats maximum, religious facilities with
2,400 seats maximum, 1, 250 student maximum K -8 school, assisted living facilities, continuing
care retirement communities, and independent living units for age 55 plus, all of which shall have
a maximum of 209 independent units; and accessory uses as contained in Exhibit A to this
Ordinance, consisting of 30.0 +/- acres, and by providing an effective date. [Coordinator.- Nancy
Gund -lach, AiCP, RLA, Principal Planner]
3
Revised: 12 -1 -11
April a CCPC Meeting
Petition: PUDZ- A- PL1891, Quail 11 PUD, an Ordinance of the Board of County Commissioners of
Collier County, Florida, amending the Quail I1PUD, to allow 300 continuing care retirement
community units or 83 single- family or 152 multi - family dwelling units as Permitted Uses in the
Residential (R -1) District by providing for Section One, amendments to Cover Page; Section
Two, amendments to the Table of Contents/Exhibits Page, Section Three, a endment to
Statement of Compliance Section and removal of requirement to contribute to affordable housing
trust fund for units developed in R -1 District, Section Four, amendments to A Dject Description
section, Section Five, amendments to Permitted Uses and Development Standards Section
including a revised legal description and addition of a deviation to the LDC to increase the floor
area ratio; Section Six, amendments to General Development Commitments Section; Section
Seven, amendments to remove all specific citations to the Land Development Code from the PUD
document to leave only the general citation to the Land Development Code; Section Eight,
amendments to Exhibit A, the PUD Master Plan, and Section Nine, Effective Date. The subject
property is located north of Immokalee Road and east of Valewood Drive. [Coordinator: Nancy
Gundlach]
• LDC Amendments 2012 Cycle 1 & Administrative Code (official title pending COA review and
approval) [Coordinator. Fred Reischl]
• Orange Blossom /Airport Crossroads Commercial Sub - District [Coordinator: Michele Mosca]
4
Revised: 12 -1 -11