TRANSPORTE MULTIMODAL
El estudio del corredor multimodal Okeechobee Blvd & SR 7 incluye un análisis de tránsito y carreteras para las siguientes siete alternativas:
Sin construcción / Sin acción
Autobús de tráfico mixto con paradas limitadas
Carriles de acera de Business Access and Transit (BAT)
Autobús de tránsito rápido (BRT) de carril exclusivo con plataforma central
BRT de carril exclusivo junto a la acera
Transporte ferroviario ligero (LRT) de carril exclusivo con plataforma central
LRT elevado con separación de pendientes
Los siguientes elementos técnicos se realizarán a lo largo del proceso de estudio:
Evaluación ambiental
Evaluación de alternativas conceptuales
Pronóstico del número de pasajeros
Análisis de costos
Análisis y renderizados de carreteras
Análisis de priorización
Conexiones de peatones y ciclistas de primera / última milla
Selección de una alternativa recomendada
Impactos sobre el derecho de paso de la alternativa recomendada
Los hallazgos del estudio relacionados con el transporte multimodal se compartirán en esta página web durante todo el proceso del estudio.
Existing Conditions
Figure 1. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
The existing local bus service operates within traffic and stops more frequently, impacting travel times for both the bus service and other cars. Existing bike lanes on the corridor do not have a painted nor physical buffer separating them from vehicle travel lanes. Sidewalks are 6 feet wide and continuous throughout most of the corridor.
Mixed Traffic Bus with Limited Stops
Figure 3. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Figure 4. Okeechobee Blvd. from Florida's Turnpike to I-95
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
Like existing conditions, buses operate in mixed traffic, but with fewer stops. This option improves travel time for transit minimally and does not significantly improve congestion on the corridor. This alternative also includes improving bicycle lanes by adding a painted buffer and adding 12-foot-wide sidewalks.
Business Access & Transit (BAT) Lanes
Figure 5. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Figure 6. Okeechobee Blvd. from Florida's Turnpike to I-95
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
BAT lanes provide a partially dedicated lane for bus service while still accommodating right-turning vehicles. This alternative helps reduce congestion and will improve efficiency for the transit service but, sharing the lane with right-turning vehicles can cause a slower travel time for transit. This alternative also includes improving bicycle lanes by adding a painted buffer and adding 12-foot-wide sidewalks.
Curbside Dedicated-Lane Bus Rapid Transit (BRT)
Figure 7. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Figure 8. Okeechobee Blvd. from Florida's Turnpike to I-95
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
Curbside Bus Rapid Transit (BRT) is a more premium form of bus service with less stops and a dedicated transit lane. It removes almost all conflicts between buses and cars that cause traffic congestion except for some right-turning vehicles. This alternative also improves the bicycle lanes by adding a physical buffer and adding 12-foot-wide sidewalks.
Center Platform Dedicated-Lane Bus Rapid Transit (BRT)
Figure 9. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Figure 10. Okeechobee Blvd. from Florida's Turnpike to I-95
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
Center Platform Dedicated-Lane BRT is a more efficient BRT service than Curbside BRT service. It operates in the center of the roadway avoiding most conflicts with other vehicles. Center Platform BRT operates more like light rail transit but with significantly less cost to build and less time to implement. This alternative also improves the bicycle lanes by adding a physical buffer and adding 12-foot-wide sidewalks. Travel times and delays can be improved, but not dramatically.
Center Platform Dedicated-Lane Light Rail
Figure 11. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Figure 12. Okeechobee Blvd. from Florida's Turnpike to I-95
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
Light rail (LRT) is a very efficient transit service, with slightly faster travel time and higher capacity than center running BRT service. However, light rail costs a lot more to build and maintain, requires more density, and takes significantly more time to implement than BRT service. The Center-Platform Dedicated-Lane alternative also improves the bicycle lanes by adding a physical buffer and adding 12-foot-wide sidewalks.
Elevated Grade-Separated Light Rail
Figure 13. Okeechobee Blvd. from SR 7 to Florida's Turnpike
Figure 14. Okeechobee Blvd. from Florida's Turnpike to I-95
Goal: Allocate roadway space appropriately for non-motorized users, transit and single occupancy vehicles
Provide safe facilities for the most vulnerable users
Maximize corridor throughout with emphasis on shared
mobility
Minimize travel time and delay for all users
Increase access to education, healthcare and economic
opportunity
Goal: Maximize return on any investment in enhanced transit service area
Locate transit stops at major activity centers
Provide enhanced amenities at enhanced transit areas
Provide walkable and bikeable environments for first and
last mile connection
Provide capital investments that promote
redevelopment/infill development supportive of transit
Achieve operating cost efficiency
The Elevated Grade-Separated Light Rail (LRT) alternative operates exclusively on its own above-grade railway. It provides the fastest transit service of the seven alternatives and eliminates conflicts with other traffic. However, this alternative costs significantly more to build and maintain than at-grade LRT, requires more dense development and needs a lot more time to implement. This alternative also improves the bicycle lanes by adding a physical buffer and adding 12-foot-wide sidewalks.