Hillsborough Metropolitan Planning Organization
601 E Kennedy Boulevard, 18th floor, Tampa, Florida, 33601 · 813-272-5940 · HillsboroughMPO.org
AGENDA Mayor Joe Affronti, Sr. City of Temple Terrace Bicycle/Pedestrian Advisory Committee MPO Chairman Wednesday, June 13 2012, 5:30 p.m. th Commissioner Mark Sharpe 18 Floor, Hillsborough County Center, 601 E. Kennedy Blvd. Hillsborough County MPO Vice Chairman
I. Call To Order & Introductions
II. Public Comment (3 minutes per speaker, please) Commissioner Kevin Beckner Hillsborough County III. Approval of Minutes (May 9, 2012) Councilman Harry Cohen City of Tampa IV. Members’ Interests & Announcements Joe Lopano Hillsborough Co. Aviation Authority A. County Greenways & Tampa Greenways
Commissioner Rick A. Lott City of Plant City B. Regional Multi-Use Trails Committee
Commissioner Lesley “Les” Miller, Jr. Hillsborough County C. Other Updates
Councilwoman Lisa Montelione V. Action Items City of Tampa
Commissioner Sandra Murman A. Tampa Walk/Bike Plan, Phase II-(W.T. Bowman)
Hillsborough County Unincorporated Hillsborough Pedestrian and Bicycle B. Steve Polzin HART High Crash Areas Strategic Plan–(Domingo Noreiga)
Councilman Mike Suarez City of Tampa VI. Status Reports
Joseph Waggoner A. Bicycle Map Group Work (BPAC Members) Expressway Authority
Richard Wainio Tampa Port Authority
Bowen Arnold (Ex-Officio) VII. Old Business & New Business The Planning Commission VIII. Adjournment
Ramond A. Chiaramonte, AICP Next Meeting: July 11, 2012 Executive Director
Hillsborough County Metropolitan Planning Organization The full agenda packet is available on the MPO’s P.O. Box 1110 601 E. Kennedy, 18th Floor website, www.hillsboroughmpo.org, or by calling 272-5940. Tampa, Florida 33601-1110 P 813/272-5940 F 813/301-7172 In accordance with Title VI of the Civil Rights Act of 1964 and other http:\\ www.hillsboroughmpo.org e-mail: [email protected] nondiscrimination laws, public participation is solicited without regard to race, color, national origin, age, sex, religion, disability or family status.
Cooperative Comprehensive Multi-Modal Transportation Planning for Hillsborough County, Florida
IX. Addendum
A. FDOT Response to 40th Street Road Diet B. Article: Sustainability in Your Words C. Article: Why American Don’t Walk More
In accordance with Title 17 U.S.C. Section 107, the materials attached are provided here for research and educational purposes, and are distributed without profit to MPO Board members, MPO staff, or related committees or subcommittees the MPO supports. The MPO has no affiliation whatsoever with the originator of attached articles nor is the MPO endorsed or sponsored by the originator. Persons wishing to use copyrighted material for purposes of their own that go beyond ‘fair use’ must first obtain permission from the copyright owner.
Cooperative Comprehensive Multi-Modal Transportation Planning for Hillsborough County, Florida
HILLSBOROUGH COUNTY BICYCLE/PEDESTRIAN ADVISORY COMMITTEE COUNTY CENTER BUILDING 601 E. KENNEDY BLVD.
MEETING OF MAY 9, 2012
MINUTES
I. CALL TO ORDER The meeting was called to order by Jim Shirk at 5:30 p.m.
Members Present: Chris Bridges, Ed Hillsman, Jay Collins, James Fogarty, John Marsh, Alan Snel, JoAnna Swindell, Amber Lee, Karla Price, Richard Johnson, Pat Shuck, Jim Shirk and Alain Watson.
Others Present: Michele Ogilvie, Richard Clarendon, Wally Blain- MPO staff, Michael Schwaid, Lori Marable
Excused: Tina Russo and Brian Eckman.
II. PUBLIC INPUT Michael Schwaid addressed the committee. He encouraged the BPAC that as part of May as the National Bike month, to join the National Bike Challenge (http://www.endomondo.com/campaign/national). He shared a video of his morning commute on Linebaugh, complementing polite drivers.
III. APPROVAL OF MINUTES. James Foggarty noted that he did not attend the April meeting and asked that the minutes be amended to reflect this. The minutes were approved with this amendment. (Watson-Snel). Motion carried unanimously.
IV. MEMBERS INTERESTS/ ANNOUNCEMENTS County Greenways and Trails: Michele Ogilvie reported that a meeting was held on May 8th and that members in attendance were supportive of the By PassCanal feasibility study. She reported that Tampa along with FDOT will soon begin work on a trail connecting Westshore and West Tampa along with the widening of I-275. Community Traffic Safety Team: It was noted that with the retirement of Gary Tait this item should be removed from the agenda until a replacement is found. Regional Trails: No report. Other Updates: Alan Snel asked to discuss the proposed Friendship Trail Bridge as a linear park. See New Business.
Action Items: A. Transportation Improvement Program Mr. Wally Blain, MPO staff, Mr. Wally Blain stated that the TIP is a compilation of transportation projects currently programmed to be implemented over the next 5 years by various agencies and municipalities in Hillsborough County. MPO’s are required to update their TIP every year under current state statutes. The document also includes total project cost for all phases of a project. It is reviewed by Federal Agencies when issuing federal grants. A 10-day public notice will be placed in the local newspapers on May 25, 2012 with a public hearing scheduled for the June 5th MPO meeting.
Members discussed the timing of the bike lane project along Bayshore Blvd. John Marsh reported to the committee the issue of trying to balance the interests between tree preservation and bicycle transportation.
Members expressed an interest in providing a Cypress corridor on Cypress street. It was recommended that in the interim signage be used to direct travelers, creating a bicycle boulevard.
Motion: The BPAC approved the proposed program and forwarded it to the MPO Board for approval (Collins-Marsh). Motion carried unanimously.
B. Public Participation Plan Amendments Mr. Rich Clarendon stated that the purpose of the Public Participation Plan is to inform, engage, foster dialogue and collaborate with the public on transportation issues. The reason the staff is amending the plan is to address recommendations from the Measures of Effectiveness and MPO Certification. It is also used in preparing for the MPO’s 2040 Update.
Proposed changes to the plan include: Reducing the public notice and review period for LRTP amendments from 30 to 15 days, with one advertisement (note that LRTP adoptions will still need a 30-day review period and two advertisements); advertising public hearings and workshops as classifieds instead of legal ads; defining a collaborative public engagement process for corridor and sub-area plans prepared by the MPO; collaborating with other partners to jointly promote and seek input for related plans and purposes; making more use of social networking to spread the word about MPO plans, foster an exchange of views, capture and analyze posts and tweets; utilizing new tools such as mobile apps and “Web 2.0” technology to attract public interest, expand the MPO’s outreach, foster a better understanding and stimulate ideas from the public.
Members suggested using other publication sources such as the Oracle to increased participation.
Motion: The BPAC approved the amendments and forwarded it to the MPO Board for approval (Collins-Fogarty). Motion carried unanimously.
PRESENTATIONS/STATUS REPORTS A. Air Pollution Monitoring Near Roadways: Alain Watson of EPC stated that May is Clean Air Month. The exposure to air pollution can lead to serious respiratory and cardiovascular conditions. The most vulnerable groups are the elderly, the very young and those with existing respiratory conditions. The Environmental Protection Agency has established standards for the emissions of air pollutants with the goal to better protect public health. Locally, EPC monitors for those pollutants through a network of air monitors strategically located across the county. Of the 6 pollutants, we are failing to meet the federal standards for sulfur dioxide, and lead.
The committee thanked and complemented Mr. Watson for his presentation.
B. Bicycle Suitability Map Update: Data Options: Wally Blain, MPO staff reminded the committee of their input at their November meeting, on how data should be collected to be useful to the update of the Bicycle Suitability map. He reported on the history of the map from 2006 to present.
The committee made the following recommendations: 1. There is a LOS but no outcomes. Please think about who the audience is 2. More information on curbs or their absence 3. Simple language- say road not “arterial” , dangerous or not, safe or not 4. Roadway volume information is critical 5. Inventory what exists- lanes, sharrows to inform the user and give them choice 6. Crossings are important and should be addressed with information on traffic signals 7. Think about using the web, it gives more options to the user 8. Make smaller print runs to support the web and also keep the paper more current 9. The 2010 map is an inventory. Please think of the end user who wants to know, how do I get there? 10. Cyclists are very diverse, one size does not fit all 11. There are ways to get around, explore showing the complete routes maybe downtown to USF 12. Keep the paper map conservative and provide information 13. Show where you can cross rivers and roadways 14. Inventory heavy travel roads 15. Can we come to consensus on where we roads to stay away from? 16. Crossings that are scary, that would be cool 17. Memorial-red line it, stay away 18. Work towards an interactive map.
The committee thanked Mr. Blain for his help in getting this project updated.
VII. OLD BUSINESS and New Business Pat Shuck reported on Temple Terrace’s efforts to support bicycling including the installation of signs, bicycle lanes in the Raintree neighborhood and providing safety crossings at 56th and Whiteway.
Michele Ogilvie highlighted the information provided to the committee in their packet related to bicycle and pedestrian counts in the last decade.
Alan Snell introduced the initiative to reconstruct the Friendship Trail Bridge as a linear park connecting Hillsborough and Pinellas Counties. The work of the study group is led by Kevin Thurman and Ken Cowart and shows a path to preserving and enhancing this local treasure. The new vision for the Trail Bridge includes means of saving the bridge as a recreational resource and using it to provide a centerpiece for recreation and tourism in the Tampa Bay area. The business plan for the Trail Bridge is based on realistic assumptions and conservative approaches to funding and management, and the engineering details are realistic and well thought out.
MOTION: That a letter be sent in support of the Friendship Trail Bridge to the Board of County Commissioners, highlighting the connection offered to link Pinellas and Hillsborough County, the economic benefits of the bridge and the bicycle/pedestrian benefits. (Johnson-Hillsman). Motion carried unanimously.
IX. NEXT MEETING: June 13, 2012.
IX. ADJOURNMENT
There being no further business to discuss, the meeting was adjourned at 7:30 p.m.
Hillsborough Metropolitan Planning Organization
Board & Committee Agenda Item
Agenda Item: Tampa Walk Bike Plan, Phase II Presenter: W.T. Bowman, Tindale Oliver & Associates, MPO Consultant Summary: The City of Tampa and the Hillsborough MPO completed the first phase of the Tampa Walk Bike Plan to identify constructible bicycle and pedestrian infrastructure projects that can be built right away. The project is built on The City’s Comprehensive Plan and the MPO’s Long Range Transportation Plan (LRTP) and supporting planning studies. Phase I concentrated on the major activity centers of Downtown, Westshore and USF.
Phase II applies a similar methodology to identify projects in the remainder of the city. In addition to generally providing for a grid system of bicycle and pedestrian facilities, the following specific mobility goals are being addressed as part of this project:
• Cross-City north-south and east-west connections (such as Sligh, Waters and Armenia Avenues) including a connection from USF area to Downtown • Central Tampa (Green Artery Area) • Harbour Island to Downtown (outside of gated community) • Davis Islands connections to the Central Business District and Hyde Park • South Tampa to MacDill Air Force Base • Connections to East Tampa/40th St. • Connections to Tampa Greenways and Trails off-road facilities. • Connections to significant Hillsborough County and Temple Terrace bike facilities. • Connections to HART transfer centers and top 20 bus stops.
Similar to Tampa Walk-Bike Phase I, this study considers the following methods to provide bicycle and pedestrian facilities: • Sidewalk Construction • Provision of a side-path trail • Shifting travel lanes to provide a marked bike lane • Road diets • Shared lane arrows • Crosswalk and intersection safety enhancements • Enhancements to/prioritization of greenways and trails projects to address bicycle and pedestrian mobility needs.
The goal of these projects is to identify and evaluate the feasibility/constructability of projects that will enhance mobility/livability and can be prioritized within the City’s Capital Improvement Program (CIP) for funding.
Recommended Action: Approve the Tampa Walk Bike Plan II
Prepared By: Michele Ogilvie, MPO Staff Attachments: Tampa Walk Bike II Draft Report
Table of Contents Project Candidate 42 – Armenia Avenue from Sligh Avenue to Busch Boulevard ...... 35 Introduction ...... 3 Project Candidate 43 – Kirby Street from Armenia Avenue to N Boulevard ...... 35 Project Candidate 1 – Boundary Boulevard Corridor from Picnic Island Park to Interbay Boulevard ...... 4 Project Candidate 44 – Bird Street from Florida Avenue to Rowlett Park Drive ...... 36 Project Candidate 1A – Westshore Boulevard/Commerce Street from Gandy Boulevard to Picnic Island Park ...... 4 Project Candidate 45 – Waters Avenue from Florida Avenue to River Hills Drive ...... 37 Project Candidate 2 – Westshore Boulevard from Gandy Boulevard to Euclid Avenue ...... 5 Project Candidate 46 – 113th Ave./47th St. (Greco Softball Complex) from Whiteway Drive to 50th Street ...... 38 Project Candidate 3 – Manhattan Avenue from MacDill AFB to Henderson Boulevard ...... 6 Project Candidate 47 – Bruce B. Down Boulevard from Fowler Avenue to Fletcher Avenue ...... 39 Project Candidate 4 – Manhattan Avenue from San Jose Street to Morrison Avenue ...... 9 Project Candidate 48 – Davis Islands ...... 40 Project Candidate 5 – Henderson Boulevard from Manhattan Avenue to Kennedy Boulevard ...... 9 Project Candidate 49 – S Harbour Island Blvd/Franklin St from Knights Run Ave to Greco Plaza ...... 42 Project Candidate 6 – Church Avenue from Euclid Avenue to Kennedy Boulevard ...... 10 Project Candidate 50 – Beneficial Drive from Knights Run Avenue to Channelside Drive ...... 43 Project Candidate 7 – Himes Avenue from Gadsden Park to Crosstown Expressway ...... 10 Potential Complete Street Projects ...... 45 Project Candidate 8 – Everett Avenue Easement Corridor ...... 11 Project Candidate 9 – Mango Avenue Corridor ...... 13 Maps Project Candidate 10 Oklahoma Avenue/Wyoming Avenue Corridor ...... 14 – Map 1: Phase I Projects ...... 3 Project Candidate 11 Pearl Ave/Ballast Point Blvd from Westshore Boulevard to Interbay Blvd ...... 14 – Map 2: Phase II Projects ...... 46 Project Candidate 12 Euclid Avenue from Westshore Boulevard to Bayshore Boulevard ...... 15 – Map 3 : Projects by Type ...... 47 Project Candidate 13 El Prado Boulevard from Beach Drive to Bayshore Boulevard ...... 15 – Map 4: Projects by Type - South Tampa ...... 48 Project Candidate 14 Bay to Bay Boulevard from Manhattan Avenue to Bayshore Boulevard ...... 18 – Map 5: Projects by Type - North Tampa ...... 49 Project Candidate 15 San Jose Street/Palmira Avenue Corridor ...... 18 – Map 6 : Interaction with Transit Facilities ...... 50 Project Candidate 16 Neptune Street from Manhattan Avenue to Frankland Road ...... 18 – Map 7 : Interaction with Greenways and Trails System ...... 51 Project Candidate 17 Rome Avenue/Snow Avenue from Bayshore Boulevard to Swann Avenue ...... 19 – Project Candidate 18 – Swann Avenue/De Leon Street Corridor ...... 19 Project Candidate 19 – Armenia Ave./Howard Ave. from Tampa Bay Blvd. to Swann Ave ...... 20 Tables Project Candidate 20 – Tampa Bay Boulevard from Dale Mabry Highway to Armenia Avenue ...... 23 Table 1: Project Candidate 1 Cross Section ...... 4 Project Candidate 21 – Rome Avenue Corridor ...... 23 Table 2: Project Candidate 1A Cross Section ...... 4 Project Candidate 22 – Wishart Blvd/Lee Pl/N Rivershore Dr/Powhatan Ave from Rome Ave to Rome Ave ...... 25 Table 3: Project Candidate 2 Cross Section ...... 5 Project Candidate 23 – Central Avenue Corridor from Columbus Drive to Broad Street ...... 25 Table 4: Project Candidate 3 Cross Section ...... 6 Project Candidate 24 – Broad Street/Park Cir/Park Dr from Florida Avenue to 22nd Street Park ...... 26 Table 5: Project Candidate 4 Cross Section ...... 9 Project Candidate 25 – 14th Street/15th Street/Nuccio Parkway Corridor ...... 27 Table 6: Project Candidate 5 Cross Section ...... 9 Project Candidate 26 – 21st Street/22nd Street from Adamo Drive to 22nd Street Park ...... 27 Table 7: Henderson Boulevard Lane Diet Segment Traffic Data ...... 9 Project Candidate 27 – 34th Street from McKay Bay Nature Park to Osborne Avenue ...... 28 Table 8: Project Candidate 6 Cross Section ...... 10 Project Candidate 28 – 40th Street/McKinley Drive from Adamo Drive to Fowler Avenue ...... 29 Table 9: Project Candidate 7 Cross Section ...... 10 Project Candidate 29 – 7th Avenue from 21st Street to 50th Street ...... 29 Table 10: Project Candidate 9 Cross Section ...... 13 Project Candidate 30 – Columbus Drive & 17th Ave./18th Ave./19th Ave. from 14th Street to 40th Street ...... 30 Table 11: Project Candidate 10 Cross Section ...... 14 Project Candidate 31 – Osborne Avenue from N Boulevard to 40th Street ...... 30 Table 12: Project Candidate 11 Cross Section ...... 14 Project Candidate 32 – Hillsborough Avenue from Benjamin Road to Central Avenue ...... 30 Table 13: Project Candidate 12 Cross Section ...... 15 Project Candidate 33 – Hanna Avenue from Central Avenue to 40th Street ...... 30 Table 14: Project Candidate 13 Cross Section ...... 15 Project Candidate 34 – Sligh Avenue from 22nd Street to Rowlett Park Drive ...... 31 Table 15: El Prado Boulevard Lane Diet Segment Traffic Data ...... 15 Project Candidate 35 – Rowlett Park Drive from Sligh Avenue to 22nd Street ...... 32 Table 16: Project Candidate 14 Cross Section ...... 18 Project Candidate 36 – Yukon Street/River Hills Drive Corridor ...... 32 Table 17: Bay to Bay Boulevard Lane Diet Segment Traffic Data ...... 18 Project Candidate 37 – Rowlett Park Trail ...... 33 Table 18: Project Candidate 15 Cross Section ...... 18 Project Candidate 38 – Yukon Street from N Boulevard to River Hills Drive ...... 34 Table 19: Project Candidate 16 Cross Section ...... 18 Project Candidate 39 – 30th Street from Hanna Avenue to Rogers Park ...... 34 Table 20: Project Candidate 17 Cross Section ...... 19 Project Candidate 40 – 30th Street from Yukon Street to Busch Boulevard ...... 35 Table 21: Project Candidate 18 Cross Section ...... 19 Project Candidate 41 – Parcel north of Railroad Tracks from Rowlett Park Drive to 30th Street ...... 35
Phase II – Draft Report 1 City of Tampa Walk-Bike Plan April 2012 Table 22: Project Candidate 19 Cross Section ...... 20 Figure 7: School Board Parcel Bicycle/Pedestrian Pathway ...... 12 Table 23: Project Candidate 20 Cross Section ...... 23 Figure 8: City of Tampa ROW/Tanker Way Bicycle/Pedestrian Pathway ...... 12 Table 24: Project Candidate 21 Cross Section ...... 23 Figure 9: Mango Avenue Bicycle/Pedestrian Pathway ...... 13 Table 25: Project Candidate 22 Cross Section ...... 25 Figure 10: El Prado Blvd Lane Diet – Beach Drive to Westshore Blvd ...... 16 Table 26: Project Candidate 23 Cross Section ...... 25 Figure 11: El Prado Blvd Lane Diet –Westshore Blvd to Manhattan Ave and Lois Ave to MacDill Ave ...... 17 Table 27: Project Candidate 24 Cross Section ...... 26 Figure 12: El Prado Blvd Lane Diet – Manhattan Ave to Lois Ave ...... 17 Table 28: Project Candidate 25 Cross Section ...... 27 Figure 13: Armenia Avenue at I-275 Concept ...... 21 Table 29: Project Candidate 26 Cross Section ...... 27 Figure 14: Howard Avenue Bike Lane – Ivy Street to Braddock Street ...... 22 Table 30: Project Candidate 27 Cross Section ...... 28 Figure 15: Long Term Florida Avenue Reconstruction Option ...... 24 Table 31: 34th Street Lane Diet Segment Traffic Data ...... 28 Figure 16: Pedestrian Bridge – 22nd Street Park to Mulberry Drive ...... 26 Table 32: Project Candidate 28 Cross Section ...... 29 Figure 17: 34th Street Lane Diet – Dr. MLK Jr. Blvd to Lake Avenue ...... 28 Table 33: 40th Street 2010 AADT Traffic Reports ...... 29 Figure 18: Sligh Avenue from 22nd Street to Rowlett Park Drive Recommendation ...... 31 Table 34: Project Candidate 29 Cross Section ...... 29 Figure 19: Existing Rowlett Park Drive Bridge ...... 32 Table 35: 7th Avenue Lane Diet Segment Traffic Data ...... 29 Figure 20: Rowlett Park Trail Improvement Concept ...... 33 Table 36: Project Candidate 30 Cross Section ...... 30 Figure 21: Yukon Street Pedestrian Railroad Crossing ...... 34 Table 37: Project Candidate 31 Cross Section ...... 30 Figure 22: Concept Sketch of Bird Street Recommendations ...... 37 Table 38: Project Candidate 32 Cross Section ...... 30 Figure 23: Greco Softball Complex Improvements ...... 38 Table 39: Project Candidate 33 Cross Section ...... 30 Figure 24: Bruce B. Downs Sidewalk – Fowler Avenue to Pine Drive ...... 39 Table 40: Project Candidate 34 Cross Section ...... 31 Figure 25: Davis Island Proposed Improvements – 35-foot Roadway Section ...... 41 Table 41: Project Candidate 35 Cross Section ...... 32 Figure 26: Davis Island Proposed Improvements – 45-foot Roadway Section ...... 41 Table 42: Project Candidate 36 Cross Section ...... 32 Figure 27: Davis Island Proposed Improvements – 55-foot Roadway Section ...... 42 Table 43: Project Candidate 38 Cross Section ...... 34 Figure 28: Beneficial Drive Bridge ...... 43 Table 44: Project Candidate 39 Cross Section ...... 34 Figure 29: Beneficial Drive at Channelside Drive Long Term Improvements ...... 44 Table 45: Project Candidate 40 Cross Section ...... 35 Table 46: Project Candidate 42 Cross Section ...... 35 Table 47: Project Candidate 43 Cross Section ...... 35 Acronyms Table 48: Project Candidate 44 Cross Section ...... 36 MPO – Metropolitan planning organization Table 49: Bird Street Lane Diet Segment Traffic Data ...... 36 LRTP – Long range transportation plan Table 50: Project Candidate 45 Cross Section ...... 37 CBD – Central business district Table 51: Waters Avenue Lane Diet Segment Traffic Data ...... 37 AFB – Air force base Table 52: Project Candidate 46 Cross Section ...... 38 COT – City of Tampa Table 53: Project Candidate 48 Cross Section ...... 40 Hart – Hillsborough Area Regional Transit Table 54: Project Candidate 49 Cross Section ...... 42 RRFB – Rectangular rapid flashing beacon Table 55: Project Candidate 50 Cross Section ...... 43 CIP – Capital improvement program Table 56: Potential Complete Street Projects ...... 45 TWLTL – Two-way left turn lane ROW – Right of way MUTCD – Manual on Uniform Traffic Control Devices Figures HECW – High emphasis crosswalk Figure 1: Westshore Blvd Sidepath from Gandy Blvd to Euclid Ave ...... 5 AASHTO – American Association of State Highway and Transportation Officials Figure 2: Manhattan Ave Sidepath Connection to MacDIll Ave ...... 7 AADT – Annual average daily traffic Figure 3: Manhattan Ave Restriping - El Prado Blvd to Henderson Blvd ...... 8 TMC – Turning movement count Figure 4: Sidewalk gap crossing Bay to Bay Boulevard (looking north) ...... 8 FDOT – Florida Department of Transportation Figure 5: Sidewalk gap crossing Manhattan Avenue (looking north) ...... 8 TECO – Tampa Electric Company Figure 6: Everett Avenue Easement – Bicycle/Pedestrian Pathway Concept ...... 11 HAWK – High Intensity Activated Crosswalk
Phase II – Draft Report 2 City of Tampa Walk-Bike Plan April 2012 Introduction
In 2009, the City of Tampa updated its Comprehensive Plan to encourage growth within Tampa’s three core “Business Centers” (Downtown, Westshore, University of South Florida–USF), along major transit corridors and within designated “Mixed Use Corridors and Villages.” To serve the mobility needs of existing and future residents and businesses in these areas and implement the Hillsborough County Metropolitan Planning Organization’s (MPO) 2035 Long Range Transportation Plan (LRTP), it was necessary to identify and prioritize feasible bicycle and pedestrian projects and put a plan in place to get those projects completed. In 2011, to facilitate this effort, the Hillsborough County MPO and the City of Tampa requested a study to develop and prioritize pedestrian and bicycle improvement projects in the three business centers. The Walk-Bike Phase I plan succeeded in this effort, and the City has begun to program projects identified in the Walk-Bike Phase I analysis. Beyond the three business centers, the City of Tampa wants to continue to facilitate the mobility needs of all residents of Tampa. Therefore, Walk-Bike Phase II was commissioned for study. Phase II of this study incorporated a more “city-wide” Walk-Bike review with a specific goal to address: Cross-city North-South and East-West (Sligh, Waters and Armenia Avenues) connections including a connection from USF area to Downtown Central Tampa (Green Artery Area) Harbour Island to Downtown (outside of gated community) Davis Islands connections to Central Business District (CBD) and Hyde Park South Tampa to MacDill Air Force Base (AFB). Connections to East Tampa/40th St. Connections to City of Tampa (COT) Greenways and Trails off-road facilities. Connections to significant Hillsborough County and Temple Terrace bike facilities. Connections to Hillsborough Area Regional Transit (HART) transfer centers and top 20 bus stops.
This study primarily focused the following methods to provide bicycle and pedestrian facilities: Sidewalk construction Provision of a side-path trail Modifying lane widths to provide for bike lanes or wide outside lanes Road diets Shared lane markings Crosswalk and intersection safety enhancements (Rectangular Rapid Flashing Beacon (RRFB) and mid block crossings) Enhancements to/prioritization of greenways and trails projects to address bicycle and pedestrian needs
The goal of these projects is to identify and evaluate the feasibility/constructability of projects that will enhance mobility/livability and can be prioritized within the City’s Capital Improvement Program (CIP) for funding.
Map 1 shows the Phase I study area and identified projects. The focus of Phase II will be on the priorities stated above to connect these three business centers with the rest of the city.
Map 1: Phase I Projects
Phase II – Draft Report 3 City of Tampa Walk-Bike Plan April 2012 Project Candidate 1 – Boundary Boulevard Corridor from Picnic Island Park to Interbay Boulevard Interbay Boulevard/Commerce Street to Dolphin Pointe Apartments Circle
SB/EB NB/WB Along this section, the approximate pavement width is 36-feet, 2 travel lanes and a two way left turn lane (TWLTL), with Section Median/ On From To Drainage Travel Travel Drainage curb and gutter. There is not sufficient right-of-way (ROW) to widen for bike lanes. The speed limit is 30 mph on Commerce Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Street south of Interbay Boulevard. Commerce Street becomes Westshore Boulevard at Interbay. From Interbay Boulevard Boundary Blvd Picnic Island Interbay Blvd 2U Rural - 9 - 9 - Rural to Dolphin Pointe Apartments Circle, the posted speed limit is 40 mph. An analysis should be performed to determine the viability of decreasing the posted speed limit to 35 mph from Interbay Boulevard to Dolphin Pointe Apartments Circle. Table 1: Project Candidate 1 Cross Section Should the speed limit be reduced, the entire segment would meet the recommended speed requirement of the Manual on Uniform Traffic Control Devices (MUTCD) for the installation of shared lane markings. This is a proposed sidepath corridor on the City’s Greenways and Trails plan. The proposed sidepath would run adjacent to Manhattan Avenue from Interbay Boulevard to Richardson Avenue, then west and south on Richardson At the intersection of Westshore Boulevard and Interbay Boulevard, install high emphasis crosswalk markings (HECW). Avenue and Wall Street and connect to Boundary Avenue. The proposed corridor would then follow Boundary Boulevard until it terminates. The proposed sidepath would then follow an easement to Commerce Street. The Dolphin Pointe Apartments Circle to Gandy Boulevard sidepath would then run adjacent to Commerce Street to Picnic Island Park. The segment along the easement from Boundary Boulevard to Commerce Street would proceed through Picnic Island Creek and would require fill and/or On Westshore Boulevard for this section, the posted speed limit is 45 mph. This segment has pavement widths of drainage improvements. The alternative route discussed, below, in project candidate 1A may provide a more cost approximately 34-40-feet (2 travel lanes, a TWLTL, and portions with 3-4-foot paved shoulders). Intermittent median islands feasible option in the short term. exist throughout the segment.
Project Candidate 1A – Westshore Boulevard/Commerce Street from Gandy Boulevard to Picnic Island Park The 45 mph speed limit is not suitable for installation of shared lane markings. Reduction of the posted speed to 35 mph could allow for shared lane marking installation. Recent installation of isolated median islands eliminates the possibility of SB/EB NB/WB Section Median/ bike lanes, as the pavement width in each direction is 11-feet in the vicinity of the islands. In the short term, reduce the On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk speed limit to 35 mph and install shared lane markings or at a minimum, install “Share the Road” signage. For the long term Type Lane Lane Type consider reworking the section to accommodate bike lanes. Commerce Boulevard Picnic Island Park Kissimmee St 2U Rural - 12 - 12 - Rural Commerce Boulevard Kissimmee St Interbay Blvd 2U Urban 5 12 - 12 - Rural Dolphin Pointe Westshore Blvd Interbay Blvd 3D Urban 5 12 12 12 5 Urban Apartments Cir Dolphin Pointe Westshore Blvd Gandy Blvd 3D Rural 5 12 10-12 12 5 Rural Apartments Cir
Table 2: Project Candidate 1A Cross Section
Picnic Island Park to Interbay Boulevard/Commerce Street
The posted speed limit along Commerce Street is 30 mph. The Picnic Island Boulevard speed limit is 30 mph north of the railroad tracks and 15 mph south of the tracks. A ditch and railroad tracks exist parallel to Commerce Street. Port Tampa is north of Picnic Island Park with truck traffic using Commerce Street.
Install shared lane markings and share the road bicycle signs. Coordinate with future planned Picnic Island trail on the City’s Greenways and Trails Master Plan.
Phase II – Draft Report 4 City of Tampa Walk-Bike Plan April 2012 Project Candidate 2 – Westshore Boulevard from Gandy Boulevard to Euclid Avenue
SB NB Travel Lane Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Westhore Blvd Gandy Blvd Euclid Ave 2U Rural - 12 - 12 5 Rural
Table 3: Project Candidate 2 Cross Section
The posted speed limit of this 2-lane undivided roadway segment is 35 mph. The adjacent land uses are primarily residential with commercial uses near the intersections with Euclid Avenue and Gandy Boulevard. Adequate ROW exists on both sides of Westshore Boulevard for construction of a sidepath. The west side is preferred as there are fewer trees and fewer residential driveways than the east side. Drainage modifications to inlets at intersections may be needed. Piping of the swale on the west side of Westshore between Bay Villa Avenue and Bay Vista Avenue may be needed. The pedestrian bridge over the canal south of Euclid Avenue could also be widened or the canal filled in for a crossing. Further review of this aspect of the design is necessary. Figure 1 shows a sketch of the proposed improvements.
With redevelopment of the Georgetown Apartments site, it is anticipated that Westshore Boulevard will be widened to accommodate turn lanes. With this project, bike lanes should also be considered.
Figure 1: Westshore Blvd Sidepath from Gandy Blvd to Euclid Ave
Phase II – Draft Report 5 City of Tampa Walk-Bike Plan April 2012 Project Candidate 3 – Manhattan Avenue from MacDill AFB to Henderson Boulevard Price Avenue to Gandy Boulevard
From Price Avenue to Gandy Boulevard, the swale ends and curb and gutter picks up. In this section, from Price Avenue to SB NB Section Median/ McElroy Avenue, an adequate buffer exists between the back of curb and the sidewalk for continuation of the sidepath. A On From To Drainage Sidewalk/ Bike Outside Inside Inside Outside Bike Sidewalk/ Drainage Type TWLTL Type Sidepath Lane Lane Lane Lane Lane Lane Sidepath Type marked crossing near McElroy Avenue and shared lane markings from McElroy Avenue to Gandy on both sides of Manhattan
Manhattan Ave Interbay Blvd W Bay Ave 2U Rural 5 - 12 -- -12 - 12 Rural Avenue could facilitate the transition through the Gandy Boulevard intersection to the existing bike lanes on Manhattan Manhattan Ave W Bay Ave W Iowa Ave 2U Rural 5 - 12 -- -12 - - Rural Avenue north of Gandy Boulevard. Lane widths from McElroy Avenue to Gandy Boulevard are nine to nine and a half feet Manhattan Ave W Iowa Ave Legacy Park Dr 2U Rural 12 - 12 -- -12 - 5 Rural Manhattan Ave Legacy Park Dr Price Ave 2U Rural 5 - 12 -- -12 - - Rural and there is not adequate ROW to facilitate a widening, thus bike lanes are not feasible. Manhattan Ave Price Ave Gandy Blvd 4D Urban 6.5 - 9 9 Variable 9.5 9.5 - - Urban Manhattan Ave Gandy Blvd El Prado Blvd 4D Urban 5 5 11 11 17.5 11 11 5 7 Urban Manhattan Ave El Prado Blvd Henderson Blvd 4D Urban 5 - 11 11 13 11 11 - 5 Urban For all new sidestreet/sidepath crossings, upgrade or install high emphasis crosswalk markings (HECW) markings.
Table 4: Project Candidate 3 Cross Section
Manhattan Avenue from MacDill AFB to Gandy Boulevard is a 2-lane undivided roadway with traffic signals at Interbay Boulevard and Gandy Boulevard. North of Gandy Boulevard to Henderson Boulevard, Manhattan Avenue is a 4-lane divided roadway. The speed limit is 35 mph south of Gandy Boulevard and 45 mph north of Gandy Boulevard.
Interbay Boulevard to W Bay Avenue
A sidepath exists along the east side of Manhattan Avenue from Interbay Boulevard to W Bay Avenue. Just south of W Bay Avenue a marked crossing exists from the sidepath on the east to a sidewalk on the west side of Manhattan Avenue. It is recommended that a HECW be installed on the east leg of the Manhattan Avenue/Interbay Boulevard intersection. In the southeast quadrant of this intersection, the City of Tampa owns the two parcels fronting Interbay Boulevard between Manhattan Avenue and Tanker Way. Construct a 12-foot path from the southeast corner of the intersection, through the two parcels, to Tanker Way. Figure 2 illustrates this concept.
W Bay Avenue to W Iowa Avenue
A sidewalk runs along the west side of Manhattan Avenue from Bay Avenue to W Iowa Avenue. There is a railroad crossing for the sidewalk. This sidewalk should be widened/replaced with a 12-foot wide sidepath and the rail crossing should be improved.
W Iowa Avenue to Legacy Park Drive
North of W Iowa Avenue to Legacy Park Drive a sidepath exists on the west side
Legacy Park Drive to Price Avenue
The 5-foot sidewalk along the west side of Manhattan from Legacy Park Drive to Price Avenue should be replaced with a 12-foot sidepath. The rail crossing just south of W Tyson Avenue should be improved. Minor drainage improvements may be needed to facilitate the construction of the sidepath as a shallow swale and inlets exist near some intersections.
Phase II – Draft Report 6 City of Tampa Walk-Bike Plan April 2012 Gandy Boulevard to El Prado Boulevard
Manhattan Avenue from Gandy Boulevard to El Prado Boulevard is a 5-lane section (4 lanes divided with a TWLTL) and an existing bike lane. Within this section, all pedestrian crossings should be upgraded to HECW. Note, there is an existing pedestrian signal south of W Fair Oaks Avenue.
El Prado Boulevard to Henderson Boulevard
Based on field cross sections obtained, this section of Manhattan Avenue has an existing pavement width ranging from 56.3 to 56.7-feet. The gutter pan is 1.75-feet wide and the curb is 0.5-feet wide. The posted speed limit is 40 mph, 5 mph above the MUTCD suggested speed for shared lane markings. Widening is not desirable as there are trees and power poles between the back of curb and sidewalk on both sides of the roadway. The roadway could be restriped to a 3/10/10/10/10/10/3 foot lane width configuration, with 10-feet being the minimum American Association of State Highway and Transportation Officials (AASHTO) recommended lane widths for urban areas. Figure 3 illustrates this concept. This configuration will provide for 3-foot paved unmarked bike lanes. A secondary option would be to restripe the roadway to 13/10/10/10/13 foot lane width configuration and provide “Share the Road” signage with the wide outside lanes. In conjunction with this, a detailed study should be undertaken to determine if 40 mph is the proper suggested speed limit. If the speed limit were reduced to 35 mph, the application of shared lane markings, in conjunction with the wide outside lanes, would be appropriate.
Consideration should also be given by the City to the paving of the 1.75-foot gutter pan on each side and/or the use of Type A, D, E, or F curb. This could allow approximately 12-foot lanes with shared lane markings or approximately 10.5-foot lanes with designated 4-foot bike lanes.
Project Candidate 3 (Alt) – Hesperides St./Sierra Cir./Schiller St./Henderson Blvd. from Euclid Ave. to San Jose St.
As a parallel corridor to Manhattan Avenue from El Prado to Henderson Boulevard, this corridor could be a substitute for that segment should that portion of Manhattan Avenue be found unfeasible. The corridor is mainly comprised of 2-lane undivided roads with total pavement widths of 20-25-feet. South of Bay to Bay Boulevard the speed limit is 25 mph. North of Bay to Bay Boulevard the speed limit is 30 mph. The corridor winds through residential neighborhoods to the east of Manhattan Avenue. Install shared lane markings and enhance crossings at El Prado Boulevard and Bay to Bay Boulevard.
Figure 2: Manhattan Ave Sidepath Connection to MacDIll Ave
Phase II – Draft Report 7 City of Tampa Walk-Bike Plan April 2012
Throughout this segment, update and install truncated domes on ramps. Upgrade the crosswalks within the segment to HECW. A sidewalk gap exists on the southeast corner of the signalized intersection of Manhattan Avenue at Bay to Bay Boulevard. Pedestrian ramps, sidewalk, and pedestrian signals could be installed to facilitate more accessible crossing of the south and east legs of the intersection. This project should be considered with any upgrades to this traffic signal. Figure 4 and Figure 5 illustrate the gaps.
East leg (south side) sidewalk terminates.
Figure 4: Sidewalk gap crossing Bay to Bay Boulevard (looking north)
South leg (east side) sidewalk terminates.
Figure 5: Sidewalk gap crossing Manhattan Avenue (looking north)
Figure 3: Manhattan Ave Restriping - El Prado Blvd to Henderson Blvd
Phase II – Draft Report 8 City of Tampa Walk-Bike Plan April 2012 Project Candidate 4 – Manhattan Avenue from San Jose Street to Morrison Avenue obtained for the major intersections (Manhattan Ave, Dale Mabry Hwy, Himes Ave, and Kennedy Ave). The study should determine the viability to convert this 4-lane undivided section into a 3-lane section (1 travel lane in each direction, and a SB NB two way left turn lane) with bike lanes. Section Median/ On From To Drainage Sidewalk/ Travel Travel Sidewalk/ Drainage Type TWLTL Type Sidepath Lane Lane Sidepath Type
Manhattan Ave San Jose St Morrison Ave 2U Rural - 11 - 11 5 Rural
Table 5: Project Candidate 4 Cross Section
Manhattan Avenue, from San Jose Street to Morrison Avenue, is a 2-lane undivided roadway with a posted speed limit of 25 mph. Coleman Middle School and Mabry School border the east side of Manhattan Avenue between San Rafael Street and Neptune Street. Angled on-street parking exists serving a pool and a park along the east side of Manhattan Avenue between Estrella Street and Neptune Street.
The recommendation is to install shared lane markings through this segment. The angled parking adjacent to the right side of Manhattan Avenue from Estrella Street to Neptune Street could be converted to parallel parking to provide better interaction between motorists and bicyclists. However, a detailed parking study would be required, as parallel parking would reduce the number of available spaces.
Project Candidate 5 – Henderson Boulevard from Manhattan Avenue to Kennedy Boulevard
SB NB Section Median/ On From To Drainage Sidewalk/ Outside Inside Inside Outside Sidewalk/ Drainage Type TWLTL Type Sidepath Lane Lane Lane Lane Sidepath Type
Henderson Blvd Manhattan Ave Kennedy Blvd 4U Urban - 10 10 - 10 10 5 Urban
Table 6: Project Candidate 5 Cross Section
The typical section of Henderson Boulevard is a 4-lane undivided roadway with a total pavement width of 40-feet. The speed limit is 40 mph. There is limited ROW which could facilitate a widening for bike lanes. An alternative would be to investigate the potential to perform a road diet from Manhattan Avenue to Kennedy Boulevard. Table 7 shows the City’s volume data for the segments affected.
Existing Existing Maintenance Date of Existing LOS Existing Existing On From - To Road Daily AADT Link Status Responsibility Count D Capacity v/c LOS Type Volume Henderson Blvd Manhattan Ave(Church) to Dale Mabry Hwy COUNTY 4LU 12/17/07 18332 17627 17891 0.99 D CRITICAL Henderson Blvd Dale Mabry Hwy to Swann Ave STATE 4LU 10/26/10 18813 19003 31540 0.60 B NON-CRITICAL Henderson Blvd Swann Ave to Azeele St STATE 4LU 10/26/10 18813 19003 31540 0.60 B NON-CRITICAL
Table 7: Henderson Boulevard Lane Diet Segment Traffic Data
The Annual Average Daily Traffic (AADT) volumes are borderline for the consideration of a road diet. A detailed study would be required to determine the feasibility of a lane diet project. This study should particularly consider if the middle two travel lanes are operating as de facto left turn lanes. Turning movement counts (TMCs) should be
Phase II – Draft Report 9 City of Tampa Walk-Bike Plan April 2012 Project Candidate 6 – Church Avenue from Euclid Avenue to Kennedy Boulevard Gandy Boulevard to Crosstown Expressway
SB NB Bike lanes were recently installed. Upgrade to HECW at the Himes Avenue at Gandy Boulevard intersection. Section Median/ On From To Drainage Sidewalk/ Travel Travel Sidewalk/ Drainage Type TWLTL Type Sidepath Lane Lane Sidepath Type Crosstown Expressway to Himes Avenue Church Ave Euclid Ave Henderson Blvd 2U Urban 5 13 - 13 - Urban Church Ave Henderson Blvd Swann Ave 2U Rural 5 11 - 11 5 Rural There is ample pavement width along this section. Maintain a 2-lane divided section and install bike lanes. Church Ave Swann Ave Platt St 2U Rural 5 10 - 10 5 Rural Church Ave Platt St Kennedy Blvd 2U Rural - 10 - 10 - Rural
Table 8: Project Candidate 6 Cross Section
Church Avenue is a 2-lane undivided roadway. The posted speed is 25 mph from Euclid Avenue to Henderson Boulevard, 30 mph from Henderson Boulevard to Swann Avenue, and 25 mph from Swann Avenue to Kennedy Boulevard. Lane widths range from 10-13-feet throughout the corridor.
Install shared lane markings along entire corridor. Install/upgrade pedestrian crossings to HECW at Swann Avenue, Henderson Boulevard, Bay to Bay Boulevard, El Prado Boulevard, and Euclid Avenue intersections.
Project Candidate 7 – Himes Avenue from Gadsden Park to Crosstown Expressway
SB NB Section Median/ On From To Drainage Sidewalk/ Bike Travel Travel Bike Sidewalk/ Drainage Type TWLTL Type Sidepath Lane Lane Lane Lane Sidepath Type
Himes Ave Gadsden Park Interbay Blvd 2U Rural 5 - 10 - 10 - - Rural Himes Ave Interbay Blvd Bay Ave 2U Rural - - 10 - 10 - 5 Rural Himes Ave Bay Ave Gandy Blvd 2U Rural 5 - 12 - 12 - - Rural Crosstown Himes Ave Gandy Blvd 2D Urban 5 5 12 10 12 5 5 Urban Expressway
Table 9: Project Candidate 7 Cross Section
Gadsden Park to Gandy Boulevard
The speed limit is 25 mph from Gandy Boulevard to Interbay Boulevard and lane widths range from 10-12-feet. South of Interbay Boulevard the speed limit is 25 mph, speed bumps exist and lane widths are approximately 10- feet. Install shared lane markings along the segment. Install or upgrade to HECW along the entire corridor.
At Himes Avenue and Marcum St, reconstruct the sidewalk connecting to the Gadsden Park trail for a wider and straight connection. Use the Gadsden Park trail system as a connection to MacDill AFB. Add a connection from Gadsden Park trail to MacDill Avenue on the southeast corner of the park near the MacDill AFB gate and install bicycle signage to alert motorist to the presence of bicycles.
Phase II – Draft Report 10 City of Tampa Walk-Bike Plan April 2012 Project Candidate 8 – Everett Avenue Easement Corridor
The Everett Avenue Easement corridor was analyzed as it “parallels” the Interbay Boulevard corridor and satisfies a similar east-west connection in south Tampa. Interbay Boulevard bicycle/pedestrian improvements would require considerable improvements to the open drainage system that are likely to be costly. Additionally given the limited section, significant open drainage, and high truck volume, Interbay Boulevard is not an optimal east-west route for bicyclists and pedestrians on or adjacent to the roadway. Future Interbay Boulevard projects should consider incorporating bicycle/pedestrian improvements, particularly with any widening project.
Staunton Street from Sherrill Street to Westshore Boulevard
This segment has an existing 12-foot wide path within the residential neighborhood.
Westshore Boulevard from Staunton Street to Everett Avenue
The existing 12-foot wide path, discussed above, proceeds north at Westshore Boulevard, running along its westside, and terminates just south of Everett Avenue. This path should be continued north of Everett Avenue, where an enhanced crossing (RRFB) across Westshore Boulevard should be installed. The purpose of this extension and dedicated crossing is to provide a connection from the residential community, and existing shared use path, to the east-west corridor discussed below.
Easement along Everett Avenue from Westshore Boulevard to Manhattan Avenue
An easement exists along the continuation of Everett Avenue from Westshore Boulevard to Manhattan Avenue. Install a bicycle/pedestrian pathway, potentially with lighting, along this segment. The segment has a railroad crossing that would require crossing enhancements for the pathway. Figure 6 shows a concept sketch of a possible pathway along this easement.
The City of Tampa owns the parcel east of railroad tracks shown in Figure 6. It was bought from the United States in 2003 through the National Park Service to be used perpetually for park or recreational uses. Further investigation needs to be done on the parcel west of tracks, as no records exist on the Hillsborough County Property Appraiser’s website.
Easement along Everett Avenue from Manhattan Avenue to Lois Avenue
East of Manhattan Avenue and south of Rembrandt Drive is a Hillsborough County School Board parcel. The bicycle/pedestrian pathway could continue through this parcel along the canal if coordinated with the School Board.
Easement along Everett Avenue from Manhattan Avenue south to Tanker Way
Approximately 500-feet east of Manhattan Avenue, south of the canal, a City of Tampa easement begins along the east side of the park/wooded area that turns south and intersects Interbay Boulevard at Tanker Way. This easement is a potential off-road pathway to MacDill AFB, should the City choose to use it. Figure 7 and Figure 8 show the School Board and Tanker Way connector easements. Figure 6: Everett Avenue Easement – Bicycle/Pedestrian Pathway Concept
Phase II – Draft Report 11 City of Tampa Walk-Bike Plan April 2012
Figure 8: City of Tampa ROW/Tanker Way Bicycle/Pedestrian Pathway Figure 7: School Board Parcel Bicycle/Pedestrian Pathway
Phase II – Draft Report 12 City of Tampa Walk-Bike Plan April 2012 Project Candidate 9 – Mango Avenue Corridor
EB WB Section Median/ On From To Drainage Sidewalk/ Travel Travel Sidewalk/ Drainage Type TWLTL Type Sidepath Lane Lane Sidepath Type
Mango Ave Manhattan Ave Lois Ave 2U Rural 5 12 - 12 5 Rural Mango Ave Lois Ave Grady Ave 2U Urban 5 11 - 11 - Urban Mango Ave Grady Ave Church Ave 2U Rural 5 10 - 10 - Rural Mango Ave Church Ave Dale Mabry Hwy 2U Rural - 10 - 10 5 Rural Mango Ave Dale Mabry Hwy End of Pavement 2U Rural 5 9 - 9 - Rural Mango Ave Easement N/A Vacant Averill Ave MacDill Ave Bayshore Blvd 2U Rural - 10 - 10 - Rural
Table 10: Project Candidate 9 Cross Section
Mango Avenue from Manhattan Avenue to Dale Mabry Highway
Install shared lane markings. Speed bumps exist. Install HECW and/or RRFB at Dale Mabry crossing.
Mango Avenue Easement from Dale Mabry Highway to MacDill Avenue
An approximately 42-feet wide segment of “unused” Mango Avenue ROW exists from Dale Mabry Highway east to the Himes Avenue/Interbay Boulevard intersection. Install a bicycle/pedestrian pathway. Enhance Interbay Boulevard/Himes Avenue intersection with HECW and RRFB. Make the Interbay Boulevard/Himes Avenue crossing and continue with a pathway on the north side of Mango Avenue. Mango Avenue then turns to the south; however, vacant ROW continues to the east towards a City owned park/conservation parcel. Continue pathway through vacant ROW and onto owned parcel. Connect to MacDill Avenue/Averill Avenue intersection. On site we talked to a resident who owns the property south of the vacant Mango ROW and claims to own the vacant Mango ROW. A detailed property research would need to be undertaken in the early planning stages for this corridor. Figure 9 shows the proposed pathway.
Averill Avenue from MacDill Avenue to Bayshore Boulevard.
From MacDill Avenue to Bayshore Boulevard, the posted speed limit is 25 mph. Install shared lane markings. At the MacDill Avenue/Averill Avenue intersection install HECW and/or RRFB. Additionally, install HECW at Averill Avenue/Bayshore Boulevard intersection. Install sidewalk along both sides of Averill Avenue.
Figure 9: Mango Avenue Bicycle/Pedestrian Pathway
Phase II – Draft Report 13 City of Tampa Walk-Bike Plan April 2012 Project Candidate 10 – Oklahoma Avenue/Wyoming Avenue Corridor Project Candidate 11 – Pearl Ave/Ballast Point Blvd from Westshore Boulevard to Interbay Blvd
SB/WB NB/EB SB/WB NB/EB Section Median/ Section Median/ On From To Drainage Bike Outside Inside Inside Outside Bike Drainage On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Lane Lane Type Type Lane Lane Type Pearl Ave Westshore Blvd Trask St 2U Rural - - 10 -- -10 - - Rural Pearl Ave Trask St Manhattan Ave 2U Rural 5 - 10 -- -10 - - Rural Oklahoma Ave Westshore Blvd Railroad Tracks 2U Urban 4 12 - 11 4 Urban Pearl Ave Manhattan Ave Canal 2U Rural - - 10 -- -10 - 5 Rural Oklahoma Ave Railroad Tracks Dale Mabry Hwy 2U Urban - 11 - 10 5 Rural Pearl Ave Canal Dale Mabry Hwy 2U Urban 5 - 11 -- -11 - - Urban Oklahoma Ave Dale Mabry Hwy S. Sterling Ave 2U Urban 4 11 - 10 5 Rural Dale Mabry Hwy Pearl Ave Ballast Point Blvd 4D Urban 5 4 11 10 29 9 11 4 5 Urban Ballast Point Blvd Dale Mabry Hwy MacDill Ave 2U Rural - - 10 -- -10 - 5 Rural Oklahoma Ave S. Sterling Ave Himes Ave 2U Urban 11 - 10 - Rural Ballast Point Blvd MacDill Ave Quincy St 2U Rural 5 - 10 -- -10 - 5 Rural Himes Ave Oklahoma Ave Wyoming Ave 2U Rural 4 12 - 12 - Rural Ballast Point Blvd Quincy St Bayshore Blvd 2U Rural - - 10 -- -10 - 5 Rural Bayshore Blvd Ballast Point Blvd Lykes Court 2U Rural 5 - 11 -- -10 - - Rural Wyoming Ave Himes Ave MacDill Ave 2U Rural - 10 - 10 5 Rural Bayshore Blvd Lykes Court Bayshore Blvd/Interbay Blvd 2U Rural 5 - 11 -- -11 - 5 Rural
Table 11: Project Candidate 10 Cross Section Table 12: Project Candidate 11 Cross Section
Oklahoma Avenue from Westshore Boulevard to Himes Avenue Pearl Avenue Westshore Boulevard to Dale Mabry Highway
Within this segment, the posted speed limit is 25 mph. A railroad crossing exists west of Lois Avenue. Speed bumps This segment provides an east/west connection and intersects Dale Mabry Highway which has existing north/south bike exist between Church Avenue and Lois Avenue. The north leg of the Oklahoma Avenue at Dale Mabry Highway lanes. The posted speed limit on Pearl Avenue is 25 mph. Total pavement width of the 2-lane undivided roadway is intersection has no crosswalk or pedestrian signals. approximately 20-22-feet. It is recommended to install shared lane markings through this section and to install HECW and RRFB at the Pearl Ave/Westshore Blvd intersection. Install shared lane markings along entire segment. Install HECW at Manhattan Avenue, the west leg of Sterling Avenue, and Himes Avenue. Install HECW and pedestrian signals/pushbuttons on north leg of Dale Mabry Highway Dale Mabry Highway from Pearl Avenue to Ballast Point Boulevard at Oklahoma Avenue. Bike Lanes exist along Dale Mabry Highway. Install HECW and RRFB at intersection of Pearl Avenue and Dale Mabry Highway. Himes Avenue from Oklahoma Avenue to Wyoming Avenue Ballast Point Boulevard from Dale Mabry Highway to Bayshore Boulevard The posted speed limit is 25 mph. Install HECW at the Oklahoma Avenue and Himes Avenue intersection. Approximately 6 – 10-feet exists from the edge of pavement to the ROW line on the east side of Himes Avenue Along this section, install shared lane markings. There is an existing pedestrian signal on MacDill Avenue, south of Ballast where a sidepath could be constructed. Tampa Electric Company owns the parcel to the east of Himes Avenue and Point Boulevard. Relocate the pedestrian signal to the intersection. an easement for a sidepath could be possible with them. If a sidepath is not possible, shared lane markings are proposed on Himes Avenue which would provide the north/south connection from the Oklahoma Avenue corridor Bayshore Boulevard from Ballast Point Boulevard to Bayshore Boulevard/Interbay Boulevard to Wyoming Avenue. Install sidepath along west side of Bayshore Boulevard. Tie into the existing Interbay Boulevard/Bayshore Boulevard Wyoming Avenue from Himes Avenue to MacDill Avenue intersection crosswalk on the southwest corner. Upgrade the crossing to HECW markings.
The posted speed limit is 25 mph. A deep swale exists immediately north of Wyoming Avenue from Himes Avenue to Sheridan Road. Install shared lane markings along the segment and HECW at MacDill Avenue.
Phase II – Draft Report 14 City of Tampa Walk-Bike Plan April 2012 ALTERNATE Project Candidate 11 – Tyson Avenue/Ballast Point Boulevard Project Candidate 13 – El Prado Boulevard from Beach Drive to Bayshore Boulevard
As an alternate to the Pearl Avenue connection, consider the following: WB EB Section Median/ On On From To Drainage Outside Inside Inside Outside Drainage Type Sidewalk TWLTL Street Sidewalk Type Lane Lane Lane Lane Type Bridge Street from Gandy Boulevard to Tyson Avenue Parking El Prado Blvd Beach Dr Westshore Blvd 4D Urban 5 9 9 12 9 9 - 5 Urban El Prado Blvd Westshore Blvd S. Renellie Dr 4D Urban 5 10 10 10 10 10 - 5 Urban Bridge Street terminates at McElroy Avenue. This segment is on the parks plan as a continuation of Bridge Street to El Prado Blvd S. Renellie Dr Manhattan Ave 4D Urban - 10 10 10 10 10 - 5 Urban Tyson Avenue. El Prado Blvd Manhattan Ave Lois Ave 4D Rural - 20 10 10 10 20 - 5 Urban El Prado Blvd Lois Ave MacDill Ave 4D Urban - 10 10 10 10 10 - 5 Urban El Prado Blvd MacDill Ave Bayshore Blvd 2U Urban 5 - 11 --11 8 5 Urban Tyson Avenue from Bridge Street to Westshore Boulevard Table 14: Project Candidate 13 Cross Section This segment would tie into the future Bridge Street trail extension shown on the parks plan. Shared lane markings would designate the segment of Tyson Avenue from Bridge Street to Westshore Boulevard. Install HECW and RRFB El Prado Boulevard, particularly from Westshore Boulevard to MacDill Avenue, is a four-lane roadway that carries daily at the Tyson Ave/Westshore Blvd intersection. volumes approximately at 20-40% of capacity. Table 15 presents the AADT data for the studied segments. Given this level of traffic, El Prado appears to be a prime candidate for a lane diet project. As with most lane diets, a detailed analysis should be Tyson Avenue from Westshore Boulevard to Manhattan Avenue conducted to verify this assumption. Traffic counts and additional study are needed to design the bike lane interaction at the major intersections and how the lane reduction would impact the capacity of the major intersections. Each section is This is vacant ROW that may have been intended for future extension of Tyson Avenue to Westshore Boulevard. This discussed in further detail, below. segment runs along a railroad and an adjacent canal. Construct a bicycle/pedestrian pathway.
In order to improve pedestrian safety, upgrade to HECW along the entire corridor, particularly at the Westshore Boulevard, Tyson Avenue/Lois Avenue from Manhattan Avenue to Pearl Avenue Manhattan Avenue, and Dale Mabry Highway intersections.
Install shared lane markings. Consider installing shared lane markings on Lois Avenue north to Gandy Boulevard as Existing Existing Existing Date of Existing Existing well. On From - To Road Daily AADT LOS D Link Status Count v/c LOS Type Volume Capacity Pearl Avenue from Lois Avenue to Dale Mabry Highway El Prado Blvd Westshore Blvd to Manhattan Ave 5LU 03/26/08 4009 4176 23855 0.18 A NON-CRITICAL El Prado Blvd Manhattan Ave to Dale Mabry Hwy 5LU 03/26/08 8573 8930 23855 0.37 A NON-CRITICAL Install shared lane markings. El Prado Blvd Dale Mabry Hwy to MacDill Ave 5LU 03/26/08 5345 5568 23855 0.23 A NON-CRITICAL
Table 15: El Prado Boulevard Lane Diet Segment Traffic Data Project Candidate 12 – Euclid Avenue from Westshore Boulevard to Bayshore Boulevard Beach Drive to Westshore Boulevard
WB EB Median/ From Beach Drive to Westshore Boulevard, the speed limit is 25 mph. Average pavement width is 18-feet in each direction On From To Section Type Drainag Travel Travel Drainage Sidewalk TWLTL Sidewalk e Type Lane Lane Type (two-9-foot lanes). Perform a lane diet to convert the 4-lane divided section to a 2-lane divided section. Stripe each direction Euclid Ave Westshore Blvd Dale Mabry Hwy 2U Urban 5 18 - 18 5 Urban with a 12-foot travel lane and a 6-foot bike lane and stripe off the remaining pavement with chevrons. Figure 10 shows a Euclid Ave Dale Mabry Hwy Himes Ave 2U Urban 5 18 - 18 5 Urban sketch of this recommendation. Euclid Ave Himes Ave MacDill Ave 2U Urban 5 18 - 18 5 Urban Euclid Ave MacDill Ave Bayshore Blvd 2U Urban 5 18 - 18 5 Urban Westshore Boulevard to Manhattan Avenue Table 13: Project Candidate 12 Cross Section From Westshore Boulevard to Manhattan Avenue the speed limit is 35 mph. Average pavement width is 20-feet in each direction (two-10-foot lanes). Perform a lane diet to convert the 4-lane divided section to a 2-lane divided section, stripe The posted speed limit is 30 mph. Shared lane markings were recently installed on this segment and should be each direction with a 12-foot travel lane and a 5-foot bike lane and stripe off the remaining pavement with chevrons. Figure maintained. 11 shows a sketch of this recommendation.
Phase II – Draft Report 15 City of Tampa Walk-Bike Plan April 2012 Manhattan Avenue to Lois Avenue
The Manhattan Avenue to Lois Avenue segment has a 30-foot pavement width in each direction. It appears that unmarked on-street parking is provided within the section. Restripe the eastbound direction to provide a 12-foot travel lane, a 5-foot bike lane, and 10-feet of marked on-street parking. Stripe off the remaining pavement in between the bike lane and on-street parking. In the westbound direction stripe the pavement with one 12-foot travel lane, a 5-foot bike lane, and the remainder of the pavement striped off. In lieu of striping out the remaining pavement, on-street parking could be maintained in the area noted for “stripe out”. Figure 12 shows the “striped out” recommendation.
Lois Avenue to MacDill Avenue
From Lois Avenue to MacDill Avenue the speed limit is 30 mph. Average pavement width is 20-feet in each direction (2-10-foot lanes). Consistent with the lane diet, convert the 20-foot pavement width in each direction to a 12-foot travel lane, and a 5-foot bike lane. Stripe off the remaining pavement. Figure 11 shows this recommendation.
MacDill Avenue to Bayshore Boulevard
The speed limit within this segment is 30 mph. On-street parking exists. The roadway is brick with a 30-foot cross section (2-11-foot lanes and 8-foot parking). Install shared lane markings.
Construct a pedestrian crossing at Bayshore Boulevard with HECW and RRFB.
Figure 10: El Prado Blvd Lane Diet – Beach Drive to Westshore Blvd
Phase II – Draft Report 16 City of Tampa Walk-Bike Plan April 2012
Figure 11: El Prado Blvd Lane Diet –Westshore Blvd to Manhattan Ave and Lois Ave to MacDill Ave Figure 12: El Prado Blvd Lane Diet – Manhattan Ave to Lois Ave
Phase II – Draft Report 17 City of Tampa Walk-Bike Plan April 2012 Project Candidate 14 – Bay to Bay Boulevard from Manhattan Avenue to Bayshore Boulevard Project Candidate 15 – San Jose Street/Palmira Avenue Corridor
WB EB WB EB Section Median/ Section Median/ On From To Drainage Outside Inside Inside Outside Drainage On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Type Type Lane Lane Type Bay to Bay Blvd Manhattan Ave Lois Ave 4D Urban 5 11 10 13 11 11 5 Urban San Jose St Westshore Blvd Manhattan Ave 2U Urban 5 12 - 12 - Urban Bay to Bay Blvd Lois Ave MacDill Ave 4U Urban 6 11 11 - 11 11 6 Urban Bay to Bay Blvd MacDill Ave Bayshore Blvd 4U Urban 5 12 11 - 11 9 - Urban Palmira Ave Manhattan Ave Lois Ave 2U Urban - 11.5 - 11.5 - Urban Palmira Ave Lois Ave Church Ave 2U Urban 5 11.5 - 11.5 5 Urban Table 16: Project Candidate 14 Cross Section Table 18: Project Candidate 15 Cross Section
The typical section of Bay to Bay Boulevard is a 4-lane undivided roadway with a total pavement width of 43-44-feet. Between Manhattan and Lois, it expands to up to 56-feet. The speed limit is 35 mph. The segment from Manhattan San Jose Street from Westshore Boulevard to Manhattan Avenue Avenue to Lois Avenue has small 13-foot wide median islands. The existing cross section would not allow for restriping of the roadway to add bike lanes and maintain the 4-lane undivided travel lanes. A lane diet could be a Install shared lane markings. The San Jose St/Manhattan Ave intersection should be reviewed for potentially removing the possibility depending on the volume and capacity data. Table 17 shows the City’s volume data for the analyzed dual eastbound left turn lane onto Manhattan Avenue/Henderson Avenue. segments. The AADT volumes are borderline for consideration of a lane diet, and a detailed study would be required to determine the feasibility of a lane diet project. As with previous recommendations, detailed intersection capacity Palmira Avenue from Manhattan Avenue to Church Avenue and lane utilization would be required. Bay to Bay does not have turn lanes at most of the intersections, with the exception of Dale Mabry and MacDill Avenue. The study should determine if the inside lanes are being used as Palmira Avenue is a 2-lane undivided roadway with approximately 23-24-foot wide pavement. The speed limit is 25 mph. defacto left turn lanes. Install shared lane markings.
Existing Existing Date of Existing LOS Existing Existing On From - To Road Daily AADT Link Status Project Candidate 16 – Neptune Street from Manhattan Avenue to Frankland Road Count D Capacity v/c LOS Type Volume Bay to Bay Blvd Manhattan Ave to Dale Mabry Hwy 4LU 03/26/08 12447 12966 24773 0.52 B NON-CRITICAL WB EB Bay to Bay Blvd Dale Mabry Hwy to Himes Ave 4LU 11/02/10 17041 17041 24773 0.69 C NON-CRITICAL Section Median/ On On From To Drainage Striped Travel Travel Drainage Bay to Bay Blvd Himes Ave to MacDill Ave 4LU 11/02/10 18201 18201 24773 0.73 C NON-CRITICAL Type Sidewalk TWLTL Street Sidewalk Type area Lane Lane Type Bay to Bay Blvd MacDill Ave to Bayshore Dr 4LU 03/12/08 15400 16211 24773 0.65 C NON-CRITICAL Parking Neptune St Manhattan Ave Lois Ave 2U Rural - - 10 - 10 10 5 Rural Table 17: Bay to Bay Boulevard Lane Diet Segment Traffic Data Neptune St Lois Ave Church Ave 2U Rural - - 10 - 10 5 Rural Neptune St Church Ave Dale Mabry 2U Urban 5 8 13 - 13 5 Rural The study should consider a lane diet as follows: Neptune St Dale Mabry Hwy S. Clearview Ave 3D Rural 5 - 11 11 12 14 - Rural Neptune St S. Clearview Ave S. Sterling Ave 3D Rural 5 - 11 10 12 - - Rural
Neptune St S. Sterling Ave S. Frankland Rd 2U Urban 4 - 10 - 10 - 5 Urban From Manhattan Avenue to Lois Avenue, restripe for one wide lane in each direction plus a bike lane and maintain the existing median left turn lanes and islands. Reconfigure intersection turn approaches and turn lanes as Table 19: Project Candidate 16 Cross Section necessary. East of Lois Avenue, perform a lane diet and convert from a 4-lane undivided to a 3-lane section (two travel lanes and a TWLTL) plus bike lanes. Neptune Street is a 2-lane undivided roadway with a posted speed limit of 25 mph. The Henderson Boulevard and Dale Mabry Highway intersections are signalized. Install shared lane markings and upgrade the pedestrian crossings to HECW at the Henderson Boulevard and Church Avenue intersections. This segment will provide a connection between the Manhattan Avenue and Church Avenue corridors. The extension of shared lane markings past Dale Mabry Highway to Frankland Road will provide a connection, for both of these corridors to/from, the residential areas east of Dale Mabry Highway.
Phase II – Draft Report 18 City of Tampa Walk-Bike Plan April 2012 Project Candidate 17 – Rome Avenue/Snow Avenue from Bayshore Boulevard to Swann Avenue Project Candidate 18 – Swann Avenue/De Leon Street Corridor
SB NB SB/WB NB/EB Section On Median/ On Section Median/ On From To Drainage Travel Travel Drainage On From To Drainage Travel Travel Drainage Type Sidewalk Street TWLTL Street Sidewalk Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Parking Parking Type Lane Lane Type Rome Ave Bayshore Blvd Snow Ave 2U Urban 6 8 14 - 14 8 6 Urban De Leon St Church Ave MacDill Ave 2U Rural 5 10 - 10 5 Rural Snow Ave/South Dakota Ave Rome Ave S. Village Cir 2D Urban 15 15 10 15 - 7 Urban De Leon St MacDill Ave Armenia Ave 2U Rural 5 11 - 11 5 Rural Snow Ave/South Dakota Ave S. Village Cir Swann Ave 2U Urban 30 - 15 - 22 - 12 Urban De Leon St Armenia Ave Freemont Ave 2U Rural 5 9 - 9 5 Rural Freemont Ave De Leon St Swann Ave 2U Rural - 12 - 12 5 Rural Table 20: Project Candidate 17 Cross Section Swann Ave Freemont Ave Bayshore Blvd 3D Urban 5 20 12 12 5 Urban Note: Intermittent sidewalk along De Leon St swithes between north and south sides. Rome Avenue from Bayshore Boulevard to Snow Avenue Table 21: Project Candidate 18 Cross Section
Rome Avenue from Bayshore Boulevard to Snow Avenue is a 2-lane undivided roadway with on-street parking on both sides of the roadway. The posted speed limit is 25 mph. Pavement width is approximately 42-44-feet with on De Leon Street from Church Avenue to Swann Avenue street parking. Install shared lane markings along De Leon Street from Church Avenue to Fremont Avenue. Install pedestrian crossings with Install shared lane markings. Install HECW and pedestrian refuge island at intersection of Rome Avenue and RRFB at the Howard Avenue, Armenia Avenue, MacDill Avenue, Henderson Boulevard, and Himes Avenue intersections. Bayshore Boulevard. Install a raised pedestrian island at the De Leon Street and Dale Mabry Highway intersection. Install shared lane markings along Fremont Avenue from De Leon Street to Swann Avenue and direct bicyclists via signage.
Snow Avenue/South Dakota Avenue from Rome Avenue to Swann Avenue Swann Avenue from Freemont Avenue to Bayshore Boulevard
Snow Avenue is the continuation of Rome Avenue, which then continues to South Dakota Avenue and connects to Swann Avenue from Fremont Avenue to Bayshore Boulevard has enough existing pavement width to restripe for bike lanes. Swann Avenue. The posted speed limit is 25 mph and the roadway winds through a town center/shopping area. The Portions of this segment are 2 lane sections with a 30-foot wide pavement. At some points turn lanes are added to provide a speed limit is 25 mph and the lane widths range from approximately 15 to 22-feet. Portions of this segment have 3 or 4 lane section with 48 or 60-foot pavement widths respectively. West of the Crosstown Expressway, the pavement raised brick medians. width is not wide enough for bike lanes. High traffic volumes between MacDill Avenue and Howard Avenue coupled with the narrow pavement widths also eliminate Swann Avenue west of Fremont Avenue from the addition of shared lane markings. Install shared lane markings. Upgrade Swann Avenue at South Dakota Avenue pedestrian crossing to HECW.
Phase II – Draft Report 19 City of Tampa Walk-Bike Plan April 2012 Project Candidate 19 – Armenia Ave./Howard Ave. from Tampa Bay Blvd. to Swann Ave Armenia Avenue from Cleveland Street to Kennedy Boulevard
SB From Cleveland Street to Kennedy Boulevard, the speed limit is 30 mph. This section is a one way southbound roadway with West West side Section West West side Middle Middle East side East side East side two travel lanes and on-street parking on both sides of the road. Total pavement width is approximately 42-feet. Option one On From To side SB On Outside Inside East side Type side Pavement Lane Lane Pavement On Street Drainage Drainage Street Lane Lane Sidewalk Sidewalk Markings Inside Outside Markings Parking Type is to restripe with 10-foot parking on the west side, a 14-foot travel lane with shared lane markings, a 10-foot travel lane and Type Parking an 8-foot parking lane on the east side. Option two is to restripe with 10-foot parking on the west side, a 6-foot bike lane, Armenia Ave Swann Ave Azeele St 3U -5 - - 10 --11 - - 5 Urban Armenia Ave Azeele St Platt St 2U Urban 5 - 6.5 13.5 - - 10 13 - 7 Urban and two 12-foot travel lanes. Armenia Ave Platt St Cleveland St 4U Urban 5 - - 10 11 11 9 - - - Urban Armenia Ave Cleveland St Kennedy Blvd 2U Urban 5 8 - 13 --13 - 8 6 Urban Armenia Ave Kennedy Blvd Columbus Dr 2U Urban 5 8 - 16 --15 - 8 5 Urban Armenia Avenue from Kennedy Boulevard to Columbus Drive Armenia Ave Columbus Dr Tampa Bay Blvd 2U Urban 5 8 - 12 --12 - 8 6 Urban Howard Ave Swann Ave Azeele St 2U Urban 6 - - - --14 - -- - From Kennedy Boulevard to Columbus Drive, the speed limit is 40 mph. This section is one way with two southbound lanes. NB Two 8-foot striped/parking lanes exist on both sides of the travel lanes. Total pavement width ranges from 44 to 48-feet. A West Section West West side On West side Middle Middle East side East side East side parking utilization study should be done to determine whether on-street parking should be preserved on the east or the On From To side Outside East side Type side Street Pavement Inside Lane Lane Lane On Street Pavement Drainage Drainage Lane Sidewalk Sidewalk Parking Markings Inside Outside Parking Markings Type west side of the road. For the 44-foot sections, restripe with a 10/6/11/11/10 foot lane configuration. For the 48-foot Type sections, restripe with a 9/6/10.5/10.5/8 foot lane configuration, or eliminate one side of the on-street parking depending Armenia Ave Swann Ave Azeele St 3U ------22 - - 5 Urban Howard Ave Swann Ave Azeele St 2U -- - - 13 --- - - 5 Urban on the results of the parking study. Collect TMC’s at major intersections and perform an analysis to determine the proper Howard Ave Azeele St Cleveland St 2U Urban - 8 - 10 --10 - - 5 Urban Howard Ave Cleveland St Kennedy Blvd 4U Urban 5 - - 12 10 10 11 - - 6 Urban lane configuration that will accommodate the bike lanes. Howard Ave Kennedy Blvd I-275 3U Urban 9 8 - 9.5 11 - 9.5 - - 5 Urban Howard Ave I-275 St. Conrad St 2U Urban 6 8 - 12 --13 8 - 5 Urban Howard Ave St. Conrad St Aileen St 2U Urban 6 - - 19.5 20.5 - - 5 Urban One possible option for bike lanes in the vicinity of I-275, is to remove the south bound shared through/right lane at Main Howard Ave Aileen St Ivy St 2U Urban 5 - - 20 --11 - - 10 Urban Howard Ave Ivy St Abdella St 2U Urban 6 - 4 8 --17 - - 4 Urban Street and the southbound right turn lane at Green Street to accommodate the bike lane. Convert the existing striped Howard Ave Abdella St Braddock St 2U Urban - - 8.5 12.5 - - 13 - 8 5 Urban pavement section on the west side of the road to a bike lane under the I-275 overpass. Figure 13 shows a concept sketch of Howard Ave Braddock St Tampa Bay Blvd 3U Urban - - - 11 13 13 11 - - 5 Urban this. A detailed study should be performed to determine the final recommendations for this segment. Table 22: Project Candidate 19 Cross Section Consider bulb outs on whichever side of the road is chosen to maintain parking. Evaluate the sidestreets for enhancement of the crosswalks to high emphasis crossings (especially Beach Street and Pine Street). Evaluate the potential of shifting the Armenia Avenue from Swann Avenue to Azeele Street signalized pedestrian crossing south of Pine Street to the Pine Street intersection.
From Swann to Azeele the speed limit is 30 mph. This section is a two way roadway with two southbound travel Armenia Avenue from Columbus Drive to Tampa Bay Boulevard lanes, one northbound travel lane and a northbound parking lane. Total pavement width is 43-feet. This segment On this section the speed limit is 40 mph. This section is one way with two southbound lanes. There are two striped could be restriped with a 4-foot southbound bike lane, one 11 and one 10-foot southbound travel lane, one 11-foot pavement sections on both sides of the travel lanes with limited on-street parking. Total pavement width is approximately northbound travel lane and an 8-foot northbound parking lane. 40-feet. A parking utilization study should be done to determine whether on-street parking should be preserved on the east Armenia Avenue from Azeele Street to Platt Street or the west side of the road. The lane configuration could be converted to a 10/6/12/12 or a 6/12/12/10 section depending on the results of the study. Consider bulb outs on whichever side parking is maintained. A TMC and detailed analysis is This section has a 30 mph speed limit and becomes a one way southbound roadway with shared SBT/SBR, SBT, and required to determine the proper lane configuration at Columbus Drive that will accommodate a bike lane. Install HECW at SBL lanes with total pavement width of 43-feet. This segment could be converted to a 6-foot bike lane, a 12-foot the sidestreet intersections SBT/SBR, and 11-foot SBT and SBL lanes.
Armenia Avenue from Platt Street to Cleveland Street
This section maintains a 30 mph speed limit and is a one way southbound roadway with two lanes of input from the Cleveland Street/Armenia Avenue intersection. Existing lane configuration is four southbound lanes that turn into SBR, SBT, SBT/SBL and SBL lanes at the Platt Street intersection. Total pavement width is approximately 41-feet. This segment could be converted to a 12-foot SBR, a 5-foot bike lane, and a 12-foot SBT and SBL lanes. Perform a turning movement count (TMC) at the Platt Street intersection and undertake a capacity analysis to determine if this lane configuration will operate acceptably.
Phase II – Draft Report 20 City of Tampa Walk-Bike Plan April 2012 Howard Avenue from Swann Avenue to Azeele Street
The speed limit is 30 mph. Currently, this is a two way 2-lane undivided roadway with a total pavement width of 27-feet. Install shared lane markings.
Howard Avenue from Azeele Street to Cleveland Street
The speed limit is 30 mph. Currently, this is a one way northbound roadway with two travel lanes and on-street parking on the west side. Total pavement width is 28-feet. This segment could be restriped to an 8-foot parking lane, a 10-foot travel lane, and a 12-foot travel lane with shared lane markings.
Howard Avenue from Cleveland Street to Kennedy Boulevard
The speed limit is 30 mph. Currently, this is a one way northbound road with four lanes (one NBL, two NBT, and a NBT/NBR lane at Kennedy Boulevard). Total pavement width is 43-feet. Collect TMC’s at Cleveland Street and Kennedy Boulevard to determine the proper lane configuration of the intersections. Continue the shared lane marking in a wider outside lane north to Kennedy Boulevard.
Howard Avenue from Kennedy Boulevard to I-275
This segment of Howard Avenue is a 3-lane, one way northbound section. On-street parking exists on the west side of the road for a portion of the segment, the rest is striped. The speed limit is 40 mph. Pavement width ranges from 36 to 40-feet. At Gray Street, the total pavement width is 38-feet for the on-street parking and three NB travel lanes. With the parking lane intact, the lane widths are substandard. From Gray Street to Cass Street the pavement width increases to 48-feet with the addition of a left turn lane. North of Cass Street the section reduces to 38-feet wide. Daily volumes are high enough that a lane diet is not feasible. The on-street parking appears underutilized and ample on-street parking exists on the sidestreets. A parking utilization study should be performed to determine the need for parking.
The west side on-street parking could be removed and restriped with a bike lane on the east side of the road. Remove the northbound left turn lane at Cypress Street to accommodate the bike lane. Under the I-275 overpass, a 5-6-foot striped pavement section exists on the east side of the roadway. Restripe this area with a bike lane. A lane drop exists south of I-275 that would require a bike lane drop configuration.
Vacant parcels exist along the east side south of Cypress Street. This provides opportunity for future widening to restore a left or right turn lane.
Figure 13: Armenia Avenue at I-275 Concept
Phase II – Draft Report 21 City of Tampa Walk-Bike Plan April 2012 Howard Avenue from I-275 to St. Conrad Street
Travel lanes widths range from 12-13-feet. Total pavement width is approximately 41-feet. The speed limit is 30 mph. The segment consists of two northbound travel lanes and an 8-foot parking lane on both sides of the road. Bulbouts exist for the on-street parking. Perform a parking utilization study to determine the parking demand. If parking can be eliminated on one side, restripe for bike lanes with an 11/12/12/6 foot lane configuration. If parking cannot be removed, restripe with an 8/11/14/8 with shared lane markings.
Howard Avenue from St. Conrad Street to Aileen Street
The speed limit is 30 mph from St. Conrad Street to Columbus Drive and 40 mph from Columbus Drive to Aileen Street. From St. Conrad Street to Aileen Street the on-street parking drops and two northbound travel lanes exist with a total width of 40-feet. Restripe for bike lanes and on-street parking with a 10/12/12/6 or 13/11/6/10 foot lane configuration. Provide bulb outs on whatever side is chosen for on-street parking. Collect a TMC at Columbus Drive and determine the proper intersection lane configuration to accommodate a bike lane.
Howard Avenue from Aileen Street to Ivy Street
The speed limit is 40 mph. From Aileen Street to Ivy Street the pavement width reduces to 31-feet. Restripe with bike lanes and two travel lanes.
Howard Avenue from Ivy Street to Braddock Street
The speed limit is 40 mph in this section. Striped pavement up to 13-feet wide delineates the travel lanes through the curve north of Abdella Street. This striping could be retracted to provide for a bike lane. Figure 14 illustrates this concept.
Howard Avenue from Braddock Street to Tampa Bay Boulevard
The speed limit is 40 mph. From Braddock Street to Tampa Bay Boulevard four lanes approaching the intersection (one left, two throughs, and a channelized right). The left and two through lanes have a total width of 37-feet. Reduction of these lanes to 11-feet wide and continuation the bike lane to the northbound stop bar, where it will terminate is an option. Appropriate signage indicating the bike lane termination would be needed. Another is the removal of a NB auxiliary lane if a TMC and associated analysis show this to be feasible. An operation analysis is recommended.
Figure 14: Howard Avenue Bike Lane – Ivy Street to Braddock Street
Phase II – Draft Report 22 City of Tampa Walk-Bike Plan April 2012 Project Candidate 20 – Tampa Bay Boulevard from Dale Mabry Highway to Armenia Avenue Install shared lane markings.
SB/WB NB/EB Section Median/ N Riverview Avenue from Woodlawn Avenue to Rome Avenue/Dr MLK Jr Boulevard On From To Drainage Outside Inside Inside Outside Drainage Type Sidewalk TWLTL Sidewalk Type lane lane lane lane Type The speed limit is 25 mph. The 2-lane undivided roadway has lane widths of 10-feet. Install shared lane marking. Construct a Tampa Bay Blvd Dale Mabry Hwy Himes Ave 4D Urban 5 14 12 16 12 12 5 Urban 6 to 10-foot sidewalk on either side of the road depending on tree and fire hydrant impacts. Tampa Bay Blvd Himes Ave Armenia Ave 2U Rural 5 12 -- -12 5 Rural Table 23: Project Candidate 20 Cross Section Rome Avenue at N Riverview Avenue
Install high emphasis crosswalks and enhance the lighting. Speed limit is 30 mph. The Dale Mabry Highway to Himes Avenue segment is a 4-lane divided section adjacent to Raymond James Stadium. Lane widths are generally 12-14-feet. East of Himes Avenue, the roadway is a 2-lane Rome Avenue from N Riverview Avenue/Dr MLK Jr Boulevard to Hillsborough Avenue undivided section with 12-foot lanes. Install shared lane markings for the entire corridor. The speed limit from N Riverview Avenue to Hillsborough Avenue is 30 mph. The 2-lane undivided roadway has lane widths of 10-12-feet. Install shared lane markings. Construct a 10-foot sidepath along the west side of Rome Avenue. The west side minimizes drainage and oak tree impacts and already has a sidewalk crossing under Dr MLK Jr Boulevard that could be Project Candidate 21 – Rome Avenue Corridor expanded. Install a crosswalk south of Ferris Avenue to provide access to the Hillsborough River. Consider a pocket park/pier along the river near the Dr MLK Jr Boulevard bridge, which is City owned land. In the long term, consider widening to add
paved shoulders/bike lanes or widening to a 2-lane divided section with bike lanes. SB/WB NB/EB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Rome Avenue at Hillsborough Avenue Tampa Bay Blvd Armenia Ave Howard Ave 3D Urban 6 12 12 12 6 Urban Howard Ave Tampa Bay Blvd Woodlawn Ave 2U Urban - 9 - 10 - Urban Verify that the lighting in the crosswalk area meets the appropriate standards. Woodlawn Ave Howard Ave N Riverview Ave 2U Urban 4 9 - 9 4 Urban Rome Ave./Dr MLK Jr N Riverview Ave Woodlarn Ave 2U Urban - 10 - 10 - Urban Rome Avenue from Hillsborough Avenue to Hanna Avenue B lvd Rome Ave N Riverview A ve 2U Urban 5 12 - 12 - Urban The speed limit is 30 mph. This 2-lane undivided road has 11-foot lane widths. A drainage swale exists along the east side of N Riverview A ve/ Rome Ave Hillsborough Ave 2U Urban 5 10 - 12 - Urban Dr MLK Jr Blvd the road. Widen the existing west side sidewalk as much as possible to provide a sidepath. Begin addressing ROW use by Rome Ave Hillsborough Ave 2U Urban 6 11 - 11 6 Urban businesses on the northeast corner of Rome Avenue at Hillsborough Avenue. Rome Ave Hillsborough Ave Hanna Ave 2U Urban 5 11 - 11 - Urban Rome Ave Alicia Ave/Hanna Ave 2U Urban 4 10 - 10 - Urban Rome Avenue at Alicia Avenue/Hanna Avenue Alicia Ave/Hanna Ave Rome Ave N Boulevard 2U Urban - 9 - 9 - Urban N Boulevard Alicia Ave Sligh Ave 2U Urban - 9 - 9 - Urban N Boulevard Sligh Ave 2U Urban - 9 - 9 - Urban Install high emphasis crosswalks and an RRFB on the south leg. N Boulevard Sligh Ave Kirby St 2U Urban 5 9 - 10 5 Urban Kirby St N Boulevard 2U Urban - 10 - 10 - Urban Alicia Avenue/Hanna Avenue from Rome Avenue to N Boulevard Kirby St N Boulevard N Rivershore Dr 2U Urban - 9 - 9 - Urban N Rivershore Dr Kirby St Florida Ave 2U Urban - 9 - 9 - Urban In this section the speed limit is 25 mph. The 2-lane undivided roadway has lane widths of 9-feet. It is recommended to install shared lane markings. Table 24: Project Candidate 21 Cross Section Construct a 6 to 10-foot sidewalk on the north side of Alicia Avenue from N Blvd to Lambright Street. Piping of 100-feet of
swale on the northwest corner of Alicia Avenue at N Boulevard may be necessary to accommodate the sidewalk. At Tampa Bay Boulevard from Armenia Avenue to Howard Avenue Lambright Street install a crosswalk and continue the sidewalk along the south side of Alicia Avenue/Hanna Avenue to Rome Avenue. Install shared lane markings. N Boulevard from Alicia Avenue to Sligh Avenue Howard Avenue from Tampa Bay Boulevard to Woodlawn Avenue From Alicia Avenue to Sligh Avenue, the speed limit is 25 mph. The 2-lane undivided section has 9-foot lane widths. Drainage Install shared lane markings. swales exist along both sides of N Boulevard from Hiawatha Street to Alicia Avenue. Sidewalk construction may require Woodlawn Avenue from Howard Avenue to N Riverview Avenue piping of the swale. Install shared lane markings. For a longer term project, consider piping the west side swale and
Phase II – Draft Report 23 City of Tampa Walk-Bike Plan April 2012 construct a 6 to 10-foot sidewalk. An approximately 60-foot easement exists from N Blvd/Alicia Ave to the Hillsborough River. Consider a pocket park/pier at this location.
N Boulevard at Sligh Avenue
Upgrade the existing crosswalks to high emphasis markings. Install lighting on the existing strain poles/utility poles.
N Boulevard from Sligh Avenue to Kirby Street
From Sligh Avenue to Kirby Street the speed limit is 30 mph. Approximately 18 to 25-feet of ROW exists from the edge of pavement to the ROW line on the west side of N Boulevard for the majority of the segment. Near the intersection of Sligh Avenue, where the road widens for turn lanes, this distance shrinks to about 13-feet. The City owns the parcel west of N Boulevard from Sligh Avenue to Patterson Street (Lowry Park Zoo). Reconstruct the existing sidewalk on the west side to a 10-foot sidepath. Coordinate with the Lowry Park Zoo to wind the path to the west of the parking lot northeast of the N Blvd/Sligh Ave intersection. The sidewalk currently runs through the parking lot.
Kirby Street at N Boulevard
Install HECW and an RRFB on the north leg crossing. Construct a concrete pad at the bus stop on the northwest corner of the intersection.
Kirby Street from N Boulevard to N Rivershore Drive Figure 15: Long Term Florida Avenue Reconstruction Option Within this section the speed limit is 25 mph. The 2-lane undivided roadway has 9-foot lane widths. The south side of the road has existing utility poles as well as driveway culverts. The north side of the road is a better option for sidewalk. Install shared lane markings. Construct a 6 to 10-foot sidewalk on the north side of Kirby Street. Install a high emphasis crosswalk on the north side of the Kirby St/Rivershore Dr intersection.
N Rivershore Drive from Kirby Street to Florida Avenue
The speed limit is 25 mph from Kirby Street to Florida Avenue. The 2-lane undivided roadway has 9-foot lane widths. Other than the two cul-de-sacs on the river, the City owns the majority of the river frontage, where a “linear park” could be constructed. Install shared lane markings. Construct a 6 to 10-foot sidewalk/sidepath on the east/river side of the road. To connect the N Rivershore corridor to the Bird Street Corridor and provide connection across Florida Avenue, there are three options. Option one is to use the City owned Housing Authority parcels to connect the bike route to the internal housing authority road. Moving the south leg stop bar at the intersection of Florida Avenue and Bird Street south to encompass the housing authority road would provide a signal phase for bicyclist to use to cross Florida Avenue. This option may require closing the access point to Florida Avenue of the liquor store west of the Florida Avenue/Bird Street intersection. Option two would be to continue the N Rivershore Drive route to Florida Avenue, turn north and use the west side of Florida Avenue to get to the Bird Street intersection. The existing sidewalk could be widened by removing the 6 to 9-foot grass buffer between the back of sidewalk and the ROW line. The third option is a long term one. Reconstruction of Florida Avenue is pending but unfunded. When reconstructed the Bird Street and Kirby Street intersections could be combined into one signalized intersection or a roundabout similar to the 4 vs. 2 lane roundabouts on 40th Street. Figure 15 illustrates this concept.
Phase II – Draft Report 24 City of Tampa Walk-Bike Plan April 2012 Project Candidate 22 – Wishart Blvd/Lee Pl/N Rivershore Dr/Powhatan Ave from Rome Ave to Rome Ave Project Candidate 23 – Central Avenue Corridor from Columbus Drive to Broad Street
SB/WB NB/EB SB/WB NB/EB Section Median/ Section Median/ On From To Drainage Travel Travel Drainage On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Type Lane Lane Type Wishart Blvd Rome Ave Berry Ave 2U Rural 5 10 - 10 - Rural Central Ave Columbus Dr Adalee St 2U Urban 5 11 - 13 5 Urban Wishart Blvd Berry Ave Lee Place 2U Rural 5 15 15 15 - Rural E. Adalee St Central Ave Avon Ave 2U Urban - 15 - 15 - Urban Lee Place Wishart Blvd N Rivershore Dr 2U Urban - 9.5 - 9.5 - Urban A von A ve Adalee St Emily St 2U Urban - 14 - 15 - Urban N Rivershore Dr Lee Place Powhatan Ave 2U Urban 6 8.5 - 8.5 - Rural Central Ave Emily St Broad St 2U Urban 5 12 - 18.5 6 Urban Powhatan Ave N Rivershore Dr Rome Ave 2U Rural - 8 - 8 5 Urban Table 26: Project Candidate 23 Cross Section Table 25: Project Candidate 22 Cross Section Central Avenue from Columbus Drive to Adalee Street
Install shared lane markings along Central Avenue from Robles Park to Columbus Drive. Enhance crossings at Floribraska Wishart Boulevard from Rome Avenue to Lee Place Avenue and Columbus Drive to HECW and install RRFBs.
Along this segment, the speed limit is 25 mph. Wishart Boulevard from Rome Avenue to Berry Avenue is a 2-lane Emily St/Elmore Ave/Avon Ave/Adalee St around Robles Park undivided roadway with a total pavement width of 20-feet. From Berry Avenue to Lee Place, Wishart is a 2-lane divided roadway with two 15-foot lanes and a 15-foot landscaped median. Install shared lane markings along this At Central Avenue and Emily Street, Central Avenue splits to go around Robles Park. Install shared lane markings along segment. Continue the shared lane markings on Wishart Boulevard past Lee Place to Hillsborough Avenue to where Elmore Avenue, Emily Street, Avon Avenue and Adalee Street connecting the roadways around the park. Construct bike lanes exist. connections on Central Avenue into the park on the north and south sides of the park so bicyclists have the option to use the existing park trail. Lee Place from Wishart Boulevard to N Rivershore Drive Central Avenue from Emily Street to Broad Street Along Lee Place, the speed limit is 25 mph. This segment is a 2-lane undivided roadway with a total pavement width of 19-feet. Install shared lane markings for this section and construct sidewalks on both sides of Lee Place from Lane widths along Central Avenue from Broad Street to Emily Street range from 30 to 35-feet. Stripe two travel lanes with Hillsborough Avenue to N Rivershore Drive. bike lanes along this segment. However, if the desire is to maintain consistent treatment shared lane markings are an acceptable option. N Rivershore Drive from Lee Place to Powhatan Avenue
Speed limit is 25 mph. This segment is a 2-lane undivided roadway with a total pavement width of 17-feet. The road parallels the Hillsborough River and a 5-6-foot sidewalk exists on the river side of the road. Install shared lane markings along this segment.
Powhatan Avenue from N Rivershore Drive to Rome Avenue
Speed limit is 25 mph. This segment is a 2-lane undivided roadway with a total pavement width of 16-feet. Install shared lane markings through this segment.
Phase II – Draft Report 25 City of Tampa Walk-Bike Plan April 2012 Project Candidate 24 – Broad Street/Park Cir/Park Dr from Florida Avenue to 22nd Street Park
SB/WB NB/EB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Broad St Florida Ave Nebraska Ave 2U Urban 5 19 - 20 5 Urban Broad St Nebraska Ave Park Circle 2U Urban - 11 - 11 5 Urban Park Circle/Park Drive Broad St N. 17th St 2U Rural 5 10 - 10 6 Rural Park Circle/Park Drive N. 17th St 22nd St Park 2U Urban - 10 - 10 - Urban
Table 27: Project Candidate 24 Cross Section
Broad Street from Florida Avenue to Nebraska Avenue
This segment provides an interstate crossing under I-275 with connection to the Central Avenue route, discussed above. Along this section, the speed limit is 25 mph with an approximate pavement width of 39-feet. It is recommended to restrict on-street parking along the north side of the road and restripe the section for 4-foot bike lanes.
Broad Street from Nebraska Avenue to Park Circle
This section of Broad Street has a posted speed limit of 25 mph and a pavement width of 22-feet. It is recommended to Install shared lane markings and wayfinding signs.
Park Circle/Park Drive from Broad Street to 22nd Street Park
The speed limit is 25 mph. The 2-lane undivided roadway has a pavement width of approximately 20-feet. Install shared lane markings and wayfinding signs.
As a connection from the north to 22nd Street Park, in the long term, consider providing a pedestrian bridge west of Rowlett Park Drive from 22nd Street Park to the City owned property on Mulberry Street to provide access to Rowlett Park and Rogers Park. Figure 16 illustrates this concept.
Figure 16: Pedestrian Bridge – 22nd Street Park to Mulberry Drive
Phase II – Draft Report 26 City of Tampa Walk-Bike Plan April 2012 Project Candidate 25 – 14th Street/15th Street/Nuccio Parkway Corridor
SB/WB NB/EB st nd nd Section Median/ Project Candidate 26 – 21 Street/22 Street from Adamo Drive to 22 Street Park On From To Drainage Bike Outside Inside Inside Outside Bike Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Lane Lane Type st nd Twiggs St Merdian Ave Nebraska Ave 4U Urban 5 - 10 11 - 10 10 - 5 Urban 21 Street/22 Street from Adamo Drive to Hillsborough Avenue Nebraska Ave Twiggs St Nuccio Parkway 2D Urban 6 4 10 - 10 10 4 10 Urban Nuccio Parkway Nebraska Ave 7th Ave 4D Urban 6 - 11 12 14 13 12 - - Urban The Florida Department of Transportation (FDOT) currently has two projects shown in its work program along this segment. 12th Ave/ Nuccio Pkwy 7th Ave 15th Ave 4D Urban 5 - 14 12 14 13 13 - 5 Urban 14th St/Avenida 12th Ave Lake Ave 2U Urban 5 - 20 18 - - - - 5 Urban The two projects are described below: Republica de Cuba 15th St 12th Ave Lake Ave 2U Urban 5 - - - - 20 19 - 5 Urban 22nd Street from 23rd Avenue to Lake Avenue – Sidewalk construction programmed for construction in 2012. Table 28: Project Candidate 25 Cross Section 21st Street/22nd Street from Adamo Drive to Hillsborough Avenue – Urban corridor improvements programmed for preliminary engineering in 2011-2012 and construction in 2014.
Sidepath construction was witnessed to be in place during the field review of this corridor and is likely a result of one of 14th Street and 15th Street are a two way pair, both having two lanes and speed limits of 25 mph on 15th Street and these projects. Further information should be gathered on the plans for the sidewalk and urban corridor improvement 30 mph on 14th Street. 14th Street and 15th Street meet south of I-4 and continue as two-way Nuccio Parkway. Nuccio projects. Coordination with FDOT will be necessary. Parkway has a speed limit of 30 mph from 14th St/15th St to 7th Avenue and 40 mph from 7th Avenue to Nebraska Avenue. SB NB Section Median/ On From To Drainage Travel Travel Drainage Twiggs Street from Meridian Avenue to Nebraska Avenue Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Existing bike lanes. 22nd St Hillsborough Ave Sligh Ave 2U Rural 5 12 - 12 5 Rural 22nd St Sligh Ave 22nd St Park 2U Rural 5 9 - 9 - Rural Nebraska Avenue from Twiggs Street to Nuccio Parkway Table 29: Project Candidate 26 Cross Section Existing bike lanes. 22nd Street from Hillsborough Avenue to Sligh Avenue Nuccio Parkway from Nebraska Avenue to 7th Avenue The speed limit is 30 mph. The 2-lane undivided roadway has 12-foot travel lanes. Install shared lane markings. This segment of Nuccio Parkway is a 4 lane divided roadway with 11-13-foot lane widths. The City of Tampa owns 22nd Street from Sligh Avenue to 22nd Street Park parcels bordering the west side of Nuccio Parkway. It is recommended that the City construct a 12-foot sidepath on the west side. The speed limit is 25 mph. This segment is a 2-lane undivided road with 9-foot lane widths and speed bumps. Install shared lane markings. 12th Avenue/Nuccio Parkway from 7th Avenue to 15th Avenue
This segment of Nuccio Parkway is a 4 lane divided roadway with 12-14-foot lane widths. There is a signal with four legs of crossings at 7th Avenue. Drop the sidepath and install shared lane markings to 14th/15th Street.
14th Street/Avenida Republica de Cuba from 12th Avenue to Lake Avenue
Pavement width ranges from 33-38-feet. A wide outside lane exists with a width of approximately 20 ft that is used for on street parking, however no parking pavement markings exist. Perform a parking utilization study to determine the parking demand. If on street parking is not needed, restripe with a bike lane and two southbound lanes. If parking is needed, restripe with a wide outside lane with shared lane markings plus on street parking.
15th Street from 12th Avenue to Lake Avenue
Pavement widths are approximately 32-feet where no on-street parking exists and 39-feet with on-street parking. Where on-street parking exists, restripe for 10-foot parking, 5-foot bike lane and two 13.5-foot travel lanes. Where no parking exists, restripe with a 5-foot bike lane and two 13.5-foot travel lanes.
Phase II – Draft Report 27 City of Tampa Walk-Bike Plan April 2012 Project Candidate 27 – 34th Street from McKay Bay Nature Park to Osborne Avenue
SB NB Section Median/ On From To Drainage Outside Inside Inside Outside Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Type 34th St McKay Bay Nature Park Adamo Dr 4D Urban - 13 11 8 11 13 - Urban 34th St Adamo Dr 21st Ave 4U Urban 5 12 12 - 12 12 5 Urban 34th St 21st Ave Lake Ave 2U Urban 5 14 - 14 5 Urban 34th St Lake Ave MLK 4U Urban 5 11 12 - 12 12 4 Urban 34th St MLK E. Chelsea St 2U Urban - 10 -- -10 4 Urban 34th St E. Chelsea St Osborne Ave 2U Urban 5 10 -- -10 4 Urban
Table 30: Project Candidate 27 Cross Section
McKay Bay Nature Park to 21st Avenue
This is a 4-lane undivided roadway. Pavement widths range from 48-56-feet. Speed limit is 40 mph north of Adamo Drive and 30 mph south of Adamo Drive. Consider a lane diet and add bike lanes. Table 31 shows volume data for the segments of 34th Street, with the exception of 34th Street south of Adamo Drive, where additional counts should be collected. Based on these volumes, 34th Street is a good candidate for a lane diet. A detailed analysis would be required at the major signalized intersection to determine the impact on capacity.
Existing Existing Date of Existing LOS Existing Existing On From To Road Daily AADT Link Status Count D Capacity v/c LOS Type Volume 34th St Adamo Dr 7th Ave 4LU 01/29/08 6519 6652 17891 0.37 A NON-CRITICAL 34th St 7th Ave Columbus Dr 4LU 01/29/08 5906 6027 17891 0.34 A NON-CRITICAL 34th St Columbus Dr Lake Ave 2LU 02/12/08 5801 6043 10725 0.56 B NON-CRITICAL
Table 31: 34th Street Lane Diet Segment Traffic Data
21st Avenue to Lake Avenue
Along this section, the posted speed limit is 30 mph and a total pavement width of 28-feet. Install shared lane markings.
Lake Avenue to Dr. MLK Jr. Boulevard
This segment is a 4-lane undivided roadway with a pavement width of 47-feet. The speed limit is 30 mph. Study the potential to convert to a 2-lane divided roadway with 5-foot bike lanes, one 13-foot travel lane in each direction, and an 11-foot median. Figure 17 shows a sketch of this recommendation.
Dr. MLK Jr. Boulevard to Osborne Avenue
Lane widths are approximately 10-feet in this section and the speed limit is 30 mph. It is recommended to install shared lane markings.
Figure 17: 34th Street Lane Diet – Dr. MLK Jr. Blvd to Lake Avenue
Phase II – Draft Report 28 City of Tampa Walk-Bike Plan April 2012 Project Candidate 28 – 40th Street/McKinley Drive from Adamo Drive to Fowler Avenue Hillsborough Avenue to Fowler Avenue
SB NB Section Median/ Bike lanes exist along this section. On From To Drainage Bike Outside Middle Inside Inside Middle Outside Bike Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Lane Lane Lane Lane Type th st th 40th St Adamo Dr I-4 4D Urban 5 - 13.5 - 12 20 11.5 - 14 - 5 Urban Project Candidate 29 – 7 Avenue from 21 Street to 50 Street 40th St I-4 Hillsborough Ave 6D Urban 5 - 12 12 11 17.5 11.5 12 12 - 5 Urban 40th St Hillsborough Ave Fowler Ave 4D Urban 5 4 12 - 12 20 12 - 12 4 5 Urban WB EB Section On Median/ On On From To Drainage Outside Inside Inside Outside Drainage Table 32: Project Candidate 28 Cross Section Type Sidewalk Street TWLTL Street Sidewalk Type Lane Lane Lane Lane Type Parking Parking Adamo Drive to I-4 7th Ave 21st St 23rd St 2U Urban 9 8 12 -- -12 8 7 Urban 7th Ave 23rd St 24th St 3U Urban 6 8 12 --10 10 - 5 Urban From Adamo Drive to I-4 the posted speed limit is 40 mph. The existing roadway is 4 lanes divided by a variable 7th Ave 24th St 39th St 4U Urban 8 - 11 10 - 10 11 - 6 Urban width painted and paved median. The pavement cross section is approximately 71-feet wide. Isolated raised 7th Ave 39th St 50th St 4U Urban 5 - 12 10 - 10 12 - 5 Urban concrete medians exist at left turn lanes. The AADT appear to indicate that a conversion from the 4 lane undivided Table 34: Project Candidate 29 Cross Section road to a 2 lane divided road with bike lanes may be possible. This would require a detailed analysis, particularly at the intersection with Adamo Drive. A second option is to convert the section to a 5/12/12/14/12/12/5 foot lane configuration (another option could be a 7/12/11/12/11/12/7). A third option would be to restripe the existing 72- st rd foot/6 lane segment (4 through, two left turn) south of 3rd Avenue with 4-foot bike lanes, 10.5-foot turn lanes, and 21 Street to 23 Street 10.75-foot travel lanes. It should be noted that, though the truck percentage is approximately 13 percent, it is 13 The speed limit is 30 mph. The roadway is a 2-lane undivided road with two 12-foot travel lanes and bulb outs for on-street percent of a low volume. A detailed engineering study should be undertaken to determine the feasibility of these parking in both directions. It is recommended to install shared lane markings along this segment. options and confirm the ability to drop lanes and reconfigure the SB approach at the Adamo Drive. 23rd Street to 24th Street I-4 to Hillsborough Avenue The speed limit is 35 mph. The roadway is a 3 lane undivided road (two EB lanes, one WB lane, and one WB on-street From Hillsborough Avenue to 19th Avenue the posted speed limit is 45 mph and reduces to 40 mph south of 19th parking lane) with a total pavement width of 40-feet. It is recommended to install shared lane markings along this segment. Avenue. Total pavement width is approximately 70.5-feet wide with a 17.5-foot median. Based on the daily volumes, it appears feasible to undertake a road diet to convert the existing 6-lane divided roadway into a 4-lane divided 24th Street to 39th Street roadway with bike lanes. Convert each direction to a 12/12/12 lane configuration. The “outside” 12-feet would be a th th 6-foot bike lane with a 6-foot striped out area between the bike lane and the curb. The existing pavement widths The speed limit from 24 Street to 39 Street is 30 mph. This segment is a 4-lane undivided roadway with a total pavement nd th nd would also allow for the addition of an exclusive right turn lane if needed at intersections by decreasing the lane width of 42-feet. Between 32 Street and 34 Street, the westbound direction merges into one lane. West of 32 Street, width to just over ten feet in addition to the bike lane. Bus turn outs would also be possible throughout the two westbound travel lanes pick up again. Table 35 shows the City’s volume data for this segment. As shown in Table 35, the th nd th segment. Table 33 shows the 2010 AADT traffic reports for segments south of Hillsborough Avenue, from FDOT’s City’s AADT spreadsheet already treats 7 Avenue from 22 Street to 34 Street as a 2-lane undivided roadway (likely due 2010 Florida Traffic Online application. Turning movement counts will be required at major intersections to confirm to varying lane configurations and merge/lane drops). An analysis, particularly of turning traffic should be undertaken to adequate capacity. determine the feasibility of a lane diet on this segment to convert from a 4-lane undivided road to a 3 lane section (two travel lanes, TWLTL, and 4-foot bike lanes).
"K" DEMAND "D" DEMAND "T" FACTOR K100 FACTOR D100 FACTOR Existing Existing SITE DESCRIPTION DIRECTION 1 DIRECTION 2 AADT TWO-WAY Date of Existing LOS Existing Existing 5099 SR569/40TH ST, SOUTH OF US92/HILLSBOROUGH AVE N 13000E S 12000E 25000 F 9.51F 9.15 56.00F 52 5.18P On From To Road Daily AADT Link Status 5101 US 41/40TH ST, SOUTH OF LAKE AVE. N 9000 S 9200 18200 C 9.51F 9.15 56.00F 52 11.46F Count D Capacity v/c LOS 5102 SR 569/40TH ST, SOUTH OF SR599/MELBOURNE AVE N 7200 S 7400 14600 C 9.51F 9.15 56.00F 52 11.46F Type Volume 5350 SR 569/40TH ST NORTH OF COLUMBUS N 6000 S 6400 12400 C 9.51F 9.15 56.00F 52 10.03A 7th Ave 21st St 22nd St 2LU 11/16/10 7482 7408 10725 0.69 C NON-CRITICAL 5103 39TH ST. NORTH OF E. BROADWAY N 4400 S 4500 8900 C 9.51F 9.15 56.00F 52 11.46F 7th Ave 22nd St 34th St 2LU 07/15/08 6857 6469 15200 0.43 B NON-CRITICAL 5182 SR 569/39TH ST, N OF SR 60/ADAMO DR N 5000 S 4800 9800 C 9.51F 9.15 56.00F 52 12.89A AVERAGES 7434 7384 14817 10.41 7th Ave 34th St 39th St 4LU 07/15/08 8306 7836 31540 0.25 A NON-CRITICAL 7th Ave 39th St 43rd St 4LU 07/15/08 10751 10142 31540 0.32 A NON-CRITICAL AADT FLAGS : C= COMPUTED; E= MANUAL EST; F= FIRST YEAR EST; S= SECOND YEAR EST; T= THIRD YEAR EST; X= UNKNOWN K/D FLAGS : A= ACTUAL; F= VOLUME FCTR CATG; D= DIST/FUNC. CLASS; P= PRIOR YEAR; S= STATE-WIDE DEFAULT; W= ONE-WAY ROAD Table 35: 7th Avenue Lane Diet Segment Traffic Data "T" FLAGS : A= ACTUAL; F= AXLE FCTR CATG; D= DIST/FUNC. CLASS; P= PRIOR YEAR; S= STATE-WIDE DEFAULT; X= CROSS-REFERENCE
Table 33: 40th Street 2010 AADT Traffic Reports
Phase II – Draft Report 29 City of Tampa Walk-Bike Plan April 2012 39th Street to 50th Street Project Candidate 32 – Hillsborough Avenue from Benjamin Road to Central Avenue
WB EB The speed limit is 40 mph. This segment is a 4-lane undivided roadway with a total pavement width of 44-feet. Table Section Median/ On From To Drainage Bike Outside Middle Inside Inside Middle Outside Bike Drainage Type Sidewalk TWLTL Sidewalk 35 shows the available AADT data along this segment which indicates this section is only utilizing 32% of available Type Lane Lane Lane Lane Lane Lane Lane Lane Type capacity. Perform an analysis on this section for a lane diet for 3 lanes and bike lanes. Hillsborough Ave Benjamin Rd Hoover Blvd 6D Urban 5 5 12 12 12 23 12 12 12 5 - Urban Hillsborough Ave Hoover Blvd Anderson Rd 6D Urban - 5 12 11 12 23 12 12 12 5 - Urban Hillsborough Ave Anderson Rd Lois Ave 6D Urban - 5 12 12 11 30 12 12 12 5 - Urban Project Candidate 30 – Columbus Drive & 17th Ave./18th Ave./19th Ave. from 14th Street to 40th Street Hillsborough Ave Lois Ave Himes Ave 6D Urban 5 5 11 12 11 42 11 12 12 5 - Urban Hillsborough Ave Himes Ave Central Ave 6D Urban 5 4 12 12 11 30 11 12 12 4 - Urban WB EB
Section North On South Median/ North North South South Table 38: Project Candidate 32 Cross Section On From To North Painted Outside Inside South Inside Outside Type Drainage street Drainage TWLTL Drainage side side Drainage Sidewalk Area Lane Lane Sidewalk lane lane Type parking Type Type Sidewalk Sidewalk Type Columbus Dr 14th Ave N. 34th St 2U ------Rural 5 14 13 5 Urban Columbus Dr 34th St N. 40th St 2U ------Urban 5 23 14 - Urban E. 19th Ave N. 40th St Railroad Tracks 2U Urban 5 - 17 17 - 5 Urban ------This section has existing bike lanes. No improvements are necessary. E. 19th Ave Railroad Tracks N. 29th St 2U Urban 5 - 18 16 - 5 Urban ------E. 19th Ave N. 29th St N. 22nd St 2U Urban 5 - 11 12 - 5 Urban ------E. 19th Ave N. 22nd St N. 21st St 2U Urban 5 7 12 16 - 5 Urban ------E. 19th Ave N. 21st St N. 14th Ave 2U Urban 5 - 18 10 8 5 Urban ------Project Candidate 33 – Hanna Avenue from Central Avenue to 40th Street Table 36: Project Candidate 30 Cross Section WB EB Section Median/ On From To Drainage Striped Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Area Lane Lane Type Columbus Drive and 17thAve./18th Ave./19th Ave. are a one way pair with two lanes in each direction and speed limits Hanna Ave Central Ave I-275 Overpass 2U Urban 5 8 19 - 11 5 Urban Hanna Ave I-275 Overpass Nebraska Ave 2U Urban 5 - 11 - 11 5 Urban of 30 mph. Pavement widths range from 23-34-feet with no on-street parking and 36-feet in locations with on-street Hanna Ave Nebraska Ave N. 15th St 2U Rural 5 - 10 - 10 - Rural parking. There are two options along the one-way pairs; reduce lane widths and install bike lanes or install shared Hanna Ave N. 15th St N. 20th St 2U Rural - - 11 - 11 5 Rural lane markings in the outside lanes. Hanna Ave N. 20th St N. 30th St 2U Rural 5 - 11 - 11 - Rural Hanna Ave N. 30th St N. 40th St 2U Urban - - 11 - 11 5 Urban Project Candidate 31 – Osborne Avenue from N Boulevard to 40th Street Table 39: Project Candidate 33 Cross Section WB EB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type From Central Ave to 40th the speed limit is 30 mph and lane widths vary from 10-12-feet. This corridor also has a crossing Osborne Ave N. Blvd Lynn Ave 2U Urban 8 18 - 18 5 Urban Osborne Ave Lynn Ave Florida Ave 2U Urban - 18 - 18 4 Urban under I-275. It is recommended to install shared lane markings through this entire section. Osborne Ave Florida Ave N. Central 2U Urban 6 20 - 20 6 Urban Osborne Ave N. Central N. 13th St 2U Urban - 12 - 12 6 Urban Osborne Ave N. 13th St N. 19th St 2U Urban 5 12 - 12 5 Urban Osborne Ave N. 19th St N. 22nd St 2U Urban 5 12 - 12 5 Urban Osborne Ave N. 22nd St Railroad Tracks 2U Urban 5 12 - 12 5 Urban Osborne Ave Railroad Tracks N. 32nd St 2U Urban - 12 - 12 5 Urban Osborne Ave N. 32nd St N. 40th St 2U Urban 5 12 - 12 5 Urban
Table 37: Project Candidate 31 Cross Section
From North Boulevard to 40th Street, the speed limit is 30 mph. West of Central Avenue the pavement width ranges from 24 to 40-feet with on-street parking. East of I-275 pavement width is approximately 25-feet with no on-street parking. Install shared lane markings from N Boulevard to 40th Street and mark the on-street parking from N Blvd to Central Ave.
Phase II – Draft Report 30 City of Tampa Walk-Bike Plan April 2012 Project Candidate 34 – Sligh Avenue from 22nd Street to Rowlett Park Drive
WB EB Section Median/ Left On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Turn Sidewalk Type Lane Lane Type Lane Sligh Ave 22nd St Rowlett Park Dr 3U Urban - 14 - 11 11 5 Rural
Table 40: Project Candidate 34 Cross Section
Approximately 10 to 12 feet of ROW exists along Sligh Avenue north of the edge of pavement from Rowlett Park Drive to the westernmost Tampa Electric Company (TECO) plant driveway. Construct a 10-foot sidepath flush with the back of curb/edge of pavement. Drainage structures exist, but can be made flush with the sidepath and traversed.
From the westernmost TECO plant driveway to 22nd Street, the ROW north of Sligh Avenue widens to 25-feet off the edge of pavement. Extend the 10-foot paved sidepath proposed above to 22nd Street near the back of ROW and tie into the sidewalk pad on the northeast corner of Sligh Avenue at 22nd Street. Figure 18 shows a sketch of this recommendation.
Figure 18: Sligh Avenue from 22nd Street to Rowlett Park Drive Recommendation
Phase II – Draft Report 31 City of Tampa Walk-Bike Plan April 2012 Project Candidate 35 – Rowlett Park Drive from Sligh Avenue to 22nd Street Project Candidate 36 – Yukon Street/River Hills Drive Corridor
SB NB WB EB Section Median/ Section Median/ On From To Drainage Travel Travel Drainage On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Type Lane Lane Type Rowlett Park Dr Sligh Ave 22nd St 2U Rural 5 12 - 12 - Rural Riverhills Dr Rowlett Park Dr 22nd St 2U Rural 5 12 - 12 5 Rural Riverhills Dr 22nd St Yukon St Rural 5 12 - 12 - Rural Table 41: Project Candidate 35 Cross Section Yukon St Riverhills Dr 40th St 2U Rural 5 10 - 10 - Rural
Table 42: Project Candidate 36 Cross Section
On Rowlett Park Drive within the analysis segment, the speed limit is 45 mph. “Share the road” signage exists along this segment. The roadway is a 2-lane undivided facility with approximately 12-foot lanes. Just south of the Rowlett nd Park Drive/Mulberry Drive intersection there is an existing bridge over the Hillsborough River. The bridge deck is River Hills Drive/22 Street from Rowlett Park Drive to Yukon Street 28.5-feet wide with 3-foot raised sidewalks on each side. Figure 19 shows the existing bridge. Restripe south of the From Rowlett Park Drive to Yukon Street, River Hills Drive is a 2-lane undivided roadway with a speed limit of 30 mph. There Rowlett Park Drive/Mulberry Drive intersection through the bridge with a 4/10/10/4 lane configuration and leave as are existing speed bumps along the section. Lane widths are approximately 12-feet. The recommendation is to install shared undesignated bike lanes. Install share the road signs on both bridge approaches. Transition from a bike lane to a side lane markings. path on the west side of Rowlett Park Drive south of the bridge. Adequate ROW exists for the widening of the existing sidewalk or construction of a 12-foot shared use path. Yukon Street from River Hills Drive to 40th Street
This section is a 2-lane undivided roadway with 10-foot lanes and a posted speed limit of 30 mph. This section has existing speed bumps and asphalt curb. Utility poles and numerous residential driveways exist which would make widening the road a costly project. Therefore, the recommendation is to install shared lane markings.
Figure 19: Existing Rowlett Park Drive Bridge
Phase II – Draft Report 32 City of Tampa Walk-Bike Plan April 2012 Project Candidate 37 – Rowlett Park Trail
The speed limit is 30 mph along River Hills Drive. On River Hills Drive west of the intersection with 26th Street, construct an enhanced crosswalk with signage indicating a bike path exists in the park south of River Hills Drive. Construct a 12-foot wide trail from the new crossing that provides connection to the park’s existing trail system south of River Hills Drive. Also construct a 12-foot wide trail connecting the two existing trails south of River Hills Drive in the vicinity of, and east of, 22nd Street and Waters Avenue. At the southwest corner of the park, construct a 12-foot wide trail connecting the existing park trail to the existing sidewalk on the south east corner of the Rowlett Park Drive/Mulberry Drive intersection.
Fill in the 60-foot sidewalk gap on the northwest corner of the Rowlett Park Drive/Mulberry Drive intersection.
Figure 20 shows a concept sketch of these improvements.
In addition to the trail connections, provide shared lane markings along the length of River Hills Drive from Yukon Street to Rowlett Park Drive as a secondary bicyclist option. Install HECW on all approaches of the Rowlett Park Drive/Mulberry Drive intersection.
Figure 20: Rowlett Park Trail Improvement Concept
Phase II – Draft Report 33 City of Tampa Walk-Bike Plan April 2012 Project Candidate 38 – Yukon Street from N Boulevard to River Hills Drive
WB EB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Yukon St N. Blvd Florida Ave 2U Rural 5 9 - 9 - Rural Yukon St Florida Ave Dixon Ave 2U Urban 6 15 - 15 6 Urban Yukon St Dixon Ave Central Ave 2U Urban 6 27 - 15 6 Urban Yukon St Central Ave Nebraska Ave 2U Rural - 13 - 11 6 Urban Yukon St Nebraska Ave 12th St 2U Urban - 9 - 9 5 Rural Yukon St 12th St Railroad Tracks 2U Rural 5 10 - 10 - Rural Yukon St Railroad Tracks 22nd St 2U Rural 4 10 - 10 - Rural Yukon St 22nd St Riverhill Dr 2U Rural 5 11 - 11 5 Rural
Table 43: Project Candidate 38 Cross Section Figure 21: Yukon Street Pedestrian Railroad Crossing
N Boulevard to Florida Avenue Project Candidate 39 – 30th Street from Hanna Avenue to Rogers Park From N Boulevard to Florida Avenue, the posted speed limit is 25 mph. This segment is a 2-lane undivided road with 9-foot lanes. Install shared lane markings or share the road signs. SB NB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Florida Avenue to Dixon Avenue Type Lane Lane Type East of Florida Avenue, the speed limit increases to 30 mph. A signalized crossing exists at Florida Avenue. The 2- 30th St Hanna Ave Sligh Ave 2U Rural 5 12 - 12 5 Rural 30th St Sligh Ave Rogers Park 2U Rural 5 10 - 10 5 Rural lane undivided roadway has a pavement width of 30-feet. This cross section could allow for two 10-foot lanes and bike lanes but for continuity and the character of the roadway, shared lane arrows are recommended. Table 44: Project Candidate 39 Cross Section
Dixon Avenue to Central Avenue Hanna Avenue to Sligh Avenue
The 30 mph speed limit is maintained east of Dixon Avenue. This undivided section has pavement widths of 42-feet The posted speed limit is 30 mph. The two lane undivided road has lane widths of 12-feet. It is recommended to install with one EB lane, one WB lane, and a WB right turn lane into the bus transfer station. The recommendation is for shared lane markings for this segment. shared lane arrows. Sligh Avenue to Rogers Park Central Avenue to River Hills Drive The speed limit is 25 mph from Sligh Avenue north to the railroad tracks and 15 mph north of the railroad tracks. The two An underpass exists at I-275. The speed limit is maintained at 30 mph from Central Avenue to Nebraska Avenue and lane undivided road has lane widths of 10-feet. It is recommended to install shared lane markings for this segment. 25 mph from Nebraska Avenue to River Hills Drive. Nebraska Avenue is a signalized intersection. The pavement width varies from 18 to 24-feet. Enhance the crosswalks at Nebraska Avenue to high emphasis markings. Consider signage on the east/west legs of Yukon and 12th to direct bicyclists through the skew. . Yukon Street ends west of the railroad tracks, at 17th Street, and picks up again on the east side of the tracks.
Pedestrians were witnessed crossing the tracks at this location and a “worn path” was obvious as shown in Figure 21. Consider constructing a pedestrian/bicycle crossing, at grade, over the railroad tracks and complete the sidewalk along the north side from 15th Street across the railroad tracks to the receiving sidewalk on the east side. Install shared lane markings from Central Avenue to River Hills Drive.
Phase II – Draft Report 34 City of Tampa Walk-Bike Plan April 2012 Project Candidate 40 – 30th Street from Yukon Street to Busch Boulevard Project Candidate 43 – Kirby Street from Armenia Avenue to N Boulevard
SB NB WB EB Section Median/ Section Median/ On From To Drainage Travel Travel Drainage On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Type Lane Lane Type 30th St Yukon St Busch Blvd 2U Rural 5 14 - 14 - Rural Kirby St Armenia Ave N. Blvd 2U Rural - 12 - 12 - Rural
Table 45: Project Candidate 40 Cross Section Table 47: Project Candidate 43 Cross Section
This segment of 30th Street is a 2-lane undivided roadway with a 30 mph speed limit Lane widths are approximately From Armenia to North Boulevard, Kirby Street is a residential street with a speed limit of 25 mph. This segment is a 2-lane 14-feet. Though bike lanes may fit, the recommendation is to install shared lane markings. undivided roadway with a total pavement width of 24-feet. Swales and overhead electric poles exist near the edge of pavement on both sides of the road, which makes the possibility of widening unlikely and costly. The pavement along Kirby Street appears to be new. It is recommended to install shared lane markings. Project Candidate 41 Parcel north of Railroad Tracks from Rowlett Park Drive to 30th Street – The intersection of Kirby Street and Armenia Avenue should be reviewed for traffic signal warrant and/or a pedestrian North of the railroad tracks, in the vicinity of what would be the Veve Lane extension, exists an approximately 70- controlled crossing (High Intensity Activated Crosswalk (HAWK) beacon or pedestrian signal). th foot wide parcel owned by the City of Tampa that runs between 30 Street and Rowlett Park Drive. The City also owns the golf course parcel to the north. Construct a 12-foot wide shared use path with lighting. This will connect the Rowlett Drive sidepath to 30th Street for bicyclists/pedestrians wishing to continue south past Sligh Avenue.
Project Candidate 42 – Armenia Avenue from Sligh Avenue to Busch Boulevard
SB NB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type Armenia Ave Sligh Ave Busch Blvd 2U Rural - 11 - 11 - Rural
Table 46: Project Candidate 42 Cross Section
Previous analysis of this segment shows potential for widening and reconstruction to a 2 lane enhanced section with bicycle lanes and left turn lanes at key locations. Existing ROW is being used for parking and other uses by adjacent businesses. The City should start enforcing its ROW well ahead of any widening effort. Stormwater and access management issues need to be addressed as well.
A further detailed engineering study of this roadway is recommended. This project would have significant cost and would take considerable time from concept to construction. It is recommended that analysis begin soon such that a decision can be made whether to seek future funding.
Phase II – Draft Report 35 City of Tampa Walk-Bike Plan April 2012 Project Candidate 44 – Bird Street from Florida Avenue to Rowlett Park Drive Bird Street/Mulberry Drive from Nebraska Avenue to Rowlett Park Drive
WB EB Section Median/ This section has a 25 mph speed limit. Bird Street from Nebraska to Mulberry Drive is a 2-lane undivided roadway with a On From To Drainage Right Turn Outside Inside Left Turn Left Turn Inside Outside Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Lane Lane Lane Type total pavement width of 20-feet. Bird Street dead ends at Ogontz Street. East of Ogontz Street, Mulberry Drive crosses under Bird St Florida Ave K-mart Driveway 3U Rural 5 10 --10 --12 - 5 Rural Bird St K-mart Driveway Dog Track Driveway 4D Urban 6 - 12 12 12 8 12 12 12 5 Urban the railroad tracks and ties into the Rowlett Park Drive/River Hills Drive corridor. Install shared lane markings along entire Bird St Dog Track Driveway Nebraska Ave 4U Rural - - 12 12 ---12 12 6 Rural Bird Street/Mulberry Drive segment past Rowlett Park Drive. From Nebraska Avenue to Ogontz Avenue, complete the Bird St Nebraska Ave Rowlett Park Dr 2U Rural 4 - - 10 ---10 - - Rural sidewalk along both side of Bird Street. In the short term provide a marked crosswalk at Alaska Street and Bird Street. Table 48: Project Candidate 44 Cross Section
Bird Street from Florida Avenue to Nebraska Avenue
Along this section, the speed limit is 30 mph. From Florida Avenue to the K-Mart driveway, Bird Street is a 3-lane undivided road (two WB lanes, one EB lane) with a total pavement width of 30-feet. From the K-Mart driveway to the dog track driveway east of I-275, Bird Street widens to a 4-lane divided highway plus left turn lanes to the I-275 on ramps. The total pavement width under I-275 is 80-feet. East of the dog track driveway to Nebraska Avenue, Bird Street is a 4-lane undivided roadway with a total pavement width of 48-feet. Table 49 shows the City’s volume data for this segment.
Existing Existing Date of Existing LOS Existing Existing On From - To Road Daily AADT Link Status Count D Capacity v/c LOS Type Volume Bird St Florida Ave to I-275 4LU 10/24/06 7016 7087 17891 0.40 A NON-CRITICAL Bird St I-275 to Nebraska Ave 4LU 09/08/08 4772 4633 17891 0.26 A NON-CRITICAL
Table 49: Bird Street Lane Diet Segment Traffic Data
Bird Street from Florida Avenue to K-Mart driveway
ROW exists north and south of Bird Street for minor widening to accommodate bike lanes. Widen for 4-foot bike lanes and tie into segment to the east. With no curb and gutter and minimal drainage impacts, the widening should be cost effective.
Bird Street from K-Mart driveway to dog track driveway
Perform a lane diet and convert outer lanes into 6-foot bike lanes. Hatch out unused pavement with chevrons. Maintain the existing turn lanes onto I-275 ramps. Convert the northbound shared left/through lane coming off I- 275 to a through lane. Obtain a turning movement count at I-275 and Bird Street to confirm adequate intersection capacity with the proposed recommendations.
Bird Street from dog track driveway to Nebraska Avenue
Perform a lane diet and convert outer lanes into bike lanes and chevron striping. A striped pavement section exists south of the existing eastbound right turn lane at the Bird Street/ Nebraska Avenue intersection. Convert this striped area into a right turn only lane and keyhole the new bike lane between the shared through/left lane and this new lane. Provide an EB left turn lane as well. Convert the westbound approach to the Bird Street/Nebraska Avenue intersection to a shared through/left turn lane and a right turn only lane.
Figure 22 shows a concept sketch of these recommendations. Note the use of “green” bike lanes, which is optional.
Phase II – Draft Report 36 City of Tampa Walk-Bike Plan April 2012 Project Candidate 45 – Waters Avenue from Florida Avenue to River Hills Drive
WB EB Section Median/ On From To Drainage Outside Inside Inside Outside Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane lane Type Waters Ave Florida Ave Nebraska Ave 4U Urban 5 12 12 - 11 11 5 Urban Waters Ave Nebraska Ave Rowlett Park Dr 2U Rural 5 11.5 - - - 11.5 5 Rural Waters Ave River Hills Dr 22nd St 2U Urban 5 11.5 - - - 11.5 5 Urban
Table 50: Project Candidate 45 Cross Section
Florida Avenue to Nebraska Avenue
From Florida to Riverhills Drive, the speed limit is 45 mph. This segment is a 4-lane undivided road with a total pavement width of 46-feet plus widening for turn lanes at the intersections. The segment runs under I-275 but has no access. Restripe this section with a 5-foot bike lane and one 12-foot travel lane in each direction plus a 13-foot median. Collect TMCs and perform a traffic study to best determine lane configuration at the Waters Ave/Florida Ave intersection. Consider installing a pedestrian median refuge island on Waters Avenue at Seminole Avenue.
Remove the concrete median on the eastbound approach to the Waters Avenue/Nebraska Avenue to accommodate a bike lane that keyholes between the through and right turn lanes. Table 51 shows City’s volume data for this segment. Convert the westbound approach to the Waters Avenue/Nebraska Avenue intersection to a left turn lane and a shared through/right turn lane.
Existing Existing Date of Existing LOS Existing Existing On From - To Road Daily AADT Link Status Count D Capacity v/c LOS Type Volume Waters Ave Florida Ave to Nebraska Ave 4LU 11/09/10 12134 12134 17891 0.68 C NON-CRITICAL
Table 51: Waters Avenue Lane Diet Segment Traffic Data
Nebraska Avenue to River Hills Drive
The 2-lane undivided section from Nebraska Avenue to River Hills Drive has a posted speed of 30 mph. The total pavement width of 22 to 24-feet can accommodate shared lane markings. Additionally, consider installing a marked crosswalk at 20th Street.
Figure 22: Concept Sketch of Bird Street Recommendations
Phase II – Draft Report 37 City of Tampa Walk-Bike Plan April 2012 Project Candidate 46 – 113th Ave./47th St. (Greco Softball Complex) from Whiteway Drive to 50th Street
SB/EB NB/WB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type 113th Ave/47th St Whiteway Dr 50th St 2U Urban - 12 - 12 - Urban
Table 52: Project Candidate 46 Cross Section
Construct a sidewalk along the east side of 47th Street and the south side of 113th Avenue. Sidewalk along the east side of 50th Street was proposed as part of Walk-Bike Phase I. Install high emphasis midblock crossings at the park road’s intersection with 50th Street and Whiteway Drive. Figure 23 illustrates these recommendations.
Figure 23: Greco Softball Complex Improvements
Phase II – Draft Report 38 City of Tampa Walk-Bike Plan April 2012 Project Candidate 47 – Bruce B. Down Boulevard from Fowler Avenue to Fletcher Avenue
Fowler Avenue to Pine Drive
Construct a sidewalk along the east side. Use University of South Florida property and construct sidewalk east of the existing berm. Tie into the existing sidewalk at the existing bus stop adjacent to the NB right turn lane at the Bruce B Downs Blvd/Pine Drive intersection. Figure 24 shows a sketch of this recommendation.
Pine Drive to Fletcher Avenue
Construct a sidewalk along the east side. Fill and/or a retaining wall may be needed along a portion of the lake north of University Square Drive. Match the cross slope of the shallow swale that exists along portions of the east side. Piping of the swale or a retaining structure with flumes may be necessary adjacent to the northbound right turn lane at Holly Drive.
Figure 24: Bruce B. Downs Sidewalk – Fowler Avenue to Pine Drive
Phase II – Draft Report 39 City of Tampa Walk-Bike Plan April 2012 Project Candidate 48 – Davis Islands E Davis Boulevard from Hudson Avenue to Chippewa Avenue
SB/EB NB/WB The speed limit is 35 mph. This segment is a 2-lane undivided section with on-street parking and a pavement width of 45- Section On- Median/ On- On From To Drainage Outside Inside Inside Outside Sidewalk/ Drainage Type Sidewalk street TWLTL street feet. Perform a parking utilization study to determine the parking demands. If on-street parking is necessary, restripe with Type Lane Lane Lane Lane Sidepath Type Parking Parking an 8/14.5/14.5/8 foot lane configuration and shared lane markings. If parking is not necessary, restripe for bike lanes with a S. Davis Island Severn Avenue Davis Yacht Club 2U Rural - - 9 - - - 9 - - Rural B lvd 5/11/13/11/5 foot lane configuration. Severn Ave S . Davis B lvd Hudson Ave 2U Urban - - 26 -- -26 - 12 Urban Roundabout Severn Ave W . Davis B lvd Biscayne Ave 2U Urban 5 - 22.5 - - - 22.5 - 5 Urban E Davis Boulevard from Chippewa Avenue to Chesapeake Avenue Roundabout W . Davis B lvd Biscayne Ave Davis Blvd 4U Urban 8 - 17.5 10 - 10 17.5 - 8 Urban E . Davis B lvd Hudson Ave Chippewa Ave 2U Urban 5 - 22.5 - - - 22.5 - 5 Urban The speed limit is 30 mph north of Chesapeake Avenue. This segment is a 2-lane undivided section with on-street parking E . Davis B lvd Chippewa Ave Chesapeake Ave 3D Urban 10 12 12 - 12 - 12 12 10 Urban and a pavement width of 60-feet. Perform a parking utilization study to determine the parking demands. If on-street parking E . Davis B lvd Chesapeake Ave Barbados Ave 2U Urban 10 8 12 -- -12 8 10 Urban E . Davis B lvd Barbados Ave Davis Blvd 3D Urban 10 8 15 - 16 - 15 8 10 Urban is necessary, restripe with an 8/14.5/14.5/8 foot lane configuration and shared lane markings. If parking is not necessary, Davis Island Davis B lvd E . Davis B lvd restripe for bike lanes with a 5/11/13/11/5 foot lane configuration. Bridge 4U Urban 10 8 11 11 - 11 11 8 10 Urban
Table 53: Project Candidate 48 Cross Section E Davis Boulevard from Chesapeake Avenue Barbados Avenue
The speed limit is 30 mph. The existing segment is a 2-lane undivided roadway with angled parking adjacent to it, separated by a paved buffer. Immediately north and south of Barbados Avenue, Biscayne Avenue, and Chesapeake Avenue, the Severn Avenue/Martinique Avenue from Davis Island Yacht Club to S Davis Island Boulevard roadway narrows through bulb outs to a 2-lane undivided section with a total pavement width of 40-feet. Continue the Speed limit is 25 mph. Install shared lane markings. shared lane markings through these bulb outs and the rest of the segment.
S Davis Boulevard from Severn Avenue Roundabout to Hudson Avenue E Davis Boulevard from Barbados Avenue to Davis Boulevard
The speed limit is 30 mph west of Mamora Avenue and 35 mph east of it. Pavement width is 52-feet. There is an The speed limit is 30 mph. This segment is a 3-lane section with one travel lane in each direction, a TWLTL, and 8-foot on- existing sidepath along the south side of S Davis Boulevard. Add a trail/sidewalk connection from the southeast side street parking on both sides. Total pavement width is 46-feet. Restripe with 8-foot parking and a 14-foot travel lane with of the Severn roundabout to the existing sidepath to provide better bicyclist access. Relocate the crosswalk across shared lane markings in each direction plus a 12 to 18-foot median. Channel Drive closer to S Davis Boulevard so that bicyclists can transition into the bike lanes along the roadway to Davis Boulevard from E Davis Blvd/W Davis Blvd split to Davis Island Bridges the north. Perform a parking utilization study to determine the parking demands. If on-street parking is needed, restripe with 8-foot parking along the residential side of the road, 4-foot bike lanes, and 12-foot travel lanes. If not, The City is currently studying this segment and will determine the recommendations. As an alternate corridor install shared restripe with 6-foot bike lanes and 12-foot travel lanes and stripe off the remaining pavement to the curb. lane markings on Columbia Drive from Davis Boulevard to Hudson Avenue.
W Davis Boulevard from Severn Avenue Roundabout to Biscayne Avenue Davis Islands Bridges from Davis Islands to Mainland
The speed limit is 35 mph from Biscayne Boulevard to Blanca Avenue. From Blanca Avenue to Riviera Drive the We recommend a detailed review of a new bridge for pedestrian/bike traffic. The existing pedestrian bridge is narrow and speed limit is 30 mph. From Riviera Drive to the Severn Avenue roundabout the speed limit is 35 mph. This segment not well lit. On-road is dangerous because of the merge/weave maneuvers. See previous pedestrian/bicycle is a 2-lane undivided road with a total pavement width 45-feet, except in the vicinity of the bridge south of Erie recommendations from Walk-Bike Phase I. Avenue, which has a 35-foot pavement width and 5-foot sidewalks on each side.
For the bridge and its approaches convert the section to two 11-foot travel lanes with 6.5-foot bike lanes as shown in the 35-foot Roadway Section in Figure 25. For the remainder of the segment convert to the 45-foot Roadway Section shown in shown in Figure 26.
W Davis Boulevard from Biscayne Avenue to Davis Boulevard
The speed limit is 35 mph. This segment is a 4-lane undivided roadway with a total pavement width of 55-feet. Convert to a 3-lane section with bike lanes and on-street parking as shown in the 55-foot Roadway Section in Figure 27.
Phase II – Draft Report 40 City of Tampa Walk-Bike Plan April 2012
Figure 25: Davis Island Proposed Improvements – 35-foot Roadway Section Figure 26: Davis Island Proposed Improvements – 45-foot Roadway Section
Phase II – Draft Report 41 City of Tampa Walk-Bike Plan April 2012 Project Candidate 49 – S Harbour Island Blvd/Franklin St from Knights Run Ave to Greco Plaza
SB NB Section Median/ On From To Drainage Travel Travel Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Type S. Harbour Island Blvd Knights Run Bridge 2U Urban - 15 - 15 5 Urban S. Harbour Island Blvd Bridge Greco Plaza 2U Urban 12 15 - 15 12 Urban
Table 54: Project Candidate 49 Cross Section
The speed limit along Franklin Street/Harbour Island Boulevard is 30 mph and this section is 2-lanes undivided. It is recommended to install shared lane markings.
Figure 27: Davis Island Proposed Improvements – 55-foot Roadway Section
Phase II – Draft Report 42 City of Tampa Walk-Bike Plan April 2012 Project Candidate 50 – Beneficial Drive from Knights Run Avenue to Channelside Drive
SB NB Section Median/ On From To Drainage Outside Inside Inside Outside Drainage Type Sidewalk TWLTL Sidewalk Type Lane Lane Lane Lane Type Beneficial Dr Knights Run Bridge 4D Urban 5 12 12 13 12 12 5 Urban Beneficial Dr Bridge 4D Urban 5 13 13 4 12 12 5 Urban Beneficial Dr Bridge Channelside 4D Urban 5 12 12 6 12 12 5 Urban
Table 55: Project Candidate 50 Cross Section
Knights Run Avenue to Bridge
From Knights Run to the Bridge, the speed limit is 40 mph. This segment is a 4-lane divided roadway with 12-foot lane widths. Install shared lane markings and consider a speed reduction to 35 mph. The section is only approximately 1,000-feet.
Beneficial Drive Bridge
The speed limit across the bridge is 40 mph. The bridge is a 4-lane section divided by a raised concrete median. Lane widths on the bridge are 12-13-feet plus a 5-foot raised sidewalk. Restripe with a 5/12/10/Median/10/12/5 foot lane configuration (also consider 11-foot outside lanes) as shown in Figure 28.
Figure 28: Beneficial Drive Bridge
Phase II – Draft Report 43 City of Tampa Walk-Bike Plan April 2012 Bridge to Channelside Drive
From the Bridge to Channelside Drive, the posted speed limit remains 40 mph. This segment is a 4-lane divided roadway with 12-foot lane widths. The recommendation is to install shared lane markings.
Construct a ramp transition from the Riverwalk onto SB Beneficial Drive for bicyclists. In the short term, at the intersection of Beneficial Drive and Channelside Drive, narrow the NB left turn lane and the inside NB through lane to provide a wider outside NB through lane with shared lane markings. In the long term, eliminate the concrete separator and start a NB bike lane. Figure 29 illustrates this concept.
Figure 29: Beneficial Drive at Channelside Drive Long Term Improvements
Phase II – Draft Report 44 City of Tampa Walk-Bike Plan April 2012 Potential Complete Street Projects The following 5 maps show the proposed Walk-Bike Phase II Shortlisted Projects. See Appendix A for Project Shortlist Complete Street projects consist of lane reductions to accommodate elements such as bike lanes, on-street parking, Summary Tables. paved shoulders, sidewalks, etc. Table 56 summarizes the list of roadways with potential for Complete Street projects, some of which have already been discussed in this report. Further discussion with the City and FDOT should occur to determine which projects to move forward.
Lanes/Median AADT Proposed Roadway From To Existing Potential Low High LOS E Capacity* Bay to Bay Boulevard Manhattan Bayshore 4U 2D 13000 18200 17,000 Avenue Boulevard Henderson Boulevard Manhattan Kennedy 4U 2D 9500 19000 17,000 Avenue Boulevard 7th Avenue 22nd Street 39th Street 4U 2D 7500 8000 17,000
Bird Street Florida Nebraska 4U 2D 4500 7100 17,000 Avenue Avenue Waters Avenue Florida Nebraska 4U 2D 12100 12100 17,000 Avenue Avenue 34th Street Lake Avenue Martin 4U/4D 2D 8700 8700 17,000 Luther King 40th Street Hillsborough ColumbusBlvd 6D 4D+HOV 15700 25800 35,100 Avenue Drive Armenia Avenue Sligh Busch 2U 2D/2E 14100 15900 17,000 Avenue Boulevard
Table 56: Potential Complete Street Projects
Phase II – Draft Report 45 City of Tampa Walk-Bike Plan April 2012
Map 2: Phase II Projects
Phase II – Draft Report 46 City of Tampa Walk-Bike Plan April 2012 Map 3 : Projects by Type
Phase II – Draft Report 47 City of Tampa Walk-Bike Plan April 2012 Map 4: Projects by Type - South Tampa
Phase II – Draft Report 48 City of Tampa Walk-Bike Plan April 2012
Map 5: Projects by Type - North Tampa
Phase II – Draft Report 49 City of Tampa Walk-Bike Plan April 2012
Map 6 : Interaction with Transit Facilities
Phase II – Draft Report 50 City of Tampa Walk-Bike Plan April 2012 Map 7 : Interaction with Greenways and Trails System
Phase II – Draft Report 51 City of Tampa Walk-Bike Plan April 2012
Appendix A: Project Shortlist Tables South Tampa Corridor On From To Improvements
Proposed sidepath as part of the City's Greenways & 1 Boundary Blvd Picnic Island Park Interbay Blvd Trails Master Plan
Picnic Island Park Interbay Blvd/Commenrce St
Install shared lane markings 1A Westshore Blvd/Commerce St Interbay Blvd/Commerce St Dolphin Pointe Apartments Cir
Install shared lane markings in the short term. Long Dolphin Pointe Apartments Cir Gandy Blvd term consider reworking section to provide bike lanes.
Install sidepath along west side. Redevelopment of 2 Westshore Blvd Gandy Blvd Euclid Ave Georgetown Apartment site may widen for turn lanes, incorporate bike lanes into this project if possible.
Existing sidepath on east side.Install HECW on east leg of Manhattan/Interbay. Construct sidepath from Interbay Blvd W Bay Ave Manhattan/Interbay to Tanker Way through City owned parcels. Install shared lane markings on Tanker Way to MacDIll AFB.
Widen/replace sidewalk along west side with a 12 foot W Bay Ave W Iowa Ave sidepath.
W Iowa Ave Legacy Park Dr Existing sidepath on west side. 3 Manhattan Ave Widen/replace sidewalk along west side with a 12 foot Legacy Park Dr Price Ave sidepath. Imrove rail crossing. Minor drainage improvements may be needed for sidepath. Price to McElroy, sidepath on west side. Install HECW Price Ave Gandy Blvd at McElroy. McElroy to to Gandy install shared lane markings. Gandy Blvd El Prado Blvd Existing bike lanes Restripe with unmarked bike lanes to a 3.5/10/10/10/10/10/3.5 foot lane configuration. Another El Prado Blvd Henderson Blvd option is to restripe with shared lane markings to a 13.5/10/10/10/13.5 foot lane configuration. Install shared lane markings. Convert angled parking to 4 Manhattan Ave San Jose St Morrison Ave parallel. Widen sidewalk on NW corner of Manhattan/Henderson to San Jose St Possible lane diet to a 3 lane section with bike lanes 5 Henderson Blvd Manhattan Ave Kennedy Blvd and a TWLTL. Install shared lane markings. Install/upgrade pedestrian 6 Church Ave Euclid Ave Kennedy Blvd crossings to HECW at Swann, Henderson, Bay to Bay, El Prado, and Euclid. Install shared lane markings. Reconstruct sidewalk connect to Gadsden Park trail. Add connection from Gadsden Park Gandy Blvd 7 Himes Ave trail to MacDill Ave and install bicycle signage on MacDill. Existing bike lanes. Upgrade to HECW at Gandy Blvd Crosstown Expressway Himes/Gandy. Staunton St Sherrill St Westshore Blvd Existing sidepath
Existing sidepath along west side. Extend path to north Westshore Blvd Staunton St Everett Ave side of Everett Ave. Install enhanced crossing with RRFB across Westhshore.
8 Install a bicycle/pedestrian pathway with lighting and Everett Ave Easement Westshore Blvd Manhattan Ave railroad crossing. Install bicycle/pedestrian pathway with lighting through Everett Ave Easement Manhattan Ave Lois Ave School Board parcel along north side of canal. Install bicycle/pedestrian pathway with lighting along Everett Ave Easement Manhattan Ave Tanker Way easement, south to Tanker Way. Provide HECW across Interbay Blvd. Mango Ave Manhattan Ave Dale Mabry Hwy Install shared lane markings Install bicycle/pedestrian pathway. Enhance Interbay/Himes intersection with HECW and RRFB. Mango Ave Easement Dale Mabry Hwy MacDill Ave Connect to north side of Averill Ave/MacDill Ave 9 intersection and provde HECW and RRFB on north side. Install shared lane markings. Install HECW and RRFB Averill Ave MacDill Ave Bayshore Blvd at Bayshore/Averill intersection. Install shared lane markings. Install HECW at Manhattan, the west leg of Sterling, and Himes. Instal Oklahoma Ave Westshore Blvd Himes Ave HECW and pedestrian signals/push buttons on north 10 leg of Dale Mabry/Oklahoma. Install HECW at Oklahoma/Himes. Construct a Himes Ave Oklahoma Ave Wyoming Ave sidepath along east side. Install shared lane markings and HECW at MacDill Wyoming Ave Himes Ave MacDill Ave Ave. Install shared lane markings. Install HECW and RRFB Pearl Ave Westshore Blvd Dale Mabry Hwy at Pearl/Westshore. Existing bike lanes. Install HECW and RRFB at Dale Mabry Hwy Pearl Ave Ballast Point Blvd Pearl/Dale Mabry. 11 Install shared lane markings. Relocate pedestrian Ballast Point Blvd Dale Mabry Hwy Bayshore Blvd signal to Ballast Point/MacDill intersection. Install sidepath along west side. Upgrade to HECW at Bayshore Blvd Ballast Point Blvd Interbay Blvd Bayshore/Interbay. Bridge St Gandy Blvd Tyson Ave Install sidepath. Part of the City's parks plan Install shared lane markings. Install HECW and RRFB Tyson Ave Bridge St Westshore Blvd at Tyson/Westshore. 11A Construct a bicycle/pedestrian pathway adjacent to the Tyson Ave Westshore Blvd Manhattan Ave canal. Tyson Ave/Lois Ave Manhattan Ave Pearl Ave Install shared lane markings Pearl Ave Lois Ave Dale Mabry Hwy Install shared lane markings 12 Euclid Ave Westshore Blvd Bayshore Blvd Existing shared lane markings El Prado Blvd Beach Dr Westshore Blvd Perform a lane diet from 4D to 2D with bike lanes.
El Prado Blvd Westshore Blvd Manhattan Ave Perform a lane diet from 4D to 2D with bike lanes. Perform a lane diet from 4D to 2D with bike lanes and 13 El Prado Blvd Manhattan Ave Lois Ave on street parking. El Prado Blvd Lois Ave MacDill Ave Perform a lane diet from 4D to 2D with bike lanes. Install shared lane markings. Install HECW and RRFB El Prado Blvd MacDill Ave Bayshore Blvd at Bayshore/El Prado. Perform a lane diet to convert from 4D to a 3 lane Bay to Bay Blvd Manhattan Ave Bayshore Blvd 14 section with TWLTL and bike lanes. Instal shared lane markings. Review for removal of dual San Jose St Westshore Blvd Manhattan Ave 15 EB LTL. Palmira Ave Manhattan Ave Church Ave Install shared lane markings Install shared lane markings. Upgrade Henderson and 16 Neptune St Manhattan Ave Frankland Rd Church crossings to HECW. Install shared lane markings. Install HECW and Rome Ave Bayshore Blvd Snow Ave pedestrian refuge island at Rome/Bayshore 17 Install shared lane markings. Upgrade Swann/S Dakota Snow Ave/S Dakota Ave Rome Ave Swann Ave crossing to HECW. Install shared lane markings. Install HECW and RRFB at Howard, Armenia, MacDill, Henderson, and Himes De Leon St/Freemont Ave Church Ave Swann Ave 18 intersections. Install raised ped island at De Leon/Dale Mabry. Swann Ave Freemont Ave Bayshore Blvd Restripe with bike lanes. North Tampa Corridor On From To Improvements Armenia Ave Swann Ave Azeele St Restripe with bike lanes Armenia Ave Azeele St Platt St Restripe with bike lanes Lane Diet. Convert from 4 SB lanes to 3 SB and a bike Armenia Ave Platt St Cleveland St lane, Armenia Ave Cleveland St Kennedy Blvd Restripe with bike lanes Restripe with bike lanes. Possibly remove parking, Armenia Ave Kennedy Blvd Columbus Dr perform parking utilization study Restripe with bike lanes. Possibly remove parking, Armenia Ave Columbus Dr Tampa Bay Blvd perform parking utilization study Howard Ave Swann Ave Azeele St Install shared lane markings. 19 Howard Ave Azeele St Cleveland St Install shared lane markings. Howard Ave Cleveland St Kennedy Blvd Install shared lane markings. Restripe with bike lanes. Possibly remove parking, Howard Ave Kennedy Blvd I-275 perform parking utilization study Restripe with bike lanes. Possibly remove parking, Howard Ave I-275 St. Conrad St perform parking utilization study Restripe with bike lanes and on street parking. Install Howard Ave St. Conrad St Aileen St bulb outs for parking. Howard Ave Aileen St Ivy St Restripe with bike lanes Howard Ave Ivy St Braddock St Restripe with bike lanes Howard Ave Braddock St Tampa Bay Blvd Restripe with bike lanes
20 Tampa Bay Blvd Dale Mabry Hwy Armenia Ave Install shared lane markings.
Tampa Bay Blvd Howard Ave Armenia Ave Install shared lane markings.
Howard Ave Tampa Bay Blvd Woodlawn Ave Install shared lane markings.
Woodlawn Ave Howard Ave N Riverview Ave Install shared lane markings. Install shared lane markings. Construct 6-10 foot N Riverview Ave Woodlawn Ave Rome Ave/Dr MLK Jr Blvd sidewalk on either side of road Rome Ave at N Riverview Ave Install HECW and enhance lighting
Install shared lane markings. Construct a 10 foot sidepath along the west side of Rome. Install HECW south of Ferris Ave to provide access to Hillsborough Rome Ave N Riverview Ave/Dr MLK Jr BlvHillsborough Ave River. Consider a pocket park/pier along river near DR MLK Jr Blvd bridge. Long term consider widening for bike lanes. Verify that lighting in crosswalks meets appropriate Rome Ave at Hillsborough Ave standards. Widen existin sidewalk on west side to provide Rome Ave Hillsborough Ave Hanna Ave sidepath. Begin addressing ROW use by businesses.
Rome Ave at Alicia Ave/Hanna Ave Install HECW and RRFB on south leg.
21 Install shared lane markings. Construct 6-10 foot sidewalk on north side of Alicia from N Blvd to Lambirght St. Piping of 100 feet of swal on NW corner Alicia Ave/Hanna Ave Rome Ave N Blvd of Alicia/N Blvd may be necessary. At Lambright St isntall HECW and coninue sidewalk along south side of Alicia/Hanna to Rome Ave.
Install shared lane markings. Pipe swale on west side N Blvd Alicia Ave Sligh Ave and construct 6-10 foot sidewalk. Consider pocket park/pier at N Blvd/Alicia Ave easement. Upgrade existing crosswalks to HECW. Install lighting N Blvd at Sligh Ave on existing strain/utility poles Reconstruct the existing sidewalk on west side to a 10 N Blvd Sligh Ave Kirby St foot sidepath. Install HECW and RRFB on the north leg crossing. Kirby St at N Blvd Construct concrete pad on NW corner for existing bus stop. Install shared lane markings. Construct 6-10 foot Kirby St N Blvd N Rivershore Dr sidewalk along north side of Kirby. Install HECW on north side of Kirby/Rivershore intersection.
Install shared lane markings. Construct linear park N Rivershore Dr Kirby St Florida Ave along river. Construct 6-10 foot sidewalk along river.
Wishart Blvd Rome Ave Lee Pl Install shared lane markings.
Install shared lane markings. Install sidewalks along Lee Pl Wishart Blvd N Rivershore Dr 22 both sides from Hillsborough Ave to N Rivershore Dr. N Rivershore Dr Lee Pl Powhatan Ave Install shared lane markings
Powhatan Ave N Rivershore Ave Rome Ave Install shared lane markings
Install shared lane markings. Enhance crossing at Central Ave Columbus Dr Adalee St Floridbraska and Columbus with HECW and RRFB's. 23 Install shared lane markings. Construct connections Emily St/Elmore Ave/ Avon Ave/Adalee St Around Robles Park into the park. Central Ave Emily St Broad St Install bike lanes Restripe for bike lanes and restrict parking on the north Broad St Florida Ave Nebraska Ave side. Broad St Nebraska Ave Park Cir Install shared lane markings and wayfinding signs. 24 Install shared lane markings and wayfinding signs. Park Cir/Park Dr Broad St 22nd St Park Long term consider providing pedestrian bridge from 22nd St park to Mulberry Dr. Twiggs St Meridian Ave Nebraska Ave Existing bike lanes
Nebraska Ave Twiggs St Nuccio Pkwy Existing bike lanes
Nuccio Pkwy Nebraska Ave 7th Ave Install sidepath along west side 25 12th Ave/Nuccio Pkwy 7th Ave 15th Ave Install shared lane markings
14th St/Avenida Republica de Cuba 12th Ave Lake Ave Restripe with bike lanes
15th St 12th Ave Lake Ave Restripe with bike lanes Sidewalk construction/urban corridor improvements 21st/22nd St Adamo Dr Hillsborough Ave programmed by FDOT 26 22nd St Hillsborough Ave Sligh Ave Install shared lane markings
22nd St Sligh Ave 22nd St Park Install shared lane markings
34th St McKay Bay Nature Park 21st Ave Perform a lane diet and add bike lanes.
34th St 21st Ave Lake Ave Install shared lane markings 27 34th St Lake Ave Dr MLK Jr Blvd Perform a lane diet and add bike lanes.
34th St Dr MLK Jr Blvd Osborne Ave Install shared lane markings
40th St Adamo Dr I-4 Perform a lane diet and add bike lanes.
28 40th St I-4 Hillsborough Ave Perform a lane diet and add bike lanes.
40th St Hillsborough Ave Fowler Ave Existing bike lanes
7th Ave 21st St 24th St Install shared lane markings
29 7th Ave 24th St 39th St Perform a lane diet and add bike lanes.
7th Ave 39th St 50th St Perform a lane diet and add bike lanes.
Columbus Dr 14th St 40th St Restripe with bike lanes 30 17th Ave/18th Ave/19th Ave 14th St 40th St Restripe with bike lanes Install shared lane markings. Mark the on street parking 31 Osborne Ave N Blvd 40th St from N Blvd to Central Ave. 32 Hillsborough Ave Benjamin Rd Central Ave Existing bike lanes
33 Hanna Ave Central Ave 40th St Install shared lane markings Construct a 10 foot sidepath along the north side flush 34 Sligh Ave 22nd St Rowlett Park Dr with the edge of pavement. Rowlett Park Dr Sligh Ave Bridge Construct a 12 foot sidepath along the west side. 35 Restripe with bike lanes and add share the road Rowlett Park Dr Bridge 22nd St signage. River Hills Dr/22nd St Rowlett Park Dr Yukon St Install shared lane markings 36 Yukon St River Hills Dr 40th St Install shared lane markings. North Tampa (continued) Corridor On From To Improvements
Construct a HECW at River Hills Dr west of 26th Street into the park. Construct the trail improvements shown in 37 Rowlett Park Trail the report. Fill the sidewalk gap on the NW corner of the Rowlett Park Dr/22nd St intersection.
Yukon St N Blvd Florida Ave Install shared lane markings and share the road signs
Yukon St Florida Ave Dixon Ave Install shared lane markings
38 Yukon St Dixon Ave Central Ave Install shared lane markings
Install shared lane markings. Construct a pedestrian Yukon St Central Ave River Hills Dr crossing over the RR tracks and complete the sidewalk along then north side of 15th St to the RR tracks.
39 30th St Hanna Ave Rogers Park Install shared lane markings
40 30th St Yukon St Busch Blvd Install shared lane markings Construct a 12 foot bicycle/pedestrian pathway with 41 Parcel north of RR tracks Rowlett Park Dr 30th St lighting Widen and reconstruct to a 2 lane enhanced section with bike lanes and left turn lanes at key locations. Start 42 Armenia Ave Sligh Ave Busch Blvd enforcing ROW. A further engineering study of this roadway is recommended.
Install shared lane markings. Evaluate the need for a 43 Kirby St Armenia Ave N Blvd marked crosswalk with a beacon at Armenia/Kirby. Evaluate Armenia/Kirby against signal warrant criteria.
Bird St Florida Ave K-Mart Driveway Widen for bike lanes. Perform a lane diet, converting outer travel lane to a Bird St K-Mart Driveway Dog Track Driveway bike lane. Convert NBT/NBL lane on I-275 off ramp to a NBT lane. Perform a lane diet, converting outer travel lane to a 44 bike lane. Restripe the hatched portion on the SW Bird St Dog Track Driveway Nebraska Ave corner of Bird/Nebraska to have a EBL, EBT, Bike Keyhole, EBR configuration Install shared lane markings. Complete sidewalk along Bird St/Mulberry Dr Nebraska Ave Rowlett Park Dr both sides of Bird street. In the short term provide HECW at Alaska St/Bird St. Restripe with a 5 foot bike lane and aone 11 foot travel lane in each direction plus a 14 foot median. Consider a Waters Ave Florida Ave Nebraska Ave pedestrian median refuge island at Waters/Seminole. 45 Remove concrete median EB at Nebraska to accommodate the bike lane. Install shared lane markings. Consider a HECW at 20th Waters Ave Nebraska Ave River Hills Dr St Construct sidewalk along east side of 47th St and south 46 113th Ave/47th St. (Greco Softball Complex) Whiteway Dr 50th St side of 113th Ave within the park. Construct HECW at 50th St/113th Ave and 47th/Whiteway Dr intersections.
Construct sidewalk along the east side. Use USF Bruce B Downs Blvd Fowler Ave Pine Dr property and run sidewalk east of the existing berm and tie into exiting bus stop near NB RTL.
47 Construct sidewalk along the east side. Fill and/or retaining wall may be needed along a portion of the lake Bruce B Downs Blvd Pine Dr Fletcher Ave north of University Square Drive. Piping of the swale or a retaining structure with flumes may be necessary adjacent to the NB RTL at Holly Dr.
Davis/Harbour Islands Seg/Node On From To Improvement 1 Severn Ave/Martinique Ave Davis Island Yacht Club S Davis Blvd Install shared lane markings Install trail/sidepath connection from south side of the roundabout to the existing trail. Relocate crosswalk across Channel Dr closer to S Davis Blvd. Perform a S Davis Blvd Severn Roundabout Hudson Ave parking utilization study. If on street parking is needed, restripe with 8/4/12/12 foot lane configuration. If not, restripe with a 4/15/15 foot lane configuration. On bridge convert to a 6.5/11/11/6.5 foot lane W Davis Blvd Severn Roundabout Biscayne Blvd configuration. For remainder of section convert to 8/4.5/10/10/4.5/8 foot lane configuration Perform lane diet and add bike lanes, on street parking, W Davis Blvd Biscayne Blvd Daivs Blvd and TWLTL. Perform a parking utilization study to determine parking demand. If needed convert restripe wit a 8/14.5/14.5/8 E Davis Blvd Hudson Ave Chippewa Ave foot lane configuration. If not, restripe with a 5/11/13/11/5 foot lane configuration. 48 Perform a parking utilization study to determine parking demand. If needed convert restripe wit a 8/14.5/14.5/8 E Davis Blvd Chippewa Ave Chesapeake Ave foot lane configuration. If not, restripe with a 5/11/13/11/5 foot lane configuration. E Davis Blvd Chesapeake Ave Barbados Ave Install shared lane markings Restripe with 8 foot parking and a 14 foot travel lane E Davis Blvd Barbados Ave Davis Blvd with shared lane markings in each direction plus a 12 to 18 foot median. The City is currently studying this segment and will determine the recommendations. As an alternate Davis Blvd E Davis Blvd/W Davis Blvd Spl Davis Island Bridges corridor install shared lane markings on Columbia Drive from Davis Boulevard to Hudson Avenue. Recommend a detailed review of a new bridge for Davis Island Bridge Davis Islands Mainland pedestrian/bicycle traffic. See previous recommendations from Walk-Bike I. 49 S Harbour Island Blvd/ Franklin St Knights Run Ave Convention Center/Greco Plaza Install shared lane markings Beneficial Dr Knights Run Ave Bridge Install shared lane markings Beneficial Dr Bridge Restripe with bike lanes Install shared lane markings. Construct a ramp transition from the riverwalk onto SB Beneficial Dr for 50 bicyclists. Reduce the NB LTL and inside NBT lane to Beneficial Dr Bridge Channelside Dr provide a wider outside lane for shared lane markings at Beneficial Dr/Channelside Dr. In the long term eliminate the concrete seperator and start a NB bike lane. Hillsborough Metropolitan Planning Organization
Board & Committee Agenda Item
Agenda Item: Unincorporated County Pedestrian and Bicycle High Crash Areas Strategic Plan Presenter: Domingo Noriega, URS, MPO Consultant Summary: The Hillsborough County 2035 Long Range Transportation Plan (LRTP) was adopted in December 2009. The 2035 Plan stresses the need for a balanced, multi-modal transportation system and emphasizes a congestion management strategy described as “complete streets”. The objective of this strategy is to improve travel for all users including bicyclists, pedestrian, transit patrons, children, seniors and persons with disabilities. The LRTP designates a number of road segments in the Cost Affordable Plan as “enhanced”, which means that they will be improved to provide safer, more convenient and comfortable walking, cycling and transit use, as well as improvements such as turn lanes, “smart” traffic signals, and drainage improvements designed to improve traffic flow without increasing the number of lanes.
Furthermore, the LRTP also designates a number of Pedestrian Emphasis Corridors and On-Road Bicycle projects (e.g., bicycle lanes and paved shoulders) in the Cost Affordable Plan, which were identified in prior pedestrian and bicycle master plans as high priority needs.
The Walk Bike Plan scopes these locations of these high pedestrian and bicycle crash areas in order to achieve safer, more convenient, and comfortable travel for all users.
The purpose of this task is to identify existing traffic safety concerns and provide recommendations which will be used as a tool in prioritizing pedestrian and bicycle safety improvements which should be gradually implemented through available funding for key corridors within unincorporated Hillsborough County in order to achieve safer, more convenient, and comfortable travel for all users.
Recommended Approve Unincorporated County Pedestrian and Bicycle High Action: Crash Areas Strategic Plan
Prepared By: Michele Ogilvie, MPO Staff Attachments: Pedestrian and Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough
Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
TABLE OF CONTENTS Palm River Area (Coordination with South Coast Greenway) ...... 13 78th Street: Overall Ranking Nos. 14 and 24 ...... 13 INTRODUCTION ...... 1 Maydell Drive: Overall Ranking No. 22 ...... 13 Background ...... 1 Citrus Park Area (Coordination with Upper Tampa Bay Trail) ...... 13 Gunn Highway: Overall Ranking Nos. 16, 19 and 27 ...... 13 STUDY AREA CORRIDORS ...... 1 Brandon Area ...... 14 DATA COLLECTION ...... 3 Parsons Avenue: Overall Ranking No. 13 ...... 14 Stakeholder/Agency Participation ...... 3 Mango Road (CR 579): Overall Ranking No. 12 ...... 14 Crash Data Evaluation and Analysis ...... 3 Providence Road: Overall Ranking No. 9 ...... 15 Bloomingdale Avenue: Overall Ranking Nos. 17, 20 and 21 ...... 15 GENERAL RECOMMENDATIONS ...... 5 Night Time Considerations ...... 5 ESTIMATED IMPROVEMENT COSTS ...... 16 Lighting ...... 5 Pedestrian-Specific Lighting ...... 5 Lane Striping ...... 5 LIST OF APPENDICES Enhanced Pedestrian Crossing ...... 5 Enforcement...... 6 A Study Area Corridors Aerial Maps Safety Education ...... 6 B Field Notes, Photography and Outreach Correspondence Pedestrian Mapping/Origins and Destination Studies ...... 6 C Crash Data Collection Transit stops and Pedestrian Facilities ...... 6 D Unit Cost Estimate Summary Sheets
EVALUATION OF INDIVIDUAL STUDY CORRIDORS ...... 7
USF Area ...... 7 LIST OF TABLES 56th Street: Overall Ranking No. 5 ...... 7 nd 42 Street: Overall Ranking No. 6 ...... 7 1 Five-Year Crashes By Type Summary ...... 3 th 46 Street/Skipper Road: Overall Ranking No. 23 ...... 7 2 Corridor Segments Overall Ranking ...... 4 Bruce B. Downs Boulevard: Overall Ranking No. 7 ...... 8 3 Top 10 Corridors Preliminary Cost Estimates ...... 16 Carrollwood Area ...... 8 Fletcher avenue: Overall Ranking No. 2 ...... 8 Northdale Boulevard: Overall Ranking Nos. 11, 26 and 28 ...... 9 LIST OF FIGURES Bearss Avenue: Overall Ranking No 8 ...... 9 Town N’ Country/Egypt Lake Area ...... 10 1 2035 LRTP Needs Assessment Improvement Plan ...... 1 Waters Avenue: Overall Ranking Nos. 1, 4, 10 ...... 10 2 Study Area Corridor Location Map ...... 2 Sligh Avenue/Pinecrest Manor Boulevard/Lambright Road: Overall Ranking Nos. 18 and 25 ...... 11
Hanley Road: Overall Ranking No. 3 ...... 12 Sheldon Road: Overall Ranking No. 15 ...... 12
Page i Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
FIGURE 1 INTRODUCTION 2035 LRTP NEEDS ASSESSMENT IMPROVEMENT PLAN
BACKGROUND
The Hillsborough County 2035 Long Range Transportation Plan (LRTP) was adopted in December 2009. The 2035 Plan stresses the need for a balanced, multi-modal transportation system and emphasizes a congestion management strategy described as “complete streets.” The objective of this strategy is to improve travel for all users including bicyclists, pedestrian, transit patrons, children, seniors and persons with disabilities. The LRTP designates a number of road segments in the Cost Affordable Plan as “enhanced,” which means that they will be improved to provide safer, more convenient and comfortable walking, cycling and transit use, as well as improvements such as turn lanes, “smart” traffic signals, and drainage improvements designed to improve traffic flow without increasing the number of lanes. Furthermore, the LRTP also designates a number of Pedestrian Emphasis Corridors and On-Road Bicycle Projects (e.g., bicycle lanes and paved shoulders) in the Cost Affordable Plan, which were identified in prior pedestrian and bicycle master plans as high priority needs.
The purpose of this task is to identify existing traffic safety concerns and provide recommendations which will be used as a tool in prioritizing pedestrian and bicycle safety improvements which should be gradually implemented through available funding for key corridors within unincorporated Hillsborough County in order to achieve safer, more convenient, and comfortable travel for all users.
STUDY AREA CORRIDORS
The study area corridors considered for improvements in this report are the stepping stones towards a “Complete Street” system by acknowledging that streets have more than one set of users and more than one function that affect pedestrians, bicyclists and motorists within their communities and throughout Hillsborough County.
Figure 1 illustrated the 2035 LRTP Needs Assessment Improvement for roadways within Hillsborough County along with the study corridors under review. As Figure 1 illustrates, one of the goals in selecting the corridors for this study was to provide for additional connectivity with roadways capacity improvements. Listed below and illustrated in Figure 2 are the corridors within each of their respective areas:
USF Area 1. 56th Street from Fowler Avenue to Fletcher Avenue 2. 42nd Street from Fletcher Avenue to Bruce B. Downs Boulevard 3. 46th Street/Skipper Road from Fletcher Avenue to Bruce B. Downs Boulevard 4. Bruce B. Downs Boulevard from Fletcher Avenue to City of Tampa Limits Carrollwood Area 1. Fletcher Avenue from North Boulevard to Nebraska Avenue 2. Northdale Boulevard from Dale Mabry Highway to Dawnview Drive 3. Northdale Boulevard from Dawnview Drive to Claywell Elementary School 4. Northdale Boulevard from Claywell Elementary School to Lakeshore Drive Town N’ Country/Egypt Lake Area 1. Waters Avenue from Sheldon Road to Anderson Road 2. Waters Avenue from Anderson Road to Dale Mabry Highway 3. Waters Avenue from Dale Mabry Highway to Florida Avenue 4. Sligh Avenue/Pinecrest Manor from Benjamin Road to Dale Mabry Highway 5. Lambright Road/Sligh Avenue from Dale Mabry Highway to Armenia Avenue 6. Hanley Road from Hillsborough Avenue to Waters Avenue 7. Sheldon Road from Hillsborough Avenue to Linebaugh Avenue
Page 1 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
FIGURE 2 STUDY AREA CORRIDORS LOCATION MAP
Page 2 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
Palm River Area – Coordination with South Coast Greenway CRASH DATA EVALUATION AND ANALYSIS 1. 78th Street from Madison Avenue to Causeway Boulevard th 2. 78 Street from Causeway Boulevard to Lee Roy Selmon Expressway The next step in the study included the gathering and evaluation of crash records using the Hillsborough County Crash Data 3. Maydell Drive from Causeway Boulevard to Adamo Drive Management System (CDMS) internet-based tool. The five-year crash data (from August 1, 2006 to July 31, 2011) summarized Citrus Park Area – Coordination with Upper Tampa Bay Trail in this analysis represent the total crashes involving either a pedestrian and or a bicycle along the study corridors. Table 1 1. Gunn Highway from Ehrlich Road to Citrus Park Road summarizes the total pedestrian and bicycle crashes by type for severity, lighting, roadway surface, and time of day conditions. 2. Gunn Highway from Citrus Park Road to Henderson Road The crash data for the most recent five years of records is documented in Appendix C. 3. Tarpon Springs Road to Van Dyke Road Brandon Area TABLE 1 1. Parsons Road from SR 60 to Martin Luther King Boulevard FIVE-YEAR CRASH BY TYPE SUMMARY 2. Mango Road (CR 579) from Martin Luther King Boulevard to I-4 3. Providence Road from Bloomingdale Avenue to SR 60 Crash Type 2006 2007 2008 2009 2010 2011 Total Crashes 4. Bloomingdale Avenue – US Highway 301 to Bell Shoals Road Pedestrian 23 23 53 45 48 12 204 5. Bloomingdale Avenue – Bell Shoals Road to Cade Lane 6. Bloomingdale Avenue – Cade Lane to Lithia Pinecrest Road Bicycle 21 30 37 41 46 11 186 Total 44 53 90 86 94 23 390 Aerial maps depicting the corridors within their respective area are provided in Appendix A. Severity Fatal 1 4 6 6 5 1 23 DATA COLLECTION Injury – Incapacitated 8 10 14 18 15 7 72 A key initial step in the study included field reviews of each of the study area corridors. These field reviews were performed Injury - Non-Incapacitated/Possible Injury 22 26 40 40 54 14 196 during day and night time conditions and generally followed standard procedures for roadway safety audits per FHWA, FDOT No Injury 13 13 30 22 20 1 99 and/or Hillsborough County standards and methodologies. As part of this data, existing roadway and intersection measurements Lighting and geometrics were documented along with general observations of physical and operational features impacting pedestrian and Day 28 34 52 61 50 13 238 cyclist mobility and safety. Notes and correspondence related to each of the study corridors are summarized in Appendix B. Night 16 19 38 25 44 10 152 Surface STAKEHOLDER/AGENCY PARTICIPATION Dry 42 52 83 78 85 22 362 Recommendations and findings contained in this study have been shared and coordinated with several MPO committees and Wet 2 1 7 8 9 1 28 groups/individual stakeholders. A round of preliminary presentations of findings was conducted during the months of February Time of Day and March 2012 and it included presentations to the following advisory committees: AM Peak (7:00 - 9:00 AM) 6 9 4 6 7 2 34 Midday Peak (11 AM - 1:00 PM) 5 9 10 13 9 3 49 Bicycle Pedestrian, PM Peak (4:00 PM - 6:00 PM) 5 6 20 13 10 2 56 Livable Roadways, Technical Advisory, and A total of 390 crashes occurred along the study corridors with 204 pedestrian crashes and 186 bicycle crashes. Of the total Citizens Advisory Committees. crashes, a total of 23 resulted in a fatality and 268 resulted in an injury. Of the 139 crashes occurring during peak times of day, 56 All of the feedback and comments received from committee members is included in Appendix B and was thoroughly considered crashes occurred during the p.m. peak hour of highest traffic volumes (4:00 p.m. to 6:00 p.m.). in the evaluation of the corridors. Key general issues comments made included the following: Once the total crashes were identified for each of the corridors, the total crash frequency was determined based on crashes per Ensure coordination between potential improvement projects from this study and several ongoing area community plans. mile and crashes per 10,000 Average Annual Daily Traffic (AADT) to calculate a composite score that was used to rank the Work towards establishing a full network of bike/ped trails throughout Hillsborough County and implement a system of corridors within each of their respective areas, as well as an overall ranking. Table 2 provides a summary of the final scores and east-west and north-south routes with adequate bike facilities. ranks for each of the corridors. Install “Watch for Bikes” signs near interchange ramps and “Share the Road” signs or Sharrows in roadways without dedicated bike lanes. Address lighting issues. Educate the bicyclists, pedestrians and drivers on how to safely interact and share the road. Evaluate the need for traffic calming on selected locations near the University of South Florida (USF).
Page 3 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
TABLE 2 CORRIDOR SEGMENTS OVERALL RANKING
Corridor Crashes Crashes Within 2010 No. of Composite Overall Area Corridor Segment From Segment To Length Per Mile Per 10,000 Area AADT Crashes Factor Ranking (miles) Ratio AADT Ranking 56th Street Fowler Avenue Fletcher Avenue 1.02 28,100 14 13.73 4.98 11.54 1 5 42nd Street Fletcher Avenue Bruce B. Downs Boulevard 0.89 N/A 10 11.24 N/A 11.24 2 6 USF 46th Street/Skipper Road Fletcher Avenue Bruce B. Downs Boulevard 1.17 15,100 3 2.56 1.99 2.42 4 23 Bruce B. Downs Boulevard Fletcher Avenue Tampa City Limit 1.83 60,600 22 12.02 3.63 9.92 3 7 Fletcher Avenue North Boulevard Nebraska Avenue 1.00 39,200 19 19.00 4.85 15.46 1 2 Dale Mabry Highway Dawnview Drive 0.72 7,700 6 8.33 7.79 8.20 3 11 Carrollwood Northdale Boulevard Dawnview Drive Claywell Elementary 0.76 7,700 1 1.32 1.30 1.31 4 26 Claywell Elementary Lakeshore Road 0.95 7,700 0 0.00 0.00 0.00 5 28 Bearss Avenue Dale Mabry Highway 22nd Street 4.65 51,000 46 9.89 9.02 9.67 2 8 Sheldon Road Anderson Road 2.77 34,100 39 14.08 11.44 13.42 3 4 Waters Avenue Anderson Road Dale Mabry Highway 1.99 45,900 20 10.05 4.36 8.63 4 10 Dale Mabry Highway Florida Avenue 2.78 33,000 45 16.19 13.64 15.55 1 1 Town N' Country/ Sligh Avenue/Pinecrest Manor Benjamin Road Dale Mabry Highway 2.32 14,300 3 1.29 2.10 1.49 7 25 Egypt Lake Lambright Road/Sligh Avenue Dale Mabry Highway Armenia Avenue 1.35 25,900 5 3.70 1.93 3.26 6 18 Hanley Avenue Hillsborough Avenue Waters Avenue 2.02 30,500 30 14.85 9.84 13.60 2 3 Sheldon Road Hillsborough Avenue Linebaugh Avenue 3.32 47,100 21 6.33 4.46 5.86 5 15 Madison Avenue Causeway Boulevard 1.62 11,000 3 1.85 2.73 2.07 3 24 78th Street Palm River Causeway Boulevard Lee Roy Selmon Expressway 1.87 25,100 12 6.42 4.78 6.01 1 14 Maydell Drive Causeway Boulevard Adamo Drive 2.03 2,800 2 0.99 7.14 2.52 2 22 Ehrlich Road Citrus Park Drive 0.86 12,500 3 3.49 2.40 3.22 2 19 Citrus Park Gunn Highway Citrus Park Drive Henderson Road 1.28 34,300 7 5.47 2.04 4.61 1 16 Tarpon Springs Road Van Dyke Road 1.47 19,000 2 1.36 1.05 1.28 3 27 Parsons Avenue SR 60 M L King Boulevard 3.02 28,200 18 5.96 6.38 6.07 3 13 Mango Road (CR579) M L King Boulevard N of I-4 1.84 13,500 12 6.52 8.89 7.11 2 12 Providence Road Bloomingdale Avenue SR 60 3.23 18,100 25 7.74 13.81 9.26 1 9 Brandon US Highway 301 Bell Shoals Road 4.20 56,400 16 3.81 2.84 3.57 4 17 Bloomingdale Avenue Bell Shoals Road Cade Lane 0.78 28,200 3 3.85 1.06 3.15 5 20 Cade Lane Lithia Pinecrest 0.78 28,200 3 3.85 1.06 3.15 6 21
Page 4 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
GENERAL RECOMMENDATIONS travel way, including the roadway, bike lanes, paths, and sidewalks. Failure to consider sidewalks and bikeways in the lighting design can result in pedestrians crossing the street suddenly appearing in front of a motorist. Some common issues or deficiencies were identified during the field review which should be addressed to the maximum practical For the corridors that summarize lighting as “Dark,” it generally refers to sidewalks not being lit, although when the sidewalk is extent in order to enhance the corridors’ overall capacity, functionality and safety for bicycle and pedestrian travel. These illuminated, it is secondary to the street lighting. Furthermore, median and shoulder areas, when used by pedestrians, should be include: illuminated due to the gaps in or no presence of pedestrian/bicycle amenities. Make crosswalk angle and path to follow as much as possible the desired pedestrian route as illustrated in the PEDESTRIAN-SPECIFIC LIGHTING photo. Install pedestrian crossings at all four approaches unless Lighting is often a contributing cause in night time pedestrian and proven not needed to facilitate safe crossing. bicyclist crashes because drivers can’t see their environment as well in Consistent striping of crosswalks to ensure visibility. dusk, dawn or dark conditions. The travelways are frequently lit for the benefit of the vehicle while pedestrian areas such as sidewalks are lit by Bike lanes at intersections should be skip-dashed in keeping with MUTCD standards. commercial lighting or “leftover” travelway lighting rather than being lit to the recommended PPM standards for pedestrians. Bike lane markings should be, at the very least, painted 50 feet from the intersection in keeping with MUTCD standards In many of the reviewed crashes coded “DARK, NO STREET LIGHTS” and to communicate the purpose to both motorists and pedestrians who tried to cross the roadway were hit by a vehicle whose bicyclists. driver may not have been able to see them because they were not in the Install bike parking at transit stops since bicycles were area lit by vehicle headlamps and there was no other illumination of the frequently observed to be locked to sign posts or fencings nearby transit stops. area present. In some cases, the code “DARK, STREET LIGHTS” may Enhance pedestrian lighting to maximize pedestrian visibility at night. indicate a situation where the change in lighting condition (intersection Regulate debris removal maintenance from bike lanes making them dangerous to use. lighting or intermittent street lighting) makes it easy for a pedestrian to get lost in the shadows. Bike lanes should be fully paved and be free of rutting. Vegetation should be trimmed back so as not to obstruct visibility or access. In areas of higher pedestrian activity, such as along corridors at or near USF, enhanced lighting should be considered to both enable pedestrians to better be able to make decisions about crossing and to allow drivers to see crossing pedestrians and those on NIGHT TIME CONSIDERATIONS the adjacent sidewalks.
LANE STRIPING LIGHTING Roadway lane striping should be maintained to be highly visible at night. Research suggests that by improving the roadway Lighting is sporadic at best throughout most of the corridors under striping, all crashes can be reduced. Research indicates that by being able to devote less attention to maintaining lane position, study. Special emphasis should be placed on upgrading lighting motorist are freed to observe more of what is occurring within the environment. along the study corridors as inadequate lighting was frequently a factor in crashes. Roadway lighting does not necessarily equate to a lit roadway. Many of the roadways have cobra lamps attached to ENHANCED PEDESTRIAN CROSSING power poles. Some have poles specifically installed for luminaires. However, the lighting level of the roadways and sidewalks is not In a number of crashes, particularly in areas of higher residential density, increased crossing uniform. Dark areas intermixed with very bright areas can make time may have allowed the pedestrians to safely finish crossing the roadway. Typically the pedestrians even harder to see than otherwise uniform lower crossing distance was once assumed to be 4 feet per second. The Manual of Uniform Traffic Control Devices (MUTCD) now requires pedestrian clearance intervals to allow for 3.5 feet per lighting levels. Compliance with uniformity ratios (Lavg/Lmin, second walking speed. Increased pedestrian activity or an area of intense residential and L /L ) or veiling luminance ratios as specified in the FDOT max min business activity may justify a cycle time set to allow pedestrian crossing of 3 feet per second. Plans Preparation Manual (PPM) should be attained. Pedestrian count-down timers, standard at many intersections and in the process of being It is also important to note that the PPM comment “(pedestrian or upgraded at others, might also assist pedestrians in getting across the street safely. Several of bicycle) facilities adjacent to a vehicular roadway should use the the reviewed crashes were caused by vehicles hitting pedestrians in the crosswalk, while in some levels for that roadway” does not mean that the lighting the cases the crash report noted the pedestrian was at fault crossing against the DON’T WALK signal, roadway to the appropriate level covers the pedestrian or bike in others it appears that the pedestrian was caught in the intersection when the light changed, facilities. The lighting must be designed to illuminate the entire perhaps not realizing how much time was left to safely cross. A count-down timer might have
Page 5 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County given the pedestrian enough information to make the choice to wait for the next signal cycle. Generally CDTs have been shown to bicyclist understands their responsibility as a vehicle on the roadway. This includes the legal requirement to use front and rear reduce the number of pedestrians still in the crosswalk at the beginning of the “DON’T WALK” phase. lights when riding at night.
Another tool that might be helpful at select intersections is the “NO RIGHT TURN ON RED” blank out sign. This sign would be Pedestrian education should emphasize the understanding of safe crossing activated when the pedestrian activates the “WALK” signal to create a stop condition for right turning motorists, thus removing procedures and the importance of being predictable at intersections or crossings. one of the potential conflicts at the intersection, and creating a safer opportunity to cross the street. A number of crashes that occurred seemed to be a function of misjudging the speed at which an oncoming vehicle would cross the path of the pedestrian, so education about this particular issue could be helpful. Along the same lines, ENFORCEMENT pedestrians are particularly vulnerable at night when their own ability to judge Several reports and field observations indicate bicyclists and pedestrians moving across lanes in an unsafe manner, or crossing at speed and distance of oncoming vehicles is compromised. Education could points other than crosswalks. A number of reports noted driver’s behavior which violated the pedestrian or bicyclist’s right of emphasize the limits of their own abilities as well as those of drivers in low and way. Law enforcement officers could make a point to warn or cite bicyclists, pedestrians and motorists observed operating in such limited light conditions. Enhanced funding for educational/outreach efforts such ways. These behaviors were related to crashes throughout the study corridors and enforcement efforts should be applied broadly, as the ongoing “WalkWise Tampa Bay” are strongly encouraged. but perhaps focused near signalized intersections, transit stops and significant commercial destinations where temptations to take Driver education should emphasize the duty to scan for pedestrians and short cuts may present themselves. bicyclists in all directions before turning or otherwise proceeding across a Law enforcement is limited as to where it can enforce bad crossing behaviors particularly when it comes to pedestrians. Given sidewalk or crosswalk. Crashes related to this behavior occurred throughout the that a high number of crashes occurred near an intersection, frequently within a hundred feet of a designated crosswalk, a change corridors and the countermeasure should be applied broadly across the corridor. to the Florida State Statute that identifies an enforceable distance (i.e., the length of the solid white line that tells motorists to stay Education is yet another tool that can be used by the County to help mitigate the in their lane prior to an intersection), between queued cars might assist law enforcement in its ability to educate pedestrians about circumstances that lead to many of the crashes. While the emphasis for each the safe location to cross. Pedestrians can also be cited for failure to yield if the pedestrian causes a motorist to slowdown or mode would vary, the end goal is the same: to reduce crashes. brake. PEDESTRIAN MAPPING/ORIGIN AND DESTINATION STUDIES SAFETY EDUCATION The Waters Avenue corridor, in particular, has a history of high numbers of both pedestrian and bicyclist crashes. While crashes Education is yet another tool that can be used by the County to occurred along the entire length of the corridor, GIS plots of the crashes identified several ‘hot spots’ that might warrant further help mitigate the circumstances that lead to many of the crashes. data collection and analysis in order to identify the origin and destinations of people walking and riding across Waters Avenue. While the emphasis for each mode would vary, the end goal is Mid-block crossing activity was also observed at many other locations including Hanley Avenue, Bruce B. Downs Boulevard, nd th the same: to reduce crashes. Education programs such as CUTR’s 42 Street and 56 Street. High concentrations of residential housing and commercial uses would appear to encourage crossing BikeSmart and WalkSmart have been presenting to groups the street at undesignated places along these corridors. Particular attention should be paid to Waters Avenue between Manhattan throughout the Tampa Bay region to raise awareness. Avenue and Dale Mabry Highway, the areas adjacent to N. Boulevard, Shell Drive and Hanley Road. In addition to identifying potential locations for enhanced pedestrian crossing, these studies may also identify opportunities to ‘channelize’ or guide A bicyclist riding against traffic, frequently on the sidewalk, is a pedestrians to cross in safer locations or create enhanced crossings to transit stops. common crash cause. While riding on the sidewalk is not illegal in most of Hillsborough County, with the exception Downtown TRANSIT STOPS AND PEDESTRIAN FACILITIES Tampa, riding against on-coming traffic puts the bicyclist in a vulnerable position, particularly at driveways and intersections. Along many of the observed roadway, transit stops were placed far away from crosswalks and signalized intersections, if they Turning vehicles are not expecting a vehicle to be traveling in the were present at all. The consultant team recommends further study of the highest volume transit stops, particularly around USF, opposite direction of traffic and may not be looking for them. for installation of new crosswalks or upgrades to existing crosswalks. Lighting was also observed to be very poor around transit Bicyclist education is needed across the county, focusing on the stops and should be enhanced. importance of riding in a predictable manner, following vehicular rules when in the street and following pedestrian rules when on the sidewalk, including the observance of pedestrian signals at crosswalks. An educational campaign could include brochures, flyers, placemats, and billboards, illustrating the crash risks associated with of this type of riding and illustrative photographs could be staged locally to reflect both the local demographics and the general appearance of the corridor. Also important is that the
Page 6 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
EVALUATION OF INDIVIDUAL STUDY CORRIDORS at risk of not being seen due to minimum street lighting, large canopied trees and no mid-block crossing reducing visibility along the corridor. USF AREA CRASH EVALUATION SUMMARY
56TH STREET: OVERALL RANKING NO. 5 In 3 of the 4 instances, the pedestrian was using the crosswalk, but in each case, it was against the walk signal. In all cases it was dark though this not always identified as a factor. Of the total pedestrian crashes, there was 1 incapacitating injury and 1 fatality 56th Street from Fowler Avenue to Fletcher Avenue is a four-lane that occurred at the Palm Avenue/Fletcher Avenue intersection, not along 42nd Street. There were no severe bicycle crashes along divided urban roadway with 8 raised median openings and a the corridor. posted speed limit of 50 miles per hour (mph). The corridor is Crash Severity approximately 1.0 mile long and an AADT of 28,100. Features Crashes include 10-foot travel lanes with bike lanes and sidewalks with Injury Fatal No Injury gaps. The only signalized intersections are Fowler and Fletcher Pedestrian 7 5 1 1 Avenues. Since there is no mid-block crossings present along the Bicycle 3 2 0 1 corridor, pedestrian crossings at locations other than at stop- Total 10 7 1 2 controlled intersections was observed. It was also noted, that there are 5 transit stops along the segment and approximately 40 IMPROVEMENT RECOMMENDATIONS driveway openings. The lighting along this corridor is primarily from adjacent businesses and some street lighting poles. A pedestrian mapping study to identify opportunities of crossing locations along 42nd Street. Sidewalk on east side of 42nd Street where there is evidence of demand. CRASH EVALUATION SUMMARY An origin and destination study of the transit stops to assist in the possible relocation of transit stops that might allow for the enhancement of fewer crossings with maximum benefit. Pedestrians or the cyclists acting inappropriately, ie: not using the crosswalk or riding against traffic was the main cause in many Raised concrete medians where there are currently striped gore areas to create additional safe refuge areas for pedestrians of the crashes. crossing the street. Enhanced street lighting at transit stops and of roadway where pedestrians cross to get to transit stops on east side. Crash Severity Crashes Injury Fatal No Injury TH Pedestrian 6 2 1 3 46 STREET/SKIPPER ROAD: OVERALL RANKING NO. 23 Bicycle 8 4 0 4 Total 14 6 1 7 46th Street from Fletcher Road to Skipper Road and Skipper Road from 46th Street to Bruce B. Downs Boulevard are two- lane undivided roadways. 46th Street transitions at a bend in the IMPROVEMENT RECOMMENDATIONS road at the northern end into the Skipper Road segment for a total of 1.17 miles long and a posted speed limit of 35 mph. Features There are intermittent sidewalks separated from the roadway by approximately 30 feet of grass buffer along this segment and include 10-foot travel lanes and sidewalks with gaps on one side transit stops along both sides. To facilitate safer walking for the visitors and residents along this segment, the consultant team of the roadway. Transit and school bus stops were observed at recommends completing the sidewalks along this segment. Lighting was observed to be lacking along the pedestrian facilities; location where there is no available mid-block crossing, no therefore an upgrade to PPM standards is recommended. Bicycle lanes exist on both sides of the roadway. Restriping to enhance sidewalk access, minimum lighting and large canopied trees the visibility is also recommended. A transit user volume study might assist in identifying locations for mid-block crossings. which reduces visibility along the corridor. These corridors were 4,000 feet +/- of sidewalk on west side of 56th Street. extremely busy on the evening the consultant team was th conducting street light reviews. Pedestrians were seen walking 2,500 feet +/- of sidewalk on east side of 56 Street. along the sidewalk and crossing to and from transit stops. The street was poorly lit and there are no crosswalks between Fletcher ND 42 STREET: OVERALL RANKING NO. 6 Avenue and Bruce B. Downs Boulevard.
nd 42 Street from Fletcher Avenue to Bruce B. Downs Boulevard is a two-lane undivided urban roadway. The corridor segment is 0.90 mile long with a posted speed limit of 30 mph. The corridor has 9-foot travel lanes with signed bike lanes and sidewalks present with gaps. Land uses include single- and multi-family residential and businesses with driveway access which may create a risk to pedestrians and bicyclists along this segment where concrete walls are present at the driveway access reducing the visibility the presence of a pedestrian or bicyclist nearby. Furthermore, several transit stops are present where pedestrians may be
Page 7 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
CRASH EVALUATION SUMMARY 900+/- feet of sidewalk from Cove Bender Drive to Lake Forrest Drive. 2400+/- feet of sidewalk from Caribbean Breeze Drive to Skipper Road. Three crashes occurred along this corridor of which 1 was a pedestrian crash and 2 involved a bicycle. All 3 crashes involved Crossings for bicyclist access to bicycle lanes. injuries with no fatal crashes indicated.
ENGINEERING RECOMMENDATIONS CARROLLWOOD AREA
A pedestrian mapping study to identify opportunities of crossing locations. FLETCHER AVENUE: OVERALL RANKING NO. 2 An origins and destinations study of the transit stops to assist in the possible relocation of transit stops that might allow for the enhancement of fewer crossings with maximum benefit. Fletcher Avenue from North Boulevard to Nebraska Avenue Raised concrete medians where there are currently striped gore areas to create additional safe refuge areas for pedestrians is a four-lane divided roadway with a two-way left turn lane crossing the street. from North Boulevard to Florida Avenue and raised or painted Enhanced street lighting at transit stops and of roadway where pedestrians cross to get to transit stops on east side. median openings from Florida Avenue to Nebraska Avenue. The cross section width ranges from 57 to 60 feet. The segment BRUCE B. DOWNS BOULEVARD: OVERALL RANKING NO. 7 is 1.00 mile long with posted speed limits of 40 and 45 mph and an AADT of 39,200. Bruce B. Downs Boulevard from Fletcher Road to Tampa City Limit is a four-lane transitioning to six-lane divided Features along the segment include lane widths of 9- to 11 feet roadway with raised median and a posted speed limit of 45 wide and continuous sidewalks on both sides of the roadway. mph. The corridor is approximately 1.8 miles long and has This segment does not provide any bike lane features or mid- an AADT of 60,600. The segment includes 11-foot travel block crossings. The I-275/Fletcher Avenue interchange has lanes, sidewalk with gaps, signed bike lanes, and 8 transit pedestrian push-button signal controls but does not provide any stops. There are no mid-block crossing and minimal advance pedestrian warning signage. Several bicyclists were lighting present along this segment. noted crossing the facility mid-block instead of at marked intersection crossings. CRASH EVALUATION SUMMARY CRASH EVALUATION SUMMARY The crash causes in this corridor vary from motorist negligence to pedestrian negligence and the conditions A majority of the crashes in this corridor took place mid-block or when pedestrians crossed against the traffic signals. In the case varied. Several of the crashes occurred away from the of the bike crashes, in one case it was a “right hook” crash where the driver failed to see a bicyclist to her right as she turned right. intersection where it was dark with no streetlights; several In the other, the bicyclist was riding in westbound on the eastbound sidewalk, crossing the intersection on the green light without were related to the improper use of a facility (e.g.: against traffic in a bike lane or on sidewalk). engaging the pedestrian walk signal and a turning motorist failed to see the bicyclist and started to turn right.
Crash Severity Crash Severity Crashes Crashes Injury Fatal No Injury Injury Fatal No Injury Pedestrian 10 7 1 2 Pedestrian 8 5 0 3 Bicycle 12 8 1 3 Bicycle 11 10 0 1 Total 22 15 2 5 Total 19 15 0 4
IMPROVEMENT RECOMMENDATIONS IMPROVEMENT RECOMMENDATIONS
This roadway is being widened as part of another project. Enhancements are being made to the bicycle and pedestrian facilities. This 60-foot cross roadway cross section has 4 travel lanes and a two-way left turn lane. Without major reconstruction, there is In support of those changes, the consultant team recommends sidewalks be installed to close the gaps on both sides of Bruce B. not enough width for bicycle lanes. Shared lane markings are not an option because of the 45 mph posted speed. Downs Boulevard (Cove Bender Drive to Lake Forest Drive; Caribbean Breeze to Gilligan’s Way). Lighting should be enhanced along the corridor and additional emphasis should be given to pedestrian and bicyclist crossings because crashes suggest that in To make the section between North Boulevard and Florida Avenue safer for pedestrians and potentially for vehicles also, the spite of there being facilities, at some of the intersections, in the area to the west (from Skipper Road to the County line) there are consultant team recommends raised median turn lanes where there are not dedicated turn lanes. The park at the corner of Ola and no marked crosswalks. Fletcher Avenue has been observed to be used consistently so this area in particular might benefit from a pedestrian refuge.
Page 8 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
On northbound Florida Avenue at the Fletcher Avenue intersection, the consultant team recommends the construction of raised Provide an additional pedestrian crossing across the southern approach to this intersection. medians where the median is currently simply painted. Short of adding a specific pedestrian refuge, this additional median area Create raised slip lane islands in the northwest and southwest corners and move the pedestrian heads to the islands. would offer crossing pedestrians a little more protection. The team recommends shortening the turn lane taper to the FDOT Extend the curbs and the southwest and northeast corners to eliminate the immediate access to the right turn lanes. acceptable 50-foot length. In doing so, this reduces the area of the turn lane where drivers can be indecisive, thereby making the vehicle movement more predictable to crossing pedestrians. This modification would also create more area for raised medians, BEARSS AVENUE: OVERALL RANKING NO 8 thereby creating more safe refuge for crossing pedestrians. At the northbound and westbound approaches to Fletcher Avenue, right turn slip lanes are recommended. Bearss Avenue from Dale Mabry Highway to 22nd Street is a four-lane divided roadway with raised landscaped NORTHDALE BOULEVARD: OVERALL RANKING NOS. 11, 26 AND 28 median and a 45 mph posted speed limit. This corridor is approximately 4.65 miles long with an AADT of 51,000. Northdale Boulevard from Dale Mabry Highway to Lakeshore Road currently has an AADT of 7,700 and Features include 10- to 11-foot travel lanes, sidewalks with the overall corridor is approximately 2.43 miles long. gaps on both sides but no bike lanes. There are commercial The first segment from Dale Mabry Highway to and retail strip-shopping centers, one middle and one Claywell Elementary School is a four-lane divided elementary school with school zone pavement markings, roadway with raised landscaped median and a posted reduced speed and flashing beacons, the I-275 interchange speed limit of 35 mph. The segment from Claywell and residential land uses along the corridor. At Nebraska Elementary School to Lakeshore Road is predominantly Avenue, the intersection needs curb improvements. At a two-lane undivided roadway with painted median I-275, where 3 non-functioning lamps were noted, needs of additional pedestrian cross markings and signage for right turning opening at subdivision entrances with a posted speed of vehicles to yield when pedestrians are present. Intermittent lighting is present at locations near commercial establishments. The 40 mph. area between Lake Magdalene Boulevard and Zambito Road has no lighting. At the Florida Avenue, there is a high volume of eastbound to westbound U-turning traffic related to the RaceTrac service station, just east of Florida Avenue. Features observed along this corridor include pedestrian and bicycle amenities on at least one side of the street CRASH EVALUATION SUMMARY for the entire corridor as well as a mid-block crossing at Claywell Elementary with advance school zone warning Nine of the incapacitating and fatal pedestrian crashes were identified as having resulted from improper crossing procedures, signage and pavement marking with flashing beacon. either outside the crosswalk or intersection or against a pedestrian traffic signal. A number of the non-intersection pedestrian From Claywell Elementary School to Lakeshore Road crashes appear to be at driveways, possible entrances to strip malls. there are no mid-block crossings, intermittent sidewalks with gaps and no bicycle lanes. Street lighting is primarily in the center median or along the shoulder with large gaps and often obstructed by canopied trees that may reduce the visibility of Crash Severity Crashes pedestrians/bicyclists throughout the corridor. Injury Fatal No Injury Pedestrian 26 15 2 9 CRASH EVALUATION SUMMARY Bicycle 20 18 0 2 Total 46 33 2 11 Based on the crash data, 7 crashes occurred along this corridor of which 2 were pedestrian and 5 were bicycle crashes. All 7 involved injuries with no fatal crashes indicated. IMPROVEMENT RECOMMENDATIONS
ENGINEERING RECOMMENDATIONS Bearss Avenue is one of the a east-west corridors in the northern Hillsborough County. Complete the sidewalk and crossing gaps along corridor, including: Install 1,200 +/- feet of sidewalk on south side from Dale Mabry Highway to Spring Pine Drive. Install 400 +/- feet of sidewalk on north side of Bearss Avenue at gap between Hess station and Emeritus Senior Living Install 300 +/- feet of sidewalk on south side Mapledale Boulevard. development. Shared lane markings may be appropriate. Install 500 feet+/- of sidewalk in north side of Bearss Avenues between Blount & Curry Funeral Home and Palencia Paint crosswalks to meet standards. Apartments. Traffic volumes on this roadway support the possibility of a road diet and a buffered bicycle lane. Install 2,500 +/- feet of sidewalk on south side of Bearss Avenue between Dale Mabry Highway and Smitter Road. Northdale Boulevard/Dale Mabry Highway Intersection Install crosswalk between Palencia Drive and Dale Mabry Highway, pending pedestrian study to identify crossing location. At the Northdale Boulevard/Dale Mabry Highway intersection, pedestrian accommodation could be significantly improved by Widen shoulder on north and south side of Bearss Avenue to Zambito Road, bike lane/key lane would need to be doing the following: installed to the left of the turn lane to Dale Mabry Highway.
Page 9 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
Eastbound: Add bike lane to the left side of the right turn lane at Smitter Road and at the entrance to the public library. yet there are no mid-block crossings present from Armenia Avenue to Florida Avenue other than at two signalized Westbound: Add bike lane to the left of the right turn lane to at the entrance to Blount and Curry Funeral Home and at intersections. the entrance of the Palencia Apartments. The cross section becomes curb and gutter just east of the Hearthstone Assisted Living Facility, with the eastbound and CRASH EVALUATION SUMMARY westbound roadway widths about 24-feet. There is no room for bike lanes along this segment and the posted speed is 45 mph which is above the recommended speed limit for shared lane markings. At least 18 of the incapacitating and fatal pedestrian crashes listed pedestrians not using the crosswalks or not following East and Westbound: add bicycle activated “SHARE THE ROAD” sign that would warn motorists that a bicyclist was on pedestrian signals as the cause of injury, as well as, several were bicyclists riding against traffic on the sidewalks. the roadway. Crash Severity At Florida Avenue, shoulders are again present and they could be enhanced to become “bikeable,” with the appropriate Crashes posted signage. The striping at the I-275 interchange could also be repainted to aid bicyclists riding through this Injury Fatal No Injury Pedestrian 59 33 8 18 intersection. Bicycle 45 23 2 20 Eastbound: The cross section is sidewalk and curb and gutter with a roadway width of about 27 feet. Adding a bicycle Total 104 56 10 38 lane is not recommended unless the width of the median is narrowed. There are intermittent sidewalks along this stretch. It is recommended that the gaps be closed and that a pedestrian activity study is done between W. 19th Street and N. 22nd IMPROVEMENT RECOMMENDATIONS Street to identify additional crosswalk locations. Westbound: The cross section is open shoulder from Dale Mabry Highway to Skipper Road. A 4-foot shoulder should This is a long corridor with varying cross sections and widths. The be added. Waters Avenue/Veteran's Expressway Interchange nd sidewalks are continuous along this corridor and there are limited bicycle West of 22 Street N, the roadway width is about 24 feet. Adding a bicycle lane is not possible. Installing “SHARE THE facilities. The recommendations described by segment or intersection ROAD” signs might facilitate a higher driver awareness of pedestrians and bicyclists in this high density area include:
TOWN N’ COUNTRY/EGYPT LAKE AREA Waters Avenue from Sheldon Road to Dale Mabry Highway
Install bicycle lanes. Waters Avenue west of Sheldon Road WATERS AVENUE: OVERALL RANKING NOS. 1, 4, 10 already includes a marked bicycle lane. This provides an on- street connection to the Upper Tampa Bay trail. Waters Avenue from Sheldon Road to Florida Avenue traverses a dense urban area with predominantly residential, At Waters Avenue/Sheldon Road intersection (westbound), commercial/office, and shopping center uses. The corridor is one of the primary routes for east-west travel in Town N’ Country remove gore area between right-turn and through lanes and area and throughout Hillsborough County. The corridor is approximately 7.5 miles long, beginning at Sheldon Road and ending instill bicycle key lane. at Florida Avenue. Lighting comes from businesses and major intersections along the majority of the corridor but the corridor Restripe all crosswalks to match standard zebra stripe. would benefit from uniform lighting throughout its length, similar to the one available along well lit similar arterials such as Dale Bicycle lanes are installed at Waters Avenue/Anderson Road Mabry Highway. The Waters Avenue corridor has been evaluated based on three segments as follows: intersection. Recommendation to complete the bicycle lane Existing Geometry Sheldon Road to Anderson Road is a six-lane divided roadway with raised median and a posted speed of 45 mph. This along this segment. segment of Waters Avenue is approximately 2.75 miles long with an AADT of 34,100. Based on field data collected, Waters Avenue/Veteran’s Expressway Interchange there are continuous sidewalks, a senior zone, and 27 transit stops. Within the senior zone, there is a mid-block crossing and reduced posted speed of 30 mph. There are no bike lanes present along this segment of Waters Avenue. Particular At this interchange, pedestrian signal heads were observed that conflict attention is needed at the Veteran’s Expressway. It was noted that the pedestrian signals are not situated located at points with motorist traffic control and give pedestrians a false sense of safety where the motorist is aware that the pedestrian has the right-of-way. when crossing the free flow north and southbound Veteran’s Expressway entry and exit lanes. Pedestrians are given a “WALK” signal, but there are Anderson Road to Dale Mabry Highway is a six-lane divided roadway with raised median and a posted speed of 45 no signals for the motorists so they don’t stop. Additionally, the current mph. This segment of Waters Avenue is approximately 2.0 miles long with an AADT of 45,900. Based on field data placement of the devices is in violation of the MUTCD. collected, there are continuous sidewalks and 24 transit stops. Several pedestrian made attempts to cross Waters Avenue near Dale Mabry Highway instead of crossing at the intersection. Lighting can be attributed mainly to high commercial The following recommendations would provide for safer pedestrian land uses within the segment. crossing at this intersection:
Dale Mabry Highway to Florida Avenue is a four-lane with both an undivided and divided sections with an AADT of Install signals for motor vehicles so that when the pedestrian Recommended Design 33,000. The segment is approximately 2.8 miles long with raised median, a posted speed of 45 mph. The facility has requests the walk signal, vehicle traffic stops; or continuous sidewalks, and numerous transit stops. East of Armenia Avenue, it is an undivided roadway with narrower Remove the pedestrian signals on the free flow turn lanes. lanes. This area has a high concentration of single- and multi-family residential with a high level of pedestrian activity
Page 10 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
Another solution would be to eliminate the pedestrian signals and reduce motor vehicle speeds at these crossings by reducing the sign for southbound Hanley Avenue could be installed and actuated when the walk phase is in effect for crossing Hanley Avenue, turn radii. According to A Policy on the Geometric Design of Highways and Streets (AASHTO Green Book), the portion of the offering additional protection to those using the crosswalk. terminal end of interchanges on the land surface roadway should be designed in a manner consistent with other intersections along the roadway. Accordingly, sweeping ramp style free-flow right-turn radii is inadvisable from the perspective of pedestrians. Using Install slip lanes. intersection design radii for the turns onto or off Waters Avenue, as directed in Chapter 9 of the AASHTO Green Book, would improve the bicycle and pedestrian operations through the interchange. Reduced on and off-ramp radii and slow motorist speeds SLIGH AVENUE/PINECREST MANOR BOULEVARD/LAMBRIGHT ROAD: improve the ease of pedestrian crossings by reducing motorist speeds through the conflict zones. OVERALL RANKING NOS. 18 AND 25
For the northbound exit ramp to Waters Avenue a vehicular crash review should be conducted to determine if weaving crashes Sligh Avenue/Pinecrest Manor Boulevard/Lambright (e.g. side-swipe and rear-end) are occurring. If so, consideration should be given to the installation of a gap acceptance yield lane Road also traverses a dense urban area with predominantly then creating a right turn lane, thereby eliminating the free-flow right turn lane and weaving section. residential, commercial/office, and shopping center uses. The corridor is approximately 3.7 miles long, beginning at Waters Avenue/Savarese Boulevard Intersection Benjamin Road and ending at Armenia Avenue. The Install pedestrian crossings at all 4 approaches unless proven not needed. corridor has been broken into two segments as follows:
Waters Avenue between Manhattan Avenue and Dale Mabry Highway Benjamin Road to Dale Mabry Highway is also a two-lane undivided transitioning to a four-lane Pedestrian activity is above average along this segment of Waters Avenue, often at mid-block, with a high history of crashes. The divided roadway. This segment of Waters area contains significant amounts of residential, both single and multi-family nearby commercial including a Walmart Avenue is approximately 2.0 miles long with an Supercenter. A pedestrian mapping study should be conducted in order to identify and quantify mid-block crossing locations. AADT of 14,300. From Benjamin Road to Manhattan Avenue the roadway is two-lanes Add 4-foot bike lane to Waters Avenue between Anderson Road and Manhattan Avenue. undivided with a posted speed of 35 mph and Enhance roadway lighting to match lighting provided along similar well-lit arterials, such as Dale Mabry Highway. continues from Manhattan Avenue to Dale Mabry Boulevard as a four-lane divided facility with a Waters Avenue between Dale Mabry Highway and Florida Avenue posted speed of 45 mph. This section also has wide shoulders width and continuous sidewalks and 24 transit stops. Due to the industrial land uses between Benjamin Road and Hoover Boulevard, there is a high volume of truck traffic in the Further explore the possibility of narrowing the median and through lanes in order to retrofit 4-foot wide bike lanes. immediate area. The section lacks bike lanes or sidewalks. Pedestrian crossing studies are recommended to identify opportunities for enhanced crossings in this high density residential area. Dale Mabry Highway to Florida Avenue is a four-lane with both an undivided and divided sections with raised median Narrow the lanes and incorporate pocket medians. Per the Florida Green Book, medians are required on 4 lane roadways and a posted speed of 45. This segment of Waters Avenue is approximately 2.8 miles long with an AADT of 33,000. with speeds of 40 mph or higher (3-20). Incorporating pocket medians may reduce travel speeds, particularly if Based on field data collected, there are continuous sidewalks, and 33 transit stops. The land use includes high single and landscaped with vertical element, which may in turn allow for a reduction in vehicle speeds and the installation of shared multi-family residential with commercial and shopping strips along most of the segment. lane markings if full bike lanes are not feasible.
Waters Avenue/Habana Avenue Intersection CRASH EVALUATION SUMMARY
This intersection is being reconstructed to include northbound and southbound left turn lanes, signal upgrades and ADA Eight crashes occurred along this corridor of which 1 involved a pedestrian crash and 7 involved a bicycle. Of the total crashes, compliant sidewalks and landings. there were 5 crashes that resulted in injuries with no fatality crashes.
Waters Avenue/N. Armenia Avenue Intersection IMPROVEMENT RECOMMENDATIONS Install curb ramps. Sligh Avenue from Benjamin Road to Dale Mabry Highway Waters Avenue/Hanley Road Intersection Widen and regrade at least one side of Sligh Avenue to provide width for paved shoulders from Benjamin Road to Anderson Hanley Road was the subject of the prior MPO Bicycle Safety Action. The recommendations have been incorporated into this Road. Swales, some steeply graded, provide the drainage along this segment, so paved shoulders could be installed as both a team’s review of the corridor. As previously mentioned, re-design of the intersection at Hanley Road and Hillsborough Avenue to pedestrian and a bicycle accommodation. At the Anderson Road/Sligh Avenue intersection pedestrians crossing west in the include slip lanes and raised islands would separate the threats to crossing pedestrians and also bring them out into the center of crosswalk on the north side of the intersection were positioned far away from drivers turning right. To remedy this situation the the area being scanned by motorists from all movements. The debris fields on the roadways show significant area available for crosswalks should be moved closer to the center of center of the intersection to keep crossing pedestrians in the safest position islands on the northwest and northeast corners. The radius on the northwest corner could be tightened considerably as well, relative to oncoming/turning motorists. especially given that through trucks are prohibited from Hanley Road. As an interim measure a “NO TURN ON RED” blank out
Page 11 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
Regrade swales on at least one side of street and add paved shoulder or install shared lane markings. Repaint intersection to match standard. Restripe to include bicycle lanes through the intersection at Hoover Boulevard and Sligh Avenue. Add bike lanes from Hillsborough Avenue through Fountain Avenue by reducing the width of the through lanes and the Move crosswalks at Hoover Boulevard and Sligh Avenue closer to center of intersection. center lane. Add sign warning bicyclists of railroad tracks. Add sharrows and “SHARE THE ROAD” signs for the section between Fountain Avenue and Waters Avenue. Add crosswalks at N Clark Street crossing Pinecrest Manor Boulevard. Reduce speed limit to 35 mph. Add sidewalks, with emphasis of the section just west of Leto High School through the CSX crossing and up to Hoover Study pedestrian activity and identify locations for mid-block crosswalks. Boulevard. Hanley Avenue/Hillsborough Avenue Intersection Add a crosswalk by West Park, just west of Occident Street.
Lambright Road/Sligh Avenue from Dale Mabry Highway to Armenia Avenue Retiming the signal to include a leading pedestrian phase may help reduce pedestrian conflicts at intersection.
East of Himes Avenue, sidewalks are complete on both sides of Sligh Avenue. There is evidence of use along the south side of SHELDON ROAD: OVERALL RANKING NO. 15 Sligh Avenue. Because there is no sidewalk along the north side of Sligh Avenue, the crosswalk ends in an area that is frequently used by motorists turning right. Because there is no sidewalk along the north side of Sligh Avenue, the crosswalk just ends at the Sheldon Road from Hillsborough Avenue to Linebaugh Avenue is a four-lane divided with a raised median and a posted speed road edge. of 50 mph. This corridor is 3.32 miles long and has an AADT of 47,100. The corridor includes sidewalks, 39 transit stops, one signed and marked school zone with flashing beacon, and a connection to the Upper Tampa Bay Trail with a mid-block crossing 660+/- feet of sidewalk along south side of Sligh Avenue to Himes Avenue. and a signalized pedestrian crossing just north of Norfolk Street. There are signed bike lanes with portions that have pavement 900+/- feet of sidewalk along north side of Sligh Avenue to Himes Avenue. markings along the entire corridor and some. Rutted pavement was noted at the Linebaugh Avenue intersection. Generally, the Installing landing pad at northwest corner of crosswalk and add crosswalk from northwest to southwest corners. corridor is dark at night with luminaires sparsely spaced and some lighting from adjacent commercial business. Restripe crosswalk at Habana Avenue and Sligh Avenue, consistent with standard high visibility crosswalk zebra stripe pattern. CRASH EVALUATION SUMMARY On-street bicycle lanes are not possible on this stretch. A secondary bicyclist route for this roadway should be explored. A total of 21 crashes occurred along this corridor with 7 pedestrian and 14 bicycle crashes resulting in 16 injuries and 2 fatalities.
HANLEY ROAD: OVERALL RANKING NO. 3 IMPROVEMENT RECOMMENDATIONS
Hanley Road from Hillsborough Avenue to Waters Avenue traverses a dense urban Hillsborough Avenue/Sheldon Road Intersection area primarily of a residential nature with some commercial uses. The corridor is a four-lane divided roadway with either a two-way left turn lane or a raised median Sight distance blocked for drivers turning right onto Memorial Highway. Install “NO RIGHT TURN ON RED BLANK and a posted speed of 40 mph. The corridor is 2.2 miles long with an AADT of OUT” sign when pedestrian has “WALK” signal to give the pedestrian more time to get across the street before the right 30,500. There are continuous sidewalks, 19 transit stops, 3 schools and the Upper turning vehicle turns. Tampa Bay Trail which provide for two mid-block crossing. There are no Designate the bike lanes. designated bike lanes along the corridor. Generally, the corridor is well lit with Waters Avenue/Sheldon Road Intersection shadowing from canopied trees. Bike lane exists on west side of Sheldon Road. Gore area on south side between turn and through lanes should be CRASH EVALUATION SUMMARY restriped as a bike lane to meet up with bike lane on west side. Add W11-15 signage at bridge north of Waters Avenue on Sheldon Road. A total of 30 crashes occurred along this corridor with 18 pedestrian and 12 bicycle crashes and resulting in 25 injuries. Sheldon Road/Linebaugh Avenue Intersection Crash Severity Crashes Gore area on west side is painted. Replace with raised median. Injury Fatal No Injury Add shared lane markings on the approach to Sheldon Road. Pedestrian 18 14 0 4 Add advance pedestrian warning signs at mid-block crossing. Bicycle 12 11 0 1 Total 30 25 0 5
IMPROVEMENT RECOMMENDATIONS
Install raised medians along the length of Hanley Avenue from Hillsborough Avenue to Fountain Avenue. Medians have been installed along Hanley Avenue from starting just north of Fountain Avenue.
Page 12 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
PALM RIVER AREA (Coordination with South Coast Greenway) CRASH EVALUATION SUMMARY
A total of 2 crashes occurred along this corridor with 1pedestrian 78TH STREET: OVERALL RANKING NOS. 14 AND 24 and 1 bicycle and both resulting in an injury.
78th Avenue from Madison Avenue to Lee Roy Selmon IMPROVEMENT RECOMMENDATIONS Expressway is approximately 1.6 miles long. The corridor is a two-lane undivided roadway from Madison Avenue to Add shared lane markings on bridge. Causeway Boulevard where it then transitions to a four-lane Existing speed bumps suggest 40mph speed limit might divided roadway with a two-way left turn lane. The AADTs be too high. Recommend a speed study and possible range from 11,000 to 25,100 for the two sections with posted reduction to 35mph, which would allow shared lane speeds of 35 and 45 mph. Based on field data collected, there markings to be added to the segment. are wide sidewalks with gaps, 4-foot shoulders, 16 transit stops, one pedestrian mid-block crossing and a school zone Sidewalk on west side only. Regrade and add paved signed with pavement markings and flashing beacon. There shoulders to both sides. are no designated bike lanes along the corridor. Repaint intersection crosswalks, rebuild curb ramps.
Major intersections are well lit but crosswalks are difficult to CITRUS PARK AREA (Coordination with Upper Tampa Bay Trail) see due to numerous trees and vegetation and sparse lighting. This segment has sidewalk coverage on one or both sides until Causeway Boulevard. It appears as though residents from the GUNN HIGHWAY: OVERALL RANKING NOS. 16, 19 AND 27 adjacent subdivision have created their own paths to the north The Gunn Highway corridor is unique in its segmentation with two of the three segments in the area of the Veteran’s of Madison Avenue as a more convenient access to the Expressway, Upper Tampa Bay Trail and Westfield Citrus Park Shopping Center. They are from Henderson Road to Citrus Park convenience store located at the corner. Installing a pedestrian crossing or at least a concrete median where the gore area would Drive (approximately 1.3 miles long) and from Citrus Park Drive to Ehrlich Road (approximately 0.9 mile long) The third offer some refuge while crossing the street should be considered. North of Causeway Boulevard, the cross section changes to 4 segment of Gunn Highway is from Van Dyke Road (CR 685A) to Tarpon Springs Road (approximately 1.5 miles long). Field lanes with a two-way left turn lane, sidewalks and curb and gutter. Bike lanes will only fit on this segment if the travel lanes can data collected for the Gunn Highway segments are as follows: be narrowed to 10-feet in width. From 10th Avenue S north to Adamo Drive, there is only sidewalk on the west side of the roadway. Henderson Road to Citrus Park Drive is a four-lane divided segment with an CRASH EVALUATION SUMMARY AADT of 34,300 has a raised median and a posted speed of 45 mph. Based on A total of 15 crashes occurred along this corridor with 9 pedestrian and 3 bicycle crashes of which 12 resulted in an injury. field data collected, there are sidewalks with gaps and approximately 9 transit IMPROVEMENT RECOMMENDATIONS stops. There are no bike lanes present along this segment of Gunn Highway. Install concrete median where gore area is painted at intersection of 78th and Madison Avenue. Particular attention is needed at the Install paved shoulders along the 1.62 mile corridor. intersection where the Upper Tampa Bay Trail crosses. It was noted, that the trail Raised medians along segment from Causeway Boulevard to the Lee Roy Selmon Expressway. crossing should be diverted closer to the intersection to provide motorist with more opportunity to slow down at the intersection when there is a pedestrian/bicyclist Restripe stop bars at side streets along segment. present. Stripe the crosswalk at the intersection of 78th Street and Adamo Drive consistent with standards. Citrus Park Drive to Erhlich Road is a two-lane undivided segment with an AADT MAYDELL DRIVE: OVERALL RANKING NO. 22 of 12,500 and a posted speed of 40 mph. This segment of Gunn Highway runs parallel to the Upper Tampa Bay Trail. Based on field data collected, there is a portion of the roadway that has a raised median Maydell Drive from Causeway Boulevard to Adamo Drive is approximately 2.0 miles long, beginning at Causeway Boulevard at the Citrus Park Drive intersection plus at the side entrances into the Westfield Shopping Center. There are continuous and ending at Adamo Drive. The corridor is a two-lane undivided with speed bumps and an AADT of 2,800. The corridor has a sidewalks, and one transit stops which is located in front of the recreational park on the west side of the roadway with no posted speed of 40 mph. Based on field data collected, there are sidewalks with gaps, no transit stops, and one school crossing mid-block crossing and multi-family townhouses. Also noted at the northern end of the corridor, there is a potential for signed and pavement marked with a flashing beacon. There are no designated bike lanes along the corridor. The corridor vehicles not to reduce their speed when entering from Gunn Highway (CR 582) eastbound headed southbound prior to sidewalks are shadowed by tree canopies and vegetation which reducing the visibility at the major intersection crosswalks.
Page 13 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
the intersection due to the radius of the channelized right turn where there is a painted pedestrian crosswalk with no second railroad crossing is approximately 750 feet south of Martin L. King Boulevard. The higher grade at the railroad crossing lighting present. This segment is dark due to no lighting and large tree canopies and vegetation. near SR 60 causes a sight distance impairment at the Victoria Street and Clay Street intersections.
Van Dyke Road (CR 685A) to Tarpon CRASH EVALUATION SUMMARY Springs Road is a rural, two-lane undivided segment with an AADT of 19,000 This A total of 18 crashes occurred along this corridor with 7 pedestrian and 11 bicycle crashes. Fourteen crashes resulted in injuries. segment has a posted speed of 45 mph and is approximately 1.5 miles long. Based on field IMPROVEMENT RECOMMENDATIONS data collected, segment includes approximately 15-foot grassed and 4-foot paved shoulders and no transit stops. At the Pocket medians could be installed to give crossing pedestrians some refuge; recommend a pedestrian study to identify Van Dyke Road signalized intersection, there possible locations. is no pedestrian crossing present. Pavement Install sidewalks, curb ramps and crosswalks at the intersection of Parsons Boulevard and Martin L. King Boulevard. edge line striping is faded and rutted shoulders are visible. MANGO ROAD (CR 579): OVERALL RANKING NO. 12
CRASH EVALUATION SUMMARY Mango Road (CR 579) from Martin L. King Boulevard to North of I-4 Overpass is a two-lane undivided roadway that transitions to a four-lane divided with raised median from US 92 Crash data for the segments from Henderson Road to Citrus Park Drive to Erhlich Road include 10 crashes with 6 pedestrian and to north of the I-4 Overpass. This corridor is 1.84 miles in length 4 bicycle crashes. Seven crashes included injuries. For Gunn Highway segment from Van Dyke Road (CR 685A) to Tarpon with an AADT of 13,500 and a posted speed of 45 mph. Based Springs Road, there were 2 bicycle crashes with injuries. on field data collected, there are sidewalks on the west side with gaps, existing bike lanes, one elementary school zoned with IMPROVEMENT RECOMMENDATIONS reduced speed and flashing beacon. There is lighting at the major intersections and parking lots but areas are dimmed due to large tree canopies. From Henderson Road to Ehrlich Road CRASH EVALUATION SUMMARY From Citrus Park Drive to Ehrlich Road, the median could be carved out to create space for a bicycle. (Note: drainage may be an issue.) A total of 12 crashes occurred along this corridor with 6 Install the “SHARE THE ROAD” signs over the bridges. pedestrian and 3 bicycle crashes. Nine of the crashes involved Upper Tampa Bay Trail is adjacent to this stretch of roadway. injuries. From Ehrlich Road to Henderson Road, the lanes are narrow 12-feet wide with a raised median. The median could be narrowed to allow for the restriping of the roadway to include a bicycle lane and “SHARE THE ROAD” sign could be IMPROVEMENT RECOMMENDATIONS installed at the bridge just west of Normandie Road.
From Van Dyke Road to Tarpon Springs Road Install 1,500 +/- sidewalk on east side north of Martin L. King Boulevard North of Mango Lake Road sidewalk on east side of road ends and there is no shoulder. Add pedestrian crossing to Add 7,580 +/- feet of paved shoulders, from CR 582 south to each side of Gunn Highway. allow them to continue on sidewalk on west side. Cookies or rumble stripes as lane edges. Regrade and fill gaps in paved shoulders. Install street lights. Curb and gutter begins at Sunlight Lane. Gore area can be narrowed to create bike lane through intersection with I-4. Install crossing across CR579 between Mango Recreation Center and Burnett Park to facilitate pedestrian access. BRANDON AREA
PARSONS AVENUE: OVERALL RANKING NO. 13
Parsons Avenue from SR 60 to Martin L. King Boulevard is a four-lane undivided roadway with a two-way left turn lane. The corridor has an AADT of 28,000 and a posted speed of 45 mph. The corridor is 3.02 miles in length with continuous sidewalks and no bike lanes. There is lighting at the major intersections but some areas are darker due to large tree canopies. Also, there are two railroad crossings with raised-center medians. The first railroad crossing is approximately 0.4 mile north of SR 60 and the
Page 14 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
Bell Shoals Road to Cade Lane transitions to a PROVIDENCE ROAD: OVERALL RANKING NO. 9 four-lane with a two-way left turn lane segment with an AADT of 28,200. Based on field data Providence Road from Bloomingdale Avenue to SR 60 is a four-lane divided roadway with raised median and has collected, there are continuous sidewalks, bike an AADT of 18,100 and a posted speed of 45 mph. The lanes signed with fading pavement markings and a corridor length is 3.23 miles long. Based on field data mid-block crossing at Springvale Drive. It was collected, there are sidewalks on the both sides, signed also noted that long signal cycle timings at the existing bike lanes, and one elementary school zoned with intersection which could potentially encourage reduced speed and flashing beacon. There is minimal pedestrians/bicyclists to cross without the walk lighting present along the corridor. The wooden pedestrian bridged walkway at the Providence Road/SR 60 signal. intersection is in need of repair. Cade Lane to Lithia Pinecrest Road is a four-lane divided roadway with a raised median and has an CRASH EVALUATION SUMMARY AADT of 28,200. Based on field data collected, there are continuous sidewalks and bike lanes signed with fading pavement markings. The distance between the Crash causes varied, with the most commonly identified Culbreath Road and Lithia Pinecrest Road intersections is short and vehicles turning right from Lithia Pinecrest into cause as pedestrians crossing against the signal. There Bloomingdale Boulevard may not see pedestrian in the Culbreath Road crosswalk. Pavement was rutted near the Lithia were 2 instances of bicyclists riding in the opposite Pinecrest Road/Bloomingdale Avenue intersection. direction either in a bike lane or on the sidewalk.
Crash Severity CRASH EVALUATION SUMMARY Crashes Injury Fatal No Injury Pedestrian 16 13 2 1 A total of 22 crashes occurred along this corridor with 8 pedestrian and 14 bicycle crashes. This section had 13 injuries and 3 Bicycle 9 8 0 1 fatalities. Total 25 21 2 2 IMPROVEMENT RECOMMENDATIONS IMPROVEMENT RECOMMENDATIONS US Highway 301/Bloomingdale Boulevard Intersection This segment has sidewalks on both sides of the roadway and marked bicycle lanes. Right turn slip lane might increase capacity westbound on Bloomingdale Avenue. There are currently triple right-turn Update bicycle lane markings lanes. Install “BICYCLE WRONG WAY” signs. There is an existing bike lane northbound on US 301 at Bloomingdale Avenue prior to intersection. Should be skip- dashed at intersections. BLOOMINGDALE AVENUE: OVERALL RANKING NOS. 17, 20 AND 21 Bloomingdale Avenue/ProvidenceRoad Intersection The Bloomingdale Avenue corridor has a posted speed of 45 mph and is approximately 5.8 miles long. The corridor is divided Move crosswalk closer to intersection to make pedestrian crossing paths more visible to turning motorists. into three segments from US Highway 301 to Bell Shoals Road (approximately 4.2 miles long), Bell Shoals Road to Cade Lane (approximately 0.8 mile long), and Cade Lane to Lithia Pinecrest Road (approximately 0.8 mile long). Bloomingdale Avenue/BryanRoad Intersection Based on field data collected, the most notable concern is for the entire corridor is at the signalized intersection pedestrian Install motorist “YIELD TO PEDESTRIAN” signs. crossings. It was noted that although the painted pedestrian striping is pushed back away from the intersection to help reduce signal-timing delay, it also decreases the motorist’s sight distance of a pedestrian or bicyclist who has entered the crosswalk. This Bloomingdale Avenue/Belle Shoals Road Intersection is especially so for right turning vehicles who have the green light and may be slowed down but are not expecting a pedestrian/bicyclist in the road and therefore have less opportunity to slow down. Furthermore, available lighting is in part due to Southbound: Add slip lanes, islands. commercial land use and at major intersections along the corridor. Additional field data collected for the Bloomingdale Avenue Move crosswalks for Bloomingdale Avenue, west of Belle Shoals Road, closer to pedestrian signals. segments are as follows: Bloomingdale Avenue/Cade Lane Intersection US Highway 301 to Bell Shoals Road is a six-lane divided segment with raised median and an AADT of 56,400. Based on field data collected, there are continuous sidewalks and 8 transit stops. There are no bike lanes or mid-block Retime signals. Pedestrian signals were long at this intersection, potentially encouraging pedestrians to cross without the crossings present along this segment of Bloomingdale Avenue. “WALK” signal.
Page 15 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
There are 4-foot bike lanes from Bell Shoals Road to Cade Lane, but the markings were faint. Recommend remarking the bike lanes.
Bloomingdale Avenue/Lithia Pinecrest Road Intersection
Enhance crossing. Move crosswalk closer to intersection. Bike lanes should be skip-dashed through the intersection.
ESTIMATED IMPROVEMENT COSTS
Estimates of probable cost have been developed for the pedestrian and bicycle enhancements recommended as part of this study for each of the corridors. The estimates of probable costs prepared for this study are based on the anticipated modifications to the existing roadway and streetscape that would be necessary to implement the elements proposed for each of the corridors. It should be noted that the estimates of probable cost are based on a conceptual level assessment. Further investigations and in detail studies (as identified individually for each corridor) will be necessary to ascertain the actual degree of changes to existing utilities and to determine the details of the proposed enhancements and countermeasures.
Table 3 provides the estimated improvement costs for those projects identified for the top ten priority corridors. Appendix D includes the unit cost of likely type of improvement identified in the previous sections of this report. Cost estimates were calculated using information provided in the 2035 LRTP Needs Assessment Cost Estimates Technical Memorandum1 and the latest Long Range Estimates (LRE)2 along with other sources such as the recent cost estimates developed for the Fletcher Avenue Complete Streets Project.
It should be noted, the cost estimates presented for each of the top ten priority corridors are preliminary. Once project-specific enhancements have been refined, detailed cost estimates should be prepared.
1 Hillsborough County MPO, September 2009 2 FDOT LRE System – Roadway Cost Per Centerline Mile (Revised June 2011)
Page 16 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
TABLE 3 TOP 10 RANKED CORRIDORS PRELIMINARY COST ESTIMATES
Total Ranking Scope Corridor Recommended Cost MOT Mobilization Subtotal Construction Recommended Improvement Location No. Contingency Cost
Add Bike Lanes $554,682.28 $55,468.23 $61,015.05 $671,165.56 $67,116.56 $738,282.11 Segment Length Waters Avenue (From Dale Raised Median with left turn pockets (10,000 +/- ft) $302,200.00 $30,220.00 $33,242.00 $365,662.00 $36,566.20 $402,228.20 Segment Length 1 Mabry Highway to Florida Intersection Curb & Gutter (Type E) $6,260.00 $626.00 $688.60 $7,574.60 $757.46 $8,332.06 Armenia Avenue Intersection Avenue) Conduct Pedestrian Activity Study $25,000.00 $ - $ - $25,000.00 $ - $25,000.00 Segment Length Mid-block Crossing(s) (per signalized crossing) $91,943.00 $9,194.30 $10,113.73 $111,251.03 $11,125.10 $122,376.13 Based on Pedestrian Study Subtotal $1,296,218.51 Raised Median (1,500 +/- ft) $45,330.00 $4,533.00 $4,986.30 $54,849.30 $5,484.93 $60,334.23 North Boulevard to Florida Avenue 2 Fletcher Avenue Intersection (NB and WB right-turn slip Island) $8,310.00 $831.00 $914.10 $10,055.10 $1,005.51 $11,060.61 Florida Avenue Intersection Conduct Bike/Ped/Traffic Activity Study $40,000.00 $ - $ - $40,000.00 $ - $40,000.00 Segment Length Subtotal $111,394.84 Median Retrofit (per mile) $170,428.00 $17,042.80 $18,747.08 $206,217.88 $20,621.79 $226,839.67 Hillsborough Avenue to Forrest Add Bike Lanes $199,526.00 $19,952.60 $21,947.86 $241,426.46 $24,142.65 $265,569.11 From Hillsborough Avenue to Fountain 3 Hanley Avenue Add Sharrow $9,655.00 $965.50 $1,062.05 $11,682.55 $1,168.26 $12,850.81 From Fountain to Waters Avenue Mid-block Crossing(s) (2 High Visibility) $31,590.00 $3,159.00 $3,474.90 $38,223.90 $3,822.39 $42,046.29 From north of Hanna and north of Fountain Enhance Roadway/Pedestrian Lighting $183,641.54 $18,364.15 $20,200.57 $222,206.26 $22,220.63 $244,426.89 Segment Length Subtotal $791,732.76 Add Bike Lanes (2.75 miles) $548,693.75 $54,869.38 $60,356.31 $663,919.44 $66,391.94 $730,311.38 Segment length Waters Avenue (From Sheldon Restripe crosswalks (9 crosswalk/all approaches) $14,278,.95 $1,427.90 $1,570.68 $17,277.53 $1,727.75 $19,005.28 All crosswalks 4 Road to Anderson Road) Pedestrian Signalization $82,500.00 $8,250.00 $9,075.00 $99,825.00 $9,982.50 $109,807.50 Veterans Expressway Ramps Enhance Roadway/Pedestrian Lighting $183,641.54 $18,364.15 $20,200.57 $222,206.26 $22,220.63 $244,426.89 Segment Length Subtotal $1,103,551.05 Sidewalks - west side 4,000 ft $62,585.00 $6,258.50 $6,884.35 $75,727.85 $7,572.79 $83,300.64 56th Street Sidewalks - east side 2,500 ft $39,116.00 $3,911.60 $4,302.76 $47,330.36 $4,733.04 $52,063.40 56th Street 5 56th Street Enhance Roadway/Pedestrian Lighting $183,641.54 $18,364.15 $20,200.57 $222,206.26 $22,220.63 $244,426.89 Segment Length Transit User Study $25,000.00 $ - $ - $25,000.00 $ - $25,000.00 Segment Length Mid-block Crossing (2 High Visibility) $31,590.00 $3,159.00 $3,474.90 $38,223.90 $3,822.39 $42,046.29 Based on Activity Study Subtotal $446,837.21 Sidewalks - east side 2,550 ft $39,900.00 $3,990.00 $4,389.00 $48,279.00 $4,827.90 $53,106.90 Segment Length Raised Medians (690 +/- ft) $19,643.00 $1,964.30 $2,160.73 $23,768.03 $2,376.80 $26,144.83 At Striped Gore Locations 6 42nd Street Enhance Roadway/Pedestrian Lighting $183,641.54 $18,364.15 $20,200.57 $222,206.26 $22,220.63 $244,426.89 Based on Transit/Ped Studies Traffic Circulation/Transit/Pedestrian Activity Study $40,000.00 $ - $ - $40,000.00 $ - $40,000.00 Segment Length Mid-block Crossing (1 High Visibility) $15,795.00 $1,579.50 $1,737.45 $19,111.95 $1,911.20 $21,023.15 Based on Activity Study Subtotal $384,701.77
Page 17 Pedestrian & Bicycle High Crash Areas Strategic Plan for Unincorporated Hillsborough County
TABLE 3 TOP 10 RANKED CORRIDORS PRELIMINARY COST ESTIMATES (Continued)
Total Ranking Scope Corridor Recommended Cost MOT Mobilization Subtotal Construction Recommended Improvement Location No. Contingency Cost Sidewalk (north side 900 +/- ft) $13,616.00 $1,361.60 $1,497.76 $16,475.36 $1,647.54 $18,122.90 Cove Bend Drive to Lake Forest Drive Sidewalk (south side 900 +/- ft) $13,616.00 $1,361.60 $1,497.76 $16,475.36 $1,647.54 $18,122.90 Caribbean Breeze Drive to Skipper Road 7 Bruce B. Downs Boulevard Crosswalk Striping for Bike Access to Bike Lane $6,900.00 $690.00 $759.00 $8,349.00 $834.90 9,183.90 Skipper Road to Tampa City Limits Enhance Roadway/Pedestrian Lighting $183,641.54 $18,364.15 $20,200.57 $222,206.26 $22,220.63 $244,426.89 Segment Length Subtotal $289,856.58 Sidewalk - (north side 400 +/- ft) $6,258.54 $625.85 $688.44 $7,572.83 $757.28 $8,330.12 Hess Station to Emeritus Senior Living Sidewalk - (north side 500 +/- ft) $7,823.18 $782.32 $860.55 $9,466.05 $946.60 $10,412.65 B&C Funeral Home to Palencia Drive Sidewalk - (south side 2500 +/- ft) $39,115.90 $3,911.59 $4,302.75 $47,330.24 $4,733.02 $52,063.26 Dale Mabry Highway to Smitter Road Widen shoulders (2 sides 900 +/- ft) $26,613.70 $2,661.37 $2,927.51 $32,202.58 $3,220.26 $35,422.83 Dale Mabry Highway to Zambito Road Add shoulders (south side 4,000 +/- ft) $118,283.11 $11,828.31 $13,011.14 $143,122.56 14,312.26 $157,434.82 Nebraska Avenue to 22nd Street 8 Bearss Avenue Restriping (300 +/- ft) $564.00 $56.40 $62.04 $682.44 $68.24 $750.68 Florida Avenue to I-275 Signage (Share the Road) $10,892.58 $1,089.26 $1,198.18 $13,180.02 $1,318.00 $14,498.02 Florida Avenue to 22nd Street Sidewalk Gaps (both sides 3,000 +/- ft) $60,380.00 $6,038.00 $6,641.80 $73,059.80 $7,305.98 $80,365.78 I-275 to 22nd Street Pedestrian Activity Study $25,000.00 $ - $ - $25,000.00 $ - $25,000.00 Dale Mabry Highway to 22nd Street Mid-block Crossing (Signalized) $63,180.00 $6,318.00 $6,949.80 $76,447.80 $7,644.78 $84,092.58 Based on Activity Study Subtotal $468,370.75 9 Providence Road Restripe Bike Lane Markings $13,133.05 $1,313.31 $1,444.64 $15,890.99 $1,589.10 $17,480.09 Corridor Length Subtotal $17,480.09
Stripe Crosswalks (1 intersection/all approaches) $1,586.55 $158.66 $174.52 $1,919.73 $191.97 2,111.70 Savarese Boulevard Intersection Add Bike Lane (north side 6,300 +/- feet) $239,431.00 $23,943.10 $26,337.41 $289,711.51 $ 28,971.15 $318,682.66 Anderson Road to Manhattan Avenue Waters Avenue (From Add Bike Lane (south side 6,300 +/- feet) $239,431.00 $23,943.10 $26,337.41 $289,711.51 $ 28,971.15 $318,682.66 Anderson Road to Manhattan Avenue 10 Anderson Road to Dale Mabry Add SB-to-WB Right Turn Island Median with $16,620.00 $1,662.00 $1,828.20 $20,110.20 $ 2,011.02 $22,121.22 Hanley Road Intersection Highway) Pedestrian Activated “No Right On Red” Signal Pedestrian Activity Study $25,000.00 $ - $ - $25,000.00 $ - $25,000.00 Manhattan Avenue to Dale Mabry Highway Mid-block Crossing $63,180.00 $6,318.00 $ 6,949.80 $76,447.80 $ 7,644.78 $84,092.58 Based on Activity Study Subtotal $770,690.82
Grand Total $5,680,834.38
Page 18 Hillsborough Metropolitan Planning Organization
601 E Kennedy Boulevard, 18th floor, Tampa, Florida, 33601 · 813-272-5940 · HillsboroughMPO.org
Board & Committee Agenda Item
Agenda Item: Bicycle Map Group Work
Presenter: Michele Ogilvie, MPO staff
Summary: In May, Wally Blain, MPO staff reminded the committee of their input at their November meeting, on how data should be collected to be useful to the update of the Bicycle Suitability map. He reported on the history of the map from 2006 to present.
The committee made the following recommendations: 1. There is a LOS but no outcomes. Please think about who the audience is 2. More information on curbs or their absence 3. Simple language- say road not “arterial” , dangerous or not, safe or not 4. Roadway volume information is critical 5. Inventory what exists- lanes, sharrows to inform the user and give them choice 6. Crossings are important and should be addressed with information on traffic signals 7. Think about using the web, it gives more options to the user 8. Make smaller print runs to support the web and also keep the paper more current 9. The 2010 map is an inventory. Please think of the end user who wants to know, how do I get there? 10. Cyclists are very diverse, one size does not fit all 11. There are ways to get around, explore showing the complete routes maybe downtown to USF 12. Keep the paper map conservative and provide information 13. Show where you can cross rivers and roadways 14. Inventory heavy travel roads 15. Can we come to consensus on where we roads to stay away from? 16. Crossings that are scary, that would be cool 17. Memorial-red line it, stay away 18. Work towards an interactive map.
The committee will further work on the update of the Suitability Map.
Recommended Group Work on updating the Bicycle Suitability Map. Action:
Prepared By: Michele Ogilvie, MPO Staff Attachments: Bicycle map will be provided at the meeting
Why don’t Americans walk more? The crisis of pedestrianism. - Slate Magazine
A few years ago, at a highway safety conference in Savannah, Ga., I drifted into a conference room where a sign told me a “Pedestrian Safety” panel was being held.
The speaker was Michael Ronkin, a French-born, Swiss-raised, Oregon-based transportation planner whose firm, as his website notes, “specializes in creating walkable and bikeable streets.” Ronkin began with a simple observation that has stayed with me since. Taking stock of the event—one of the few focused on walking, which gets scant attention at traffic safety conferences—he wondered about that inescapable word: pedestrian. If we were to find ourselves out hiking on a forest trail and spied someone approaching at a distance, he wanted to know, would we think to ourselves, “Here comes a pedestrian”?
Of course we wouldn’t. That approaching figure would simply be a person. Pedestrian is a word born from opposition to other modes of travel; the Latin pedester, on foot, gained currency by its semantic tension with equester, on horse. But there is an implied—indeed, synonymous—pejorative. This dates from Ancient Greece. As the Oxford English Dictionary notes, the Greek πεζός meant “prosaic, plain, commonplace, uninspired (sometimes contrasted with the winged flight of Pegasus).” Or, in the Latin, pedester could refer to foot soldiers (e.g, peons), “rather than cavalry.”
Advertisement
In other words, not to be on a horse, flying or otherwise, was to be utterly unremarkable and mundane. To this day, Ronkin was intimating, the word pedestrian bears not only that slightly alien whiff, but the scars of condescension. This became clear as we walked later that evening through the historic center of Savannah. As we moved through the squares, our rambling trajectory matched by our expansive conversation, we were simply people doing that most human of things, walking. But every once in a while, we would encounter a busy thoroughfare, and we became pedestrians. We lurked under ridiculously large retroreflective signs, built not at our scale, but to be seen by those moving at a distance and at speed.
file:///L|/TRAN_MPO/GROUPS/BPAC/2012/06 JUNE/Why don’t Americans walk more The crisis of pedestrianism. - Slate Magazine.htm[6/6/2012 2:06:09 PM] Why don’t Americans walk more? The crisis of pedestrianism. - Slate Magazine
Other signs reinforced the message, starkly announcing: “Stop for Pedestrians.” I thought, “Wait, who’s a pedestrian? Is that me?”
Simply by going out for a Pedestrian in Nashville, Tenn. in 2010 walk, I had become a strange being, studied by Photograph by Peter van Agtmael/Magnum Photos. engineers, inhabiting environments whose physical features are determined by a rulebook-enshrined average 3 foot-per-second walking speed, my rights codified by signs. (Why not just write: “Stop for People”?) On those same signs in Savannah were often attached additional signs, advising drivers not to give to panhandlers (and to call 911 if physically intimidated), subtly equating walking with being exposed to an urban menace—or perhaps being the menace. Having taken all this information in, we would gingerly step into the marked crosswalk, that declaration of rights in paint, and try to gauge whether approaching vehicles would yield. They typically did not. Even in one of America’s most “pedestrian-friendly” cities—a seemingly innocent phrase that itself suddenly seemed strange to me—one was always in danger of being relegated to a footnote.
Which is what walking in America has become: An act dwelling in the margins, an almost hidden narrative running beneath the main vehicular text. Indeed, the semantics of the term pedestrian would be a mere curiosity, but for one fact: America is a country that has forgotten how to walk. Witness, for example, the existence of “Everybody Walk!,” the “Campaign to Get America Walking” (one of a number of such initiatives). While its aims are entirely legitimate, its motives no doubt earnest, the idea that that we, this species that first hoisted itself into the world of bipedalism nearly 4 million years ago—for reasons that are still debated—should now need “walking tips,” have to make “walking plans” or use a “mobile app” to “discover” walking trails near us or build our “walking histories,” strikes me as a world-historical tragedy.
For walking is the ultimate “mobile app.” Here are just some of the benefits, physical, cognitive and otherwise, that it bestows: Walking six miles a week was associated with a lower risk of Alzheimer’s (and I’m not just talking about walking in the “Walk to End Alzheimers”); walking can help improve your child’s academic performance; make you smarter; reduce depression; lower blood pressure; even raise one’s self- esteem.” And, most important, though perhaps least appreciated in the modern age, walking is the only travel mode that gets you from Point A to Point B on your own steam, with no additional equipment or fuel required, from the wobbly threshold of toddlerhood to the wobbly cusp of senility.
Despite these upsides, in an America enraptured by the cultural prosthesis that is the automobile, walking has become a lost mode, perceived as not a legitimate way to travel but a necessary adjunct to one’s car journey, a hobby, or something that people without cars—those pitiable “vulnerable road users,” as they are called with charitable condescension—do. To decry these facts—to examine, as I will in this series, how Americans might start walking more again— may seem like a hopelessly retrograde, romantic exercise: nostalgia for Thoreau’s woodland ambles. But the need is urgent. The decline of walking has become a full- blown public health nightmare.
***
The United States walks the least of any industrialized nation. Studies employing pedometers have found that where the average Australian takes 9,695 steps per day (just a few shy of the supposedly ideal “10,000 steps” plateau, itself the product, ironically, of a Japanese pedometer company’s campaign in the 1960s), the average Japanese 7,168, and the average Swiss 9,650, the average American manages only 5,117 steps. Where a child in Britain, according to one study, takes 12,000 to 16,000 steps per day, a similar U.S. study found a range between 11,000 and 13,000.
Why do we walk so comparatively little? The first answer is one that applies virtually everywhere in the modern world: As with many forms of physical activity, walking has been engineered out of existence. With an eye toward the proverbial grandfather who regales us with tales of walking five miles to school in the snow, this makes instinctive sense. But how do we know how much people used to walk? There were no 18th-century pedometer studies.
file:///L|/TRAN_MPO/GROUPS/BPAC/2012/06 JUNE/Why don’t Americans walk more The crisis of pedestrianism. - Slate Magazine.htm[6/6/2012 2:06:09 PM] Why don’t Americans walk more? The crisis of pedestrianism. - Slate Magazine
There are, however, proxies. One could, for example, study a group “whose lifestyle has not changed markedly in the last 150 years,” which is precisely what David Bassett and colleagues did, in a study published in Medicine & Science in Sports and Exercise. Equipping a Canadian group of Old Order Amish— who work in labor-intensive farming—with pedometers, the researchers found walking levels on the order of 18,000 steps per day (not to mention comparatively low obesity rates). And a study by Gary Egger, et al., in The Medical Journal of Australia compared the walking habits people who worked as actors portraying Australian settlers at a historical theme park near Sydney to those of a group of office workers. The re- enactors were 1.6 to 2.3 times more active than the cubicle dwellers. To your pitchforks!
Carlin Robinson, 12, walks from her grandmother's car to the school bus If walking is a casualty of in Manchester, Ky. Her house can be seen in the background. A study modern life the world over— published in 2010, investigating high obesity rates in the town found that the historian Joe Moran residents used cars to minimize walking distance, to the detriment of their estimates, for instance, that health. in the last quarter century in the U.K., the amount of Photograph by Linda Davidson / The Washington Post via Getty Images. walking has declined by 25 percent—why then do Americans walk even less than people in other countries? Here we need to look not at pedometers, but at the odometer: We drive more than anyone else in the world. (Hence a joke: In America a pedestrian is someone who has just parked their car.) Statistics on walking are more elusive than those on driving, but from the latter one might infer the former: The National Household Travel Survey shows that the number of vehicle trips a person took and the miles they traveled per day rose from 2.32 trips and 20.64 miles in 1969 to 3.35 and 32.73 in 2001. More time spent driving means less time spent on other activities, including walking. And part of the reason we are driving more is that we are living farther from the places we need to go; to take just one measure, in1969, roughly half of all children lived a mile or more from their school; by 2001 three out of four did. During that same period, unsurprisingly, the rates of children walking to school dropped from roughly half to approximately 13 percent.
And since our uncommon commitment to the car is at least in part to blame for the new American inability to put one foot in front of the other, the transportation engineering profession’s historical disdain for the pedestrian is all that much more pernicious. In modern traffic engineering the word has become institutionalized, by engineers who shorten pedestrian to the somehow even more condescending “peds”; who for years have peppered their literature with phrases like “pedestrian impedance” (meaning people getting in the way of vehicle flow). In early versions of traffic modeling software, pedestrians were not included as a default, and even today, as one report notes, modeling software tends to treat them not as actual actors, but as a mere “statistical distribution”, or as implicit “vehicular delay.” At traffic conferences like the one in Savannah, meanwhile, people doing “ped projects” tend to be a small and insular, if well meaning, clique.
Another problem: Almost everyone walks. In this ubiquity, paradoxically, lies a weakness: The very act is so common that we tend to forget about it, to remember that it is something that needs to be nurtured, protected, encouraged. Save for charity drives and recreational enthusiasts, there are few organized groups of self-identified walkers. Craig Tackaberry, the associate director of public works in Marin County told me that when the county received a federal grant specifically designed to boost the number of people walking and cycling, they sought to partner with local advocacy groups. “It was difficult to find any pedestrian advocacy groups,” he says. Cyclists have elaborate equipment, they have passion, they have group rides and races—and they have political organizations. As Scott Bricker, director of the nonprofit organization America Walks told me, without a trace of irony in his voice, “Walking’s not something that people rally around — it’s very pedestrian.”
Perhaps as a result, walking is a pastime that’s not well studied. Walking in America is a bit like sex: Everybody’s doing it, but nobody knows how much. Bricker, of America Walks, adds that the “collection of information around walking is quite poor and inconsistent.” There are the problems of self-reporting—who
file:///L|/TRAN_MPO/GROUPS/BPAC/2012/06 JUNE/Why don’t Americans walk more The crisis of pedestrianism. - Slate Magazine.htm[6/6/2012 2:06:09 PM] Why don’t Americans walk more? The crisis of pedestrianism. - Slate Magazine
can really remember, sans pedometer, how much one has walked, and who wants to admit on a survey that they never walk? There’s also little agreement, he says, on what, statistically, constitutes a walking trip. “Is walking down the hall to the bathroom a walking trip? Do you have to leave the house? Is walking to the park with your dog a walking trip? Is walking to and from the bus a walking trip? None of those things are counted.” The most accurate source of information we have comes from the U.S. Census, in the so-called “Journey to Work” questions. But these only inquire about commuting trips. What’s more, as researchers have noted, because the Census emphasizes the mode of transportation taken most often, and for the longest part of the total journey, any number of walking trips may be obscured. People who take train transit, for example, have been shown in pedometer studies to walk much more than those who drive.
This focus on work trips rather misses the point in a country where very few people could walk to work, even if they wanted. Commuting (by any method) accounts for less than 15 percent of all trips. What’s more at stake is so-called “discretionary travel,” the trips to the grocery store, to soccer practice, to the bank, and these are where we logged our greatest increases in driving. “It’s not just about how many people walk to work,” says Bricker. “It’s how many are willing to walk out the front door for any reason.” Where walking has been lost is in these short trips of a mile or less—28 percent of all trips in America—the majority of which are now taken in a car. “Let’s take that stroll,” says Bricker. “It’s missing from the cultural mindset.”
***
In her book Wanderlust: A History of Walking, Rebecca Solnit writes, “walking still covers the ground between cars and buildings and the short distances within the latter, but walking as a cultural activity, as a pleasure, as travel, as a way of getting around, is fading, and with it goes an ancient and profound relationship between body, world, and imagination.” There is at once a loss, and a hunger. Look on online travelers forums and you’ll see one of the most common threads is people on the verge of visiting Europe (or New York City), embarking on a panicked quest for “walking shoes”—as if they were taking up some exotic new sport, procuring strange equipment. For these people, one must assume, walking is as foreign as the place they are visiting. (N.B.: I have lived in New York City, the most-walked city in the U.S., for more than two decades and have never owned a pair of Merrells.)
Blaine walking club, 1910
Photograph courtesy Bain News Service/Library of Congress.
Walking has become a boutique pastime: There is frantic weekend power-walking (making up for the week’s lack of locomotion); there is the ostentatiously lo-fi commute (observes Geoff Manaugh: “people now think the very act of walking around makes them a kind of psychogeographic avant-garde”); there is walking-centric conceptual art; and there are stylized, idealized, walkable “lifestyle centers” which themselves must be driven to (if you’re lucky, you’ll find one with an indoor “panoramic walking track”), where walking itself is as vaguely antique as the iron lamp-posts and cobble-stones. The writer Will Self, a dedicated walker, well captured the sense that the pedestrian life is one so removed from daily consciousness that to participate in it implies some higher purpose. “Whenever I tell people I’m going to walk somewhere utilitarian—like an airport; or even a long distance walk that seems quite prosaic to me, they always ask: ‘Is it for charity?’ ”
This question—what is walking for—is one of the many I will be exploring this week. There is a dual pedagogical imperative here: I aim to explore not only how people on foot behave as a class, but also how America lost its knack for walking, only now taking some stumbling steps in the right direction. The newspapers have been filled of late, from coast to coast, from suburban Arizona to the Midwest to rural Mississippi, with a strikingly uniform narrative, couched in words like “sustainability” and “accessibility” but revolving around a simple appeal: Residents asking that their towns be made more walkable. The almost Onion-worthy headline of one story, “Columbus residents see potential benefits of sidewalks,” with that poisonous modifier “potential,” hints at how far off the trail of common sense America has wandered in its headlong pursuit of the automotive life.
file:///L|/TRAN_MPO/GROUPS/BPAC/2012/06 JUNE/Why don’t Americans walk more The crisis of pedestrianism. - Slate Magazine.htm[6/6/2012 2:06:09 PM] Why don’t Americans walk more? The crisis of pedestrianism. - Slate Magazine
Along the way, I will walk the streets of New York City with pedestrian experts, explore the curious patterns of mass pedestrian behavior, travel to the Seattle offices of “Walk Score,” a Web startup that is quantifying “walkability,” and then look at what happened to walking in America—and how we can put our right foot forward.
More from this series: What scientists learn when they study pedestrians; how Walk Score has put a number on walkability; how America can get people walking again.
Tweet
MYSLATE Save this story. Follow all Walking articles. Follow the Life section. Follow stories by Tom Vanderbilt.
MySlate is a new tool that you track your favorite parts Slate. You can follow authors and sections, track comment threads you're interested in, and more.
Tom Vanderbilt is author of Traffic: Why We Drive the Way We Do, now available in paperback. He is contributing editor to Artforum, Print, and I.D.; contributing writer to Design Observer; and has written for many publications, including Wired, the Wilson Quarterly, the New York Times Magazine, and the London Review of Books. He blogs at howwedrive.com and lives in Brooklyn, N.Y. You can follow him on Twitter at www.twitter.com/tomvanderbilt.
Click here to load comments.
file:///L|/TRAN_MPO/GROUPS/BPAC/2012/06 JUNE/Why don’t Americans walk more The crisis of pedestrianism. - Slate Magazine.htm[6/6/2012 2:06:09 PM]