CITY OF CLEARWATER BIKEWAY PLAN
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CITY OF CLEARWATER
BIKEWAY PLAN
A STRATEGIC PIAN. . .READy FOR ACTION
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T able Or Contents
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Page
Section
Executive S ummal)" .. .................. .... ................. ...... ........ ............ ....... ....... 2
I. In trod u ction ...... ..................... ......................... ... ..................... ........ .... ... 4
II. Glossary of Bikeway Terminology ........................................................... 4
ill. Scope............... ...................... ....... ... .................. ... ............... ........ .......... .... 5
IV. The Bikeway Coordinator ....................................................................... 6
V. Safety and Education ............................................................................... 6
'VI. Legalities ..................................................... ....... ....................... ........... .... 7
'VU. Enr orcemen t ..... ......... ... ............... ... .................. ........ .......... ........... ........... 8
'VllI:. Pu blicity ....... ....... .......... ..... .............. .......................... ............ ........ .......... 9
IX. On-Road Bikeways - Bike Lanes............................................................. 9
X. OfT-Road Bikeways - Bike Paths ............................................................. 11
XI. Existing Clearwater Bike Paths and Trails ............................................. 12
XII. Proposed Clearwater Area Bikeway Projects ......................................... 13
. Project Locator Map .......................................................................... 14
Xill. Conclusion .................. ... .... ......... ......... ............................ ........... ..... ......... 15
ATTACHMENTS
A. Proposed Clearwater Area Bikeway Projects: General Descriptions
B. 1996 Florida Statutes (Abridged)
C. City of Tampa Skating Rules Summary
D. Selected References
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Clearwater Bikeway Plan
EXECUTIVE SUMMARY
The overwhelming success of the Pinellas Trail has now focused the attention of
thousands of trail users on the City of Clearwater. The Clearwater segment of the
Pinellas Trail is scheduled for completion by Pinellas County in December 1997 and
upon completion will bring thousands of skaters, joggers, and bicyclists. When they
arrive in Clearwater, where will they go? What will they do? If we as a City do
nothing, most of them will pass right on through.
In the short range, it is the intent of this Bikeway Plan to anticipate, to attract, to
encourage, and to welcome each and every trail user by providing a safe,
convenient, and enjoyable visit to the City of Clearwater. The long range goal is to
envision and realize a network of both recreational and transportation bikeways
interconnecting many points of interest including recreational sites, shopping
centers, schools, and major employers.
The plan addresses the following major topics:
. Terminology and Laws Specific to Bikeways
. The Need for a Bikeway Coordinator
. Safety through Engineering, Education & Enforcement
. The Assets and Liabilities of Bikeways
. Marketing the System - Maps & Media
. Incentives for Commercial Sector Cooperation & Participation
. Existing Bikeways, Trails, and Paths
. Proposed Bikeways, Trails, and Paths
. References and Statistics
Recent surveys have verified that walking, jogging, running, in-line roller skating,
and bicycling are among the top choices of Clearwater residents for leisure time
activities. They are popular because they are affordable, convenient, healthy, fun,
and family oriented. It is up to the City to support and encourage these activities
through proper planning, design, construction, and maintenance to help make our
bikeways as clean, safe and enjoyable as possible.
One of the highest priority bikeways must be the connection between the Pinellas
Trail in downtown Clearwater, and Clearwater Beach. Funds should be redirected
and the bikeway designed and built with a completion date to coincide with the
opening of the Pinellas Trail through downtown Clearwater.
At this time, the Pinellas County Metropolitan Planning Organization's long range
plan includes approximately 30 miles of bikeways within the city limits of
Clearwater. Combined with the city's existing 10 miles of trails, and plans for an
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additional 9 miles, this yields a total of approximately 49 miles of bikeways and
recreational trails within the city limits of Clearwater. The economic impact on our
community will be significant. New businesses and additional tourism can and will
be attracted to the city.
Nationally, the number of special events for runners, in-line roller skaters, and
bicyclists is increasing steadily. Clearwater currently places a strong emphasis on,
and enjoys significant benefit from, its special events. In-line roller skating and
bicycling offer two additional areas of interest not currently addressed.
A comprehensive planning effort has now begun and must continue to ensure the
future benefits of bikeways in Clearwater for the clean, safe enjoyment of our
beautiful environment.
Respectfully submitted by the Bikeway Planning Committee:
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Jon A. Russell, Chair
Administrative Support Manager II
Parks and Recreation Department
f?~:< 1l=wl-
Senior Planner
Central Permitting Department
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Joseph T bleg:
Police Sergeant
Clearwater Police Department
Mi~~tM
Traffic Operations Engineer
Engineering Department
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I. INTRODUCTION
The overwhelming success of the Pin ell as Trail has now focused the attention
of thousands of trail users on the City of Clearwater (See Table 1). The
Clearwater segment of the Pinellas Trail is scheduled for completion in
December 1997, and upon completion will bring thousands of skaters,
joggers, and bicyclists. When they arrive in Clearwater, where will they go?
What will they do? If we as a City do nothing, most of them will pass right
on through.
In the short range, it is the intent of this Bikeway Plan to anticipate, to
attract, to encourage, and to welcome each and every trail user by providing
a safe, convenient, and enjoyable visit to the City of Clearwater. The long
range goal is to envision and realize a network of both recreational and
transportation bikeways interconnecting many points of interest including
recreational sites, shopping centers, schools, and major employers.
II. GLOSSARY OF BIKEWAY TERMINOLOGYl
BICYCLE - "A vehicle having two tandem wheels, either of which is more
than 16" in diameter or having three wheels in contact with the ground any
of which is more than 16" in diameter, propelled solely by human power,
upon which any person or persons may ride."
BICYCLE LANE (BIKE LANE) - "A portion of a roadway which has been
designated by striping, signing, and pavement markings for the preferential
or exclusive use of bicycles."
BICYCLE PATH! (BIKE PATH) - "A bikeway physically separated from
motorized vehicular traffic by an open space or barrier and either within the
highway right-of-way or within an independent right-of-way."
BICYCLE ROUTE (BIKE ROUTE) - "A segment of a system of bikeways
designated by the jurisdiction having authority with appropriate directional
and informational markers, with or without specific bicycle route number."
BIKEWAY - "Any road, path, or way which in some manner is specifically
designated as being open to bicycle travel, regardless of whether such
facilities are designated for the exclusive use of bicycles or are to be shared
with other transportation modes."
SHARED ROADWAY - Any roadway upon which a bicycle lane is not
designated and which may be legally used by bicycles regardless of whether
such facility is specifically designated as a bikeway.
I AASHTO Guide for the Develovment of Bicvcle Facilities, August 1991 (American Association of State Highway and
Transportation Officials)
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RECREATIONAL PATHS - Designed not specifically for transportation but
for the pleasure of riding on them.
TRANSPORTATIONAL BIKE PATHS - There are two general types of
location. The first is the shortcut that connects roads that otherwise have no
direct connection for cyclists. The other type of location is along some
topographical feature, such as a waterway, that has cut the street pattern so
that the path can be built with very little cross traffic.
III. SCOPE
GOAL B-1: Provide an interconnected and continuous system of
bikeways with access to every major destination.
The scope of the Clearwater Bikeway Plan is threefold. The first is to
identify the specific bikeway routes required to meet the recreational and
transportational needs of the bicycling, roller skating, jogging and walking
public within the city limits of Clearwater, and to encourage and facilitate
the safe use of these trails and paths. The second emphasis is to prioritize
the proposed trail routes for future implementation. Thirdly, this plan will
incorporate land acquisition needs (if any) and possible funding sources for
each listed project.
The primary consideration in identifying segments of the proposed bikeway
network is the extent to which each bikeway contributes to meeting the
stated objective of providing "safe and convenient" access for trail users to
targeted destinations. Each individual bikeway must have a specific purpose
for its existence. It must connect two points of interest to trail users, such as
connecting Trail! to Trail 2; or a large neighborhood to a shopping center or
school.
Since most school and retail destinations and many employment and
residential destinations are located on arterial and collector streets, that is
also where bikeways must be placed in order for them to provide convenient
access. Major streets also generally provide the safest routes for bicyclists
since they tend to minimize the number of street crossings at uncontrolled
intersections. To meet the needs of the skating, jogging, and walking public
along these same routes it will be necessary to provide wider-than-normal
sidewalks with proper signs and markings to help maximize user safety.
Bike lanes or bike paths should always be considered when any arterial or
collector street is reconstructed. The bikeway routes identified in this plan
as part of the designated bikeway network are those routes on which there is
a high density of traffic destinations, especially traffic destinations likely to
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attract bicyclists, and routes which provide continuity and access to these
high-density segments.
IV. BIKEWAY COORDINATOR
GOAL B-2: Establish the permanent title of Bikeway Coordinator for
the City of Clearwater.
Since Bikeway Planning is a continuing commitment to safe bicycling and
skating as viable means of transportation and recreation rather than a
specific one-time project, it will be necessary to designate and authorize one
specific individual to act on behalf of the City as the Bikeway Coordinator.
The Bikeway Coordinator should have a support committee consisting of
bicycle enthusiasts representing as a minimum the Police Department,
Traffic Engineering, and Parks and Recreation. Since Pinellas County
already has a Bicycle Advisory Committee consisting of citizens from
throughout the county, including Clearwater, it should not be necessary for
Clearwater to duplicate this effort. Although time-consuming, the task of
Bikeway Coordinator may be assigned as a collateral duty.
Some of the tasks assigned to the Bikeway Coordinator shall include:
1. Representing the City's bikeway interests before the Pinellas County
Metropolitan Planning Organization, its Bicycle Advisory Committee, and
other state and local groups representing similar interests.
2. Researching current bikeway policies and practices employed by other
municipalities at all levels.
3. Research and evaluate accident statistics.
4. Research and evaluate the economic impact to areas serviced by
bikeways.
5. Facilitate good communications between Clearwater and our municipal
neighbors, the Pinellas County school system, Clearwater civic
organizations, and private interests on all matters relating to bikeways
and bicycle safety and training.
6. Employ all forms of the media to inform the public of bikeway projects
and bicycle safety issues.
7. Develop, produce, and maintain maps of the bikeway system.
8. Research available grant and funding sources for bikeway development
and improvement projects.
v. SAFETY & EDUCATION
GOAL B-3: Promote Bicycle, Roller Skating, and Pedestrian Safety
The painting of lines, the installation of signs, and the establishment of
bikeway standards will not, in and of itself, reduce accidents. These actions
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may increase accidents by giving a false sense of security to bicyclists who do
not possess the necessary skill level or equipment knowledge to integrate
with the normal traffic flow, e.g. making safe left turns, and estimating time,
distance, and speed. In 1995, Florida led the nation with the highest number
of bicycle fatalities: 148. California was second with 136.2
Bicyclists must learn to think like motor vehicle drivers. Inexperienced
bicyclists usually cause their own car/bike collisions by disobeying existing
traffic laws. It may be necessary to develop a Bicycle Rider Education
program similar to the existing Driver Education program but targeted for all
ages of bicyclists. To meet this need, such a program could be offered
through schools and City recreation centers. This program could be made
mandatory for 'first offense' violators of the State Uniform Traffic Control
Code Bicycle Regulations (316.2065).
All bikeways should be designed and constructed to enhance bicycle safety.
Consideration must be given to proper lighting, on-street markings, signs,
and sensing devices capable of detecting bicycles at intersections.
VI. LEGALITIES
GOAL B-4: Legalize Roller Skating on Certain City Streets.
Tampa City Ordinance Section 25-172 C: "It is lawful to operate roller
skates or in-line skates only on streets, roads, or roadways where the speed
limit is thirty (30) miles per hour or less and on which there is no painted
centerline (solid or broken) or concrete median."
Bicyclists can lee:ally ride on the street, but when they do, they must
think and act like a motor vehicle operator. They must obey the motor
vehicle laws (State Uniform Traffic Control Law, 316.2065, Attachment B).
Bicyclists can lee:ally ride on the sidewalk, but when they do, they must
think and act like a pedestrian. The bicyclist must yield the right-of-way to
pedestrians, and give an audible signal before overtaking and passing a
pedestrian (see State Uniform Traffic Control Law, 316.2065, Attachment B).
Roller skaters may not e:o upon any roadway except for the purpose of
crossing said roadway at a crosswalk (State Uniform Traffic Control Law,
316.2065, Attachment B).
All city roadways are bikeways: As of this date, all roadways in
Clearwater are open to bicycling and are technically "bikeways". As
2 Traffic Safety Facts 1995. DOT, FHSA, National Center for Statistics & Analysis, Washington, D. C., 1996
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alternative bikeway routes are developed, restrictions to bicycling on certain
roadways may be considered.
VII. ENFORCEMENT
GOAL B-5: Improve the behavior of bicyclists, motor vehicle
operators, skaters, and pedestrians through police intervention.
Promote awareness and enforcement efforts that increase the safety of
bicyclists, skaters, and other users of the bikeway system. This can be
accomplished through training programs for law enforcement personnel in
regard to public education and enforcement of bicycle, skating, and
pedestrian laws.
Bicycle, skating and pedestrian accident statistics should be monitored and
analyzed in order to improve bicycle safety and enforcement. This may best
be accomplished at the County level and provided to all municipalities.
Strict enforcement of existing bicycle laws by local law enforcement agencies
can significantly improve the level of public awareness and safety. Special
attention should be given to violations such as wrong-way cycling, violations
of right-of-way, running stop lights and signs, riding without lights at night,
and children under age 16 not wearing approved helmets properly.
During the early stages of increased enforcement, courtesy fliers or brochures
summarizing the bicycle laws in plain language may be handed out either in
addition to, or in lieu of, actual citations at the discretion of the law
enforcement officer.
Implementation of a positive reinforcement program, such as a Gold Star
program, can be very beneficial. In this type of program, bicyclists or skaters
that are doing evervthing correctly are given a gold star bearing an official
City logo. This star is affixed to the helmet of the skater or bicyclist by the
police officer as a reward for 1.) wearing all the proper safety equipment, 2.)
having their equipment in proper working order, and 3.) obeying all of the
applicable laws.
Increased priority must be placed on bicycle traffic enforcement and
education. This will significantly impact the Clearwater Police
Department and will require additional funding and law
enforcement personnel.
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VIII. PUBLICITY
GOAL B-6: Inform all citizens.
The City of Clearwater must make a concerted effort to reach out to its
citizens, its visitors, and its potential visitors to keep them informed of
bikeway opportunities and bicycle safety issues. All forms of media should
be considered and employed to the greatest degree possible: the Internet,
television, radio, newspapers, and magazines, as well as inclusion in
established fliers, and brochures produced by others with a similar interest.
Special new events such as bicycle tours, rallies and races; as well as in-line
skating demonstrations and competitions, cannot only attract people to
Clearwater but help educate the public in general as to bicycle and skating
safety.
Maps showing existing and proposed bikeways should be produced, updated,
and distributed on a continuing basis.
Bicycle and skating law enforcement policies must be communicated to the
public.
IX. ON-ROAD BIKEWAYS - BIKE LANES
GOAL B-7: Improve the general riding environment for all users.
GOAL B-8: Improve bicycle related security.
DESIGN STANDARDS - The most comprehensive set of standards for the
design of bicycle lanes and bicycle paths is contained in the Guide for the
Develonment of Bicycle Facilities, published by the American Association of
State Highway and Transportation Officials (AASHTO). A more concise set
of bikeway standards, which are consistent with those in the AASHTO
document, can be found in Chapter 14 of Guidelines for Urban Major Street
Design, published by the Institute of Transportation Engineers.
BIKEWAY MAINTENANCE For the convenience and safety of all
bikeway users, the City must recognize the specific need to regularly inspect
and remove debris from all bikeways. Sticks, excessive loose gravel and
sand, broken glass, and oil spills can create serious safety hazards to the
bicyclist.
A 'hot line' telephone number should be established and published to receive
bikeway safety and maintenance complaints and concerns. This 'hot line'
may best be administered by Pinellas County since many trail users may not
know which jurisdiction is responsible. The County can relay the
information to the proper municipality.
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BICYCLE PARKING - It is important that bicyclists have secure places to
park their bicycles at or near each of their destinations. For those
destinations at which the bicycle will be parked a relatively short time, a
simple yet secure bike rack is sufficient. Most individuals who commute to
work via bicycle will wish to have increased security as well as protection
from the elements. Some will find a covered bike rack insufficiently
protective and will prefer to store their bikes either inside their places of
employment or in bicycle lockers installed in parking garages.
Public Parking - Wherever public parking is provided for automobiles, it
should also be provided for bicycles. This applies to public parking garages,
surface lots, and on-street parking serving retail and commercial
establishments. In many communities, secure bicycle parking is recognized
as one of the first and most important facility improvements necessary to
improve the viability of bicycle transportation. The implementation of bicycle
parking improvements is the joint responsiblity of government, schools, and
private enterprise.3
Since most commuting bicyclists will have well over $500 invested in their
bicycle (some cost in excess of $2,000), a fraction of the public bicycle parking
in facilities that serve commuters should consist of bicycle lockers which can
be rented on a monthly or quarterly basis.
Drinking fountains and trash containers should be considered for the safety
and convenience of bicyclists at all primary attractions, destinations, or rest
areas.
Private Parking - Many commercial establishments provide motor vehicle
parking facilities for the use of their employees and customers. These
facilities should also include secure bicycle parking. In parking lots, bicycle
lockers should be provided for commuters, along with enough bike rack
parking to accommodate at least one bicycle for every twenty automobile
parking spaces. Depending on the type of business, this ratio may be as
high as one in eight.4
For existing commercial parking lots, owners should be encouraged, as a
matter of civic responsibility, to convert some automobile parking to secure
bicycle parking. For new parking lots with a capacity of 50 or more
automobiles, the provision of bicycle parking facilities should be a
requirement.
EMPLOYER-PROVIDED FACILITIES - Employers can take a number of
steps, often at minimal expense, to encourage their employees to commute by
3 Bicvcle Facility Planning: A Resource for Local Governments, American Planning Association, 1995, Page 22
4 Bicvcle Facility Planning: A Resource for Local Governments, American Planning Association, 1995, Page 25
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bicycle, and there are several pragmatic reasons, apart from general civic-
mindedness, for them to do so. Bicycling contributes to physical fitness,
which reduces absenteeism and medical costs. Cyclists require much less
space to park their vehicles than do motorists, and less space devoted to
parking means less expense devoted to parking. Also, commuting by bicycle
on properly designed bikeways may be less stressful, and in some cases
faster, than commuting by car. Employer-provided bicycle facilities also
generate good public relations and represent a valuable fringe benefit for
many employees.
Shower Facilities - Showers are always a welcome facility for those who
commute longer distances by bike. For those employees who are expected to
dress rather formally at work they are a virtual necessity; but even
employees whose work attire is completely informal appreciate the
opportunity to take a morning shower after their morning exercise. Shower
facilities need not be elaborate in order to be useful, and simple facilities can
be provided at very little expense.
Incentives for Emoloyee Use of Alternative Transoortation - The free parking
provided by many employers represents a substantial subsidy to the
automobile use of their employees. Instead of automatically providing free
parking to all, employers should be encouraged to offer employees the choice
of a parking permit or a direct payment to subsidize their use of alternative
modes of transportation.
Another employer-provided incentive for the use of bicycles would be a policy
of reimbursing employees for business-related travel by bicycle. While there
are no fuel costs incurred by bicyclists, there is wear on the employee's
bicycle, just as there is on an employee's automobile.
X OFF-ROAD BIKEWAYS - BIKE PATHS
Off-road bikeways are called bicycle paths (bike paths). They must be
physically separated from motorized vehicular traffic by an obvious and
significant barrier. This barrier may be a fence, a safety rail, landscaping, or
enough open space to obviously separate path users from motorized traffic.
Bike paths should be considered as independent rights-of-way.
Benefits of off-road bikeways:
1. They permit two-way bicycle traffic on the same side of a roadway.
2. They are multi-modal in nature: They are the only public bikeways which
can be used by cyclists, roller skaters, and pedestrians.
3. They generally offer a more scenic and enjoyable route of travel.
4. They are safer.
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The rapid growth of in-line skating in our community combined with the
current state law forbidding skating in the roadway (except at pedestrian
crossings), and the benefits stated above, should provide clear and strong
motivation for off-road trail development in Clearwater.
Most property, regardless of zoning, can be considered and incorporated into
a bikeway plan. Easements across privately owned property may even be
granted for recreational trail development, e.g. Florida Power transmission
line right-of-way, and CSX right-of-way.
XI. EXISTING CLEARWATER BIKE PATHS AND TRAILS
. Bayshore Park 2 uuunnnn_nn_U_uu_nn_nnnnnnnn______u_u .2 mile
. Carpenter Field Complex * uuuuumuunn_nmn_mn_nn_____ .2 mile
. Cliff Stephens Park * _n_nnn_nUu_n_nnn_n_nnnnn_____n____ 1.3 mile
. Coachman Ridge Park * mn_n___u_muunmnnnn_um_nnnn .2 mile
. Cooper's Bayou Park * numunnnnnn__________________uuuunn .1 mile
. Countryside Community Park 2 uuuuuuuunmmmnmmnn .3 mile
. Crest Lake Park 2 uu_n_nnnnn_nn_nnn______n______________mn1.5 mile
. Del Oro Park * __uu_uuuu____uuu____unnnnnnnnnnn_nnn__ .5 mile
. East-West Bikeway (not in designated parks) * _mnnnmnn2.1 mile
. Forest Run Park 2uu__uu_u______nn_n_nnnnnnn_______________n .9 mile
. McMullen Park 2 __________________________n____n_________________________ .1 mile
. N. E. Coachman Park * uuu___nnn_nnnn_nnnnn_____________u .1 mile
. Norton-Wright Parks 2 _uu_uuunnmnnnn_nnn__m_____uU___ .3 mile
. Pinellas Trail 0 _uuuu_nnnnnnnn_mnnnnn_____m_____mU__ 2.3 mile
. Soule Road Park 2 uun_n__nnnnnnnnnnnn__nn_______umu__ .3 mile
TOTAL ________________________________________________n____n--------------10.4 miles
* Part of the Clearwater East-West Bikeway _uun__nmnn_nmnnn 4.5 miles
2 In-park trails, not yet networkeduun-nn-nm-mmmnn--n--m-m- 3.6 miles
o Pinellas Trail---------------------------------------------------uu_________u_____ 2.3 miles
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XII. PROPOSED CLEARWATER AREA BIKEWAY PROJECTS
(In order of recommended priority.)
1. Pinellas Trail. Clearwater Selmlent - An existing Pinellas County trail project (1.6 miles new, 2.3 miles
existing in Clearwater, 3.9 miles total).
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2. Pinellas Trail to Clearwater Beach, a.k.a. (Clearwater Beach Trail Spur) - A proposed City of
Clearwater trail project (1.2 miles new, 1.0 miles existing, 2.2 miles total).
3. Clearwater East-West Trail. East Selmlent - An existing City of Clearwater trail project leading from
Cooper's Bayou Park (Bayshore Drive) west to Belcher Road at the Long Center (1.0 miles new, 3.5
miles existing, 4.5 miles total).
4. Clearwater East-West Trail. West Sel!Dlent - A proposed City of Clearwater trail project leading from
Belcher Road at the Long Center westward along the CSX corridor to the Pinellas Trail at Jones Street.
(3.5 miles new).
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5. Sunset Point Road from North Keene Road west to the Pinellas Trail - Part of a proposed Pinellas
County road widening project, but could become a Clearwater trail project (1.8 miles new, 2.0 miles
existing, 3.8 miles total).
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6. Sunset Point Road from U. S. 19 east to McMullen-Booth Road - Part of an existing Pinellas County
road widening project (1.3 miles new).
7. Clearwater Pass Bridee south to the city limit on Sand Kev - An existing Pinellas County road
widening project (2.0 miles new).
8. A. Drew Street from U. S. 19 west to N. E. Coachman Road - An existing Pinellas County road
widening project (1.5 miles new).
B. Drew Street from N. E Coachman west to Hil!hland Ave. - A proposed State of Florida road
widening project (1.5 miles new).
C. Drew Street from Hiehland Avenue west to the Pinellas Trail - An existing State of Florida (FDOT)
resurfacing project (1.0 miles new).
9. Druid Road from U. S. 19 west to the Pinellas Trail - A proposed City of Clearwater road widening
project (4.0 miles new)
10. Keene Road from Gulf-to-Bav north to State Road 580 - An existing Pinellas County road widening
project (2.0 miles new in Clearwater).
11. Belleair Road from U. S. 19 west to the Pinellas Trail - A proposed Pinellas County Class I trail project
(1.5 miles new in Clearwater).
12. Belcher Road from Gulf-to-Bav north to N. E. Coachman Road - A proposed Pinellas County road
widening project (.5 miles new).
13. Sunset Point Road north to Enterprise Road - A jointly proposed City of Clearwater-Pinellas County
trail project generally following the Landmark Drive right-of-way. Exact route to be detennined. (.5 miles
new in Clearwater possibly connecting Lake Chautauqua Park, Soule Road Park, and two proposed county
schools to the trail network).
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Note: Totals from above list: 24.4 miles proposed plus 8.8 miles existing yields 33.2 miles of networked trails.
3.6 additional miles of trails currently exist within Clearwater parks, and an additional 5.0 miles of trails on
Florida Power rights-of-way are possible and under discussion by the Pinellas County Metropolitan Planning
Organization's Bicycle Advisory Committee.
01/23/97
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XIII. CONCLUSION
Goal B-9: To adopt this Bikeway Plan and include it as an optional
element in the City of Clearwater Comprehensive Plan.
Envisioning the future is important. It is a beginning, but it is only a
beginning. Inclusion of this Bikeway Plan within the Clearwater
Comprehensive Plan is a commitment to the future. It is a decision to act, to
pursue, and to fund.
A coordinated and dedicated team effort built upon the solid support of top
management will provide for a safe and successful bikeway system within
the City of Clearwater.
01/23/97
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ATTACHMENT A
PROPOSED CLEARWATER AREA BIKEWAY PROJECTS
GENERAL DESCRIPTIONS
1. PINELLAS TRAIL. CLEARWATER SEGMENT An existing Pinellas
County trail project (1.6 Miles, 2.3 miles existing, 3.9 miles total).
Purpose of this bikeway: To close the existing gap in the Pinellas Trail
located in downtown Clearwater. While this is a Pinellas County project, there
is a need for the City to become involved with the amenities along the trail,
especially in the downtown area.
Description of route: Starting from a point approximately 100 yards East of
Garden Avenue on the north side of Jones Street the trail will continue
generally southward through downtown Clearwater until it reconnects with the
existing trail at Belleview Road a few yards west of Ft. Harrison Avenue. This
is a total distance of approximately 8,300 feet (1.57 miles). (See map for exact
location of trail.)
Amenities required:
. Sufficient bicycle parking, both public and private, to allow visitors to
safely leave their bicycles and walk around downtown Clearwater.
. At least one drinking fountain along the trail.
. Picnic tables with shade and shelter to encourage rest stops.
. Public rest rooms, day use only.
. Landscaping to make the trail more scenic and user friendly.
. Signs directing trail users to government offices/agencies, businesses,
parks, Clearwater Beach, public rest rooms, and other destinations and
points of interest
Land acquisition required: A location such as the grassy area owned by the
St. Petersburg Times on the east side of East Avenue across from the Clearwater
Police Station would make an ideal location for the amenities listed above.
Perhaps a joint-use agreement can be worked out with the Times. Other
locations such as the Police facility on East Avenue between Grove and Laura
Streets, or the FOP building on the northwest corner of Court Street and East
Avenue offer additional possibilities for these amenities.
Status of Funding: All except the amenities are funded by the County
through existing Penny For Pinellas money. Funding for amenities should be a
joint effort between public and private agencies.
01/23/97
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ATTACHMENT A
2. PINELLAS TRAIL to CLEARWATER BEACH, a.k.a. "Clearwater Beach
Trail Spur" - A proposed City of Clearwater trail project (1.5 miles new, 1.0
miles existing, 2.5 miles total).
Purpose of this recreational path: To provide a relatively safe and
convenient path for trail users desiring to visit Clearwater Beach.
Description of route: The final route is not known at this time. It is
dependent upon the final route of the new Memorial Causeway bridge. A
temporary route should be provided and available coincident with the opening of
the Pinellas trail through downtown Clearwater. While any number of streets
and combinations of streets may be used to travel through downtown
Clearwater, the recommended temporary route is broken down into five (5)
segments and described as follows:
A. SEGMENT 'A' of the Clearwater Beach trail spur is from the Pinellas
Trail (East Avenue) westward along the north sidewalk of Turner
Street to Bay Avenue, northward along the east sidewalk of Bay
Avenue to Pierce Blvd., and then west and north along the west side of
Pierce Blvd. to the Memorial Causeway (See map, page A-7).
Construction/Modifications required:
1. Where the right-of-way permits, widen the sidewalk to 10 feet on
the north side of Turner Street, the east side of Bay Avenue, and
the west side of Pierce Blvd. (Asphalt is the surface preferred by
trail users).
2. Add safety railing between roadway and path from the top of the
hill at Bay Avenue to the bottom of the hill at the entrance to Pierce
100 Condominium. (Refer to Photos 1A and IE.)
Photo IA: Pierce Blvd, looking Northwest.
01123/97
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Photo IB: Honeymoon Island Trail
Spur
ATTACHMENT A
B. SEGMENT 'B' of the Clearwater Beach trail spur then crosses the
south side of the Memorial Causeway draw bridge and joins the
existing recreational path on the south side of the right-of-way.
Construction/Modifications required:
Add safety rails to the top of the curbing on the south side of the bridge
to physically separate trail users from roadway traffic. (See Photos 2A
& 2B)
Photo 2A - Memorial Causeway
Draw Bridge, looking west
Photo 2B - Dunedin Causeway '"Vest Bridge, looking
west
C. SEGMENT 'c' of the Clearwater Beach trail spur crosses the south side
of the Memorial Causeway to the east end of the west bridge (DOT
bridge) .
ConstructionlModifications required:
1. Repave the existing path and increase the width from ~10 feet to 15
feet.
2. Provide increased sign coverage to prevent non-emergency, motor
vehicle traffic from using the trail.
D. SEGMENT 'D' of the Clearwater Beach trail spur crosses the south side
of the west bridge onto Clearwater Beach.
Construction/Modifications required:
Add safety railings to the top of the curbing on the south side of the
bridge to physically separate trail users from roadway traffic. (See
Photos 2A & 2B)
01/22/97
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ATTACHMENT A
E. SEGMENT 'E' of the Clearwater Beach trail spur starts at the west end
of the west bridge and ends at Pier 60 Park. The path follows the
sidewalk on the south side of Causeway Blvd. in front of the Clearwater
Marina and crosses Coronado Blvd. at the pedestrian crosswalk to Pier 60
Park.
Construction/Modifications required:
Add a safety railing on top of the curb along the sidewalk from the
west bridge to the east entrance of the Marina parking lot, a distance
of approximately 85 yards (See Photos 3A, & 3B).
Photo 3A: Sidewalk in front of Clearwater
Marina, looking west.
Photo 3B: Honeymoon Island Trail Spur,
looking west.
Amenities required:
One additional drinking fountain towards the east end of Memorial
Causeway.
Land acquisition required:
None known
Status of Funding:
Not funded as of this date.
01/22/97
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ATTACHMENT A
DOWNTOWN ALTERNATIVES TO SEGMENT 'A'
While the recommended Segment 'A: is the least obstructed route currently
available between the Pinellas Trail and the Memorial Causeway, it is not the
only route. Any number of streets and combinations of streets may be used to
travel through downtown Clearwater. Four commonly used alternative routes,
Drew Street on the north, Cleveland Street and Pierce Street in the heart of the
city, and Court Street-Pierce Blvd. are described below.
1. Drew Street - The Northern Alternative: This route is currently used by
Trail visitors arriving from the north and wishing to go directly to either
Coachman Park or Clearwater Beach. This route may cease to exist as a
Clearwater Beach alternative upon completion of the new Memorial
Causeway bridge, but will continue to provide access to events and activities
on the Bayfront.
Signs on the Pinellas Trail should direct visitors to "Coachman Park" and the
public library as two primary destinations along this path.
2. Cleveland Street - The Business Alternative: This route offers the
shortest and most direct path to the Memorial Causeway. It is, however, the
most congested. Motor vehicle traffic is likely to be heavy at any given time,
and pedestrian traffic is heaviest on week days. Trail users wishing to shop,
browse, or eat may prefer this alternative. This path may also be eliminated
as a viable route to Clearwater Beach upon completion of the new bridge.
Signs on the Pinellas Trail should direct visitors to the "Business District"
and other specific commercial attractions as primary destinations along this
path.
3. Pierce Street: - While this route follows a relatively low volume street from
East Avenue west to Pierce Blvd., it is not a practical alternative for the
following reasons:
a. Trail users on either roller skates or bicycles traveling west from
Osceola Avenue must drop down the bluff, accelerating to speeds of 15
mph or faster, make a quick stop while heading west toward Pierce
Blvd., and then make a sharp 90 degree turn to the north to continue.
b. Insufficient right-of-way exists to make a 10 foot wide off-road bike
path between Ft. Harrison Avenue and Pierce Blvd.
4. Court Street & Pierce Blvd. - This route is considered as a alternative to
the selected route, but would require trail users to cross more and busier
traffic lanes.
01/23/97
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ATTACHMENT A
Segment 'A' Summary: Segment 'A' has been selected as the primary route for
the following reasons.
1. It is consistent with the route of the leading choices for the new Memorial
Causeway Bridge.
2. It offers the opportunity for an off-road recreational path along relatively low
volume streets.
3. Pedestrian traffic is consistently light except for Sunday morning church
services along Turner Street west of Ft. Harrison Avenue.
4. The slope of the bluff is more gradual thereby reducing uphill effort and
downhill speed.
5. Fewer construction conflicts with traffic flow and utilities.
6. Good sight distance throughout, with an excellent view of the bay front.
01/23/97
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ATTACHMENT A
3. CLEARWATER EAST-WEST TRAIL, EAST SEGMENT - An existing City of
Clearwater trail project leading from COOPER'S BAYOU PARK (Eayshore
Drive) west to BELCHER ROAD at the Long Center (1.0 miles new, 3.5 miles
existing, 4.5 miles total).
Puroose of this bikeway: To provide a 4.5 mile off-road bike path to connect
nine City of Clearwater parks into a linear park system for the enjoyment of
walkers, joggers, roller skaters and bicyclists. This trail may ultimately become
part of a cross-county trail connecting the east and west legs of the Pinellas
Trail (See Project 4).
Descriotion of route: Starting at the north end of Cooper's Bayou Park on the
east side of Bayshore Drive, this bikeway meanders in a westerly direction
through Del Oro Park, Eddie C. Moore Complex, the recently purchased 'Eddie
C. Moore West' property, Cliff Stephens Park, Carpenter Field Baseball
Complex, N. E. Coachman Park and Coachman Ridge Park before ending at the
Long Center.
Amenities reauired: Trail SIgnS and trail maps are the main items still
needed.
Land acauisition reauired: None.
Status of Fundine:: City of Clearwater Capital Improvement Project.
4. CLEARWATER EAST-WEST TRAIL, WEST SEGMENT - A proposed City of
Clearwater trail leading from Belcher Road at the Long Center westward along
the CSX corridor to the Pinellas Trail at Jones Street (3.5 miles new).
Puroose of this bikeway: To complete a mid-county, 100% off-road, multi-
modal bike path connection between the east and west legs of the Pinellas Trail.
Descriotion of route: A bike path following the CSX railroad corridor.
Amenities reauired: Benches, landscaping, and signs.
Land acauisition reauired: Not yet known.
Status of Fundine:: No funding as of this date.
5. SUNSET POINT ROAD from NORTH KEENE ROAD west to the
PINELLAS TRAIL - Part of a proposed Pin ell as County road widening
project, but could become a City of Clearwater trail project (1.8 miles new, 2.0
miles existing, 3.8 miles total).
Puroose of this bikeway: To complete a bikeway (bike lane) link across
Pinellas County connecting the east and west corridors of the Pinellas Trail.
01/23/97
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ATTACHMENT A
Descrintion of route: Marked bike lanes on Sunset Point Road.
Amenities required: None.
Land aCQuisition reQuired: None known at this time.
Status of Fundin2': Funded for design in the Pinellas County FY 1996/97 -
2000/2001 Capital Improvement Program. Project funding dependent upon
passage of Penny For Pinellas in March, 1997.
Snecial Consideration should be given to creating a temporary bike path on
the south side of Sunset Point Road from N. Keene Avenue westward to the
Pinellas Trail. The new wide sidewalk and the marked bike lane along Sunset
Point Road end at North Keene Road, and there is currently no safe way for
bicyclists, skaters, or pedestrians to proceed westward along Sunset Point Road
and connect with the Pinellas Trail.
6. SUNSET POINT ROAD from US 19 EAST to McMULLEN-BOOTH ROAD
Part of an existing Pinellas County road widening project (1.3 miles new).
Purnose of this bikeway: To provide a bikeway connecting the existing bike
lanes on Sunset Point Road at U. S. 19 eastward to McMullen Booth Road, the
proposed location for the east leg of the Pinellas Trail.
Descrintion of route: Marked bike lanes on Sunset Point Road.
Amenities reQuired: None.
Land aCQuisition reQuired: None.
Status of Fundin2': Using current Penny For Pinellas money, the project is
due to commence in January 1997.
7. CLEARWATER PASS BRIDGE south to the city limit on SAND KEY - An
existing Pin ell as County road widening project.
Purnose of this bikeway: The purpose of this bikeway is to connect
Clearwater Beach and Sand Key to the Pinellas County bikeway proposed for
Gulf Blvd.
Descrintion of route: Not known at this time but could either be a marked
bike lane on Gulf Blvd. or a separate bikeway on the Gulf Blvd. right-of-way
extending from the south side of the Clearwater Pass bridge southward along
Gulf Blvd. to the Clearwater city limits on Sand Key.
01/23/97
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ATTACHMENT A
Amenities reQuired: None known at this time.
Land aCQuisition reauired: None known at this time.
Status of Fundine:: Current Penny For Pinellas funding.
8. DREW STREET from US 19 west to the PINELLAS TRAIL (3 Segments)
Segment A - An existing Pinellas County road widening project from US 19
west to N. E. Coachman Road (1.5 miles new).
Segment B - A proposed State of Florida road widening project from N. E.
Coachman Road west to Highland Avenue (1.5 miles new).
Segment C - An existing State of Florida (FDOT) resurfacing project (1.0 miles
new).
Puroose of this bikeway: To provide bikeway access from many north central
Clearwater neighborhoods to St. Petersburg Junior College on the east, and the
Pinellas Trail on the west.
Descriotion of route: Bike lane on Drew Street.
Amenities reauired: None known.
Land aCQuisition reQuired: None.
Status of Fundine:: Existing Penny For Pinellas money.
9. DRUID ROAD from US 19 west to the PINELLAS TRAIL - A proposed City
of Clearwater road widening project (4.0 miles new).
Purpose of this bikeway: To provide access for neighborhoods in the south
Clearwater to shopping centers on the east and to the Pinellas Trail on the west.
Descriotion of route: Bike lane on Druid Road (or possibly a bike path).
Amenities reQuired: None known.
Land aCQuisition reQuired: None known.
Status of Fundine:: Future Penny For Pinellas money, or other sources yet to
be determined.
10.KEENE ROAD from GULF-TO-BAY north to STATE ROAD 580 - An
existing Pinellas County road widening project (2.0 miles new in Clearwater).
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ATTACHMENT A
Purpose of this bikeway: To provide a north-south route in central
Clearwater accessing various east west routes connecting to the Pinellas Trail
and the Clearwater East-West Trail.
Description of route: Bike lane on Keene Road.
Amenities reauired: None known.
Land acauisition reauired: None known.
Status of Fundin2': Current Penny For Pinellas funding.
11.BELLEAIR ROAD from US 19 west to the PINELLAS TRAIL - A proposed
Pinellas County trail project (1.5 miles in Clearwater).
Purpose of this bikeway: To provide an off-road, east-west trail in the south
Clearwater and north Largo area permitting those neighborhoods access to the
Pinellas Trail on the west.
Description of route: Off road bike path paralleling Belleair Road.
Amenities reauired: None known.
Land acauisition reauired: None known.
Status of Fundin2': Future Penny For Pinellas funding.
12.BELCHER ROAD from GULT-TO-BAY north to N. E. COACHMAN ROAD
- A proposed Pin ell as County road widening project (.5 miles new).
Purpose of this bikeway: To provide north-south access to shopping centers,
the US Post Office, and other (proposed) bikeways on both Drew Street and
Druid Road. This project could be expanded to include an off-road trail from N.
E. Coachman northward on the east side of Belcher Road to Sunset Road
thereby connecting to the Clearwater East-West trail at the Long Center and the
bikeway on Sunset Point Road
Description of route: Bike lane on Belcher Road.
Amenities reauired: None known.
Land acauisition required: None known at this time.
Status of Fundin2': Future Penny For Pinellas money or other sources to be
determined.
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ATTACHMENT A
l3.SUNSET POINT ROAD north to ENTERPRISE ROAD - A jointly proposed
City of Clearwater-Pinellas County trail project generally following the
Landmark Drive right-of-way. Exact route to be determined. (.5 miles new in
Clearwater).
Puroose of this bikeway: To connect Lake Chautauqua Park, Soule Road
Park, and two proposed county schools to the trail network.
Descriotion of route: An off-road bike path.
Amenities reauired: To be determined.
Land acauisition reauired: Not yet known.
Status of Fundine:: No funding at this time.
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ATTACHMENT B
1996 FLORIDA STATUTES (Abridged)
316.003 Definitions
The following words and phrases, when used in this chapter, shall have the
meanings respectively ascribed to them in this section, except where the context
otherwise requires:
(2) BICYCLE.
Every vehicle propelled solely by human power, and every motorized bicycle
propelled by a combination of human power and an electric helper motor rated
at not more than 200 watts and capable of propelling the vehicle at a speed of
not more than 10 miles per hour on level ground upon which any person may
ride, having two tandem wheels, and including any device generally recognized
as a bicycle though equipped with two front or two rear wheels. The term does
not include such a vehicle with a seat height of no more than 25 inches from the
ground when the seat is adjusted to its highest position or a scooter or similar
device.
(28) PEDESTRIAN. Any person afoot.
(75) VEHICLE. Every device, in, upon, or by which any person or property is or
may be transported or drawn upon a highway, excepting devices used
exclusively upon stationary rails or tracks.
316.8 Powers of local authorities
(Note: Bolded type may relate to the Clearwater Bikeway Plan.)
(1) The provisions of this chapter shall not be deemed to prevent local
authorities, with respect to streets and highways under their jurisdiction and
within the reasonable exercise of the police power, from:
a) Regulating or prohibiting stopping, standing, or parking.
b) Regulating traffic by means of police officers or official traffic control
devices.
c) Regulating or prohibiting processions or assemblages on the streets or
highways, including all state or federal highways lying within their
boundaries.
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d) Designating particular highways or roadways for use by traffic moving
in one direction.
e) Establishing speed limits for vehicles in public parks.
f) Designating any street as a through street or designating any
intersection as a stop or yield intersection.
g) Restricting the use of streets.
h) Regulating the operation of bicycles.
i) Regulating or prohibiting the turning of vehicles or specified types of
vehicles.
j) Altering or establishing speed limits within the prOVISIOns of this
chapter.
k) Requiring written accident reports.
1) Designating no-passing zones.
m) Prohibiting or regulating the use of controlled access roadways by any
class or kind of traffic.
n) Prohibiting or regulating the use of heavily traveled streets by
any class or kind of traffic found to be incompatible with the
normal and safe movement of traffic.
0) Designating hazardous railroad grade crossings in conformity to
criteria promulgated by the Department of Transportation.
p) Designating and regulating traffic on play streets.
q) Prohibiting pedestrians from crossing a roadway in a business district
or any designated highway except on a crosswalk.
r) Regulating pedestrian crossings at unmarked crosswalks.
s) Regulating persons upon skates, coasters, and other toy
vehicles.
t) Adopting and enforcing such temporary or experimental regulations as
may be necessary to cover emergencies or special conditions.
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u) Enacting ordinances or erecting signs in the rights-of-way to control,
regulate, or prohibit hitchhiking on streets or highways, including all
state or federal highways lying within their boundaries.
v) Regulating, restricting, or prohibiting traffic within the boundary of
any airport owned by the state, a county, a municipality, or a political
subdivision and enforcing violations under the provisions of this
chapter and chapter 318.
w) Regulating, restricting, or monitoring traffic by security devices or
personnel on public streets and highways, whether by public or private
parties and providing for the construction and maintenance of such
streets and highways.
316.2065 Bicycle relnllations
1) Every person propelling a vehicle by human power has all of the rights and
all of the duties applicable to the driver of any other vehicle under this
chapter, except as to special regulations in this chapter, and except as to
provisions of this chapter which by their nature can have no application.
2) A person operating a bicycle may not ride other than upon or astride a
permanent and regular seat attached thereto.
3)
a) A bicycle may not be used to carry more persons at one time than the
number for which it is designed or equipped, except that an adult rider
may carry a child securely attached to his or her person in a backpack or
sling.
b) Except as provided in paragraph (a), a bicycle rider must carry any
passenger who is a child under 4 years of age, or who weighs 40 pounds or
less, in a seat or carrier that is designed to carry a child of that age or size
and that secures and protects the child from the moving parts of the
bicycle.
c) A bicycle rider may not allow a passenger to remain in a child seat or
carner on a bicycle when the rider is not in immediate control of the
bicycle.
d) A bicycle rider or passenger who is under 16 years of age must wear a
bicycle helmet that is properly fitted and is fastened securely upon the
passenger's head by a strap, and that meets the standards of the
American National Standards Institute (ANSI Z 90.4 Bicycle Helmet
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Standards), the standards of the Snell Memorial Foundation (1984
Standard for Protective Headgear for Use in Bicycling), or any other
nationally recognized standards for bicycle helmets adopted by the
department. As used in this subsection, the term "passenger" includes a
child who is riding in a trailer or semi-trailer attached to a bicycle.
e) Law enforcement officers and school crossing guards may issue a bicycle
safety brochure and a verbal warning to a bicycle rider or passenger who
violates this subsection. Effective January 1, 1998, a bicycle rider or
passenger who violates this subsection may be issued a citation by alaw
enforcement officer and assessed a fine for a nonmoving traffic violation,
as provided in s. 318.18. The court shall dismiss the charge against a
bicycle rider or passenger for a first violation of paragraph (d) upon proof
of purchase of a bicycle helmet that complies with this subsection.
4) No person riding upon any bicycle, coaster, roller skates, sled, or toy vehicle
may attach the same or himself or herself to any vehicle upon a roadway.
This subsection does not prohibit attaching a bicycle trailer or bicycle semi-
trailer to a bicycle if that trailer or semi-trailer is commercially available and
has been designed for such attachment.
5)
a) Any person operating a bicycle upon a roadway at less than the normal
speed of traffic at the time and place and under the conditions then
existing shall ride as close as practicable to the right-hand curb or edge of
the roadway except under any of the following situations:
1. When overtaking and passing another bicycle or vehicle proceeding in
the same direction.
2. When preparing for a left turn at an intersection or into a private road
or driveway.
3. When reasonably necessary to avoid any condition, including, but not
limited to, a fixed or moving object, parked or moving vehicle, bicycle,
pedestrian, animal, surface hazard, or substandard-width lane, that
makes it unsafe to continue along the right-hand curb or edge. For the
purposes of this subsection, a "substandard-width lane" is a lane that
is too narrow for a bicycle and another vehicle to travel safely side by
side within the lane.
b) Any person operating a bicycle upon a one-way highway with two or more
marked traffic lanes may ride as near the left-hand curb or edge of such
roadway as practicable.
6) Persons riding bicycles upon a roadway may not ride more than two abreast
except on paths or parts of roadways set aside for the exclusive use of
bicycles. Persons riding two abreast may not impede traffic when traveling at
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less than the normal speed of traffic at the time and place and under these
conditions then existing and shall ride within a single lane.
7) Any person operating a bicycle shall keep at least one hand upon the
handlebars.
8) Every bicycle in use between sunset and sunrise shall be equipped with a
lamp on the front exhibiting a white light visible from a distance of at least
500 feet to the front and a lamp and reflector on the rear each exhibiting a
red light visible from a distance of 600 feet to the rear. A bicycle or its rider
may be equipped with lights or reflectors in addition to those required by this
section.
9) No parent of any minor child and no guardian of any minor ward may
authorize or knowingly permit any such minor child or ward to violate any of
the provisions of this section.
10)A person propelling a vehicle by human power upon and along a sidewalk, or
across a roadway upon and along a crosswalk, has all the rights and duties
applicable to a pedestrian under the same circumstances.
II)A person propelling a bicycle upon and along a sidewalk, or across a roadway
upon and along a crosswalk, shall yield the right-of-way to any pedestrian
and shall give an audible signal before overtaking and passing such
pedestrian.
12)No person upon roller skates, or riding in or by means of any coaster, toy
vehicle, or similar device, may go upon any roadway except while crossing a
street on a crosswalk; and, when so crossing, such person shall be granted all
rights and shall be subject to all of the duties applicable to pedestrians.
13)This section shall not apply upon any street while set aside as a play street
authorized herein or as designated by state, county, or municipal authority.
14)Every bicycle shall be equipped with a brake or brakes which will enable its
rider to stop the bicycle within 25 feet from a speed of 10 miles per hour on
dry, level, clean pavement.
15)A person engaged in the business of selling bicycles at retail shall not sell
any bicycle unless the bicycle has an identifying number permanently
stamped or cast on its frame.
(a) A person may not knowingly rent or lease any bicycle to be ridden by a
child who is under the age of 16 years unless: 1.) the child possesses a
bicycle helmet; or 2.) the lessor provides a bicycle helmet for the child
to wear.
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(b) A violation of this subsection is a nonmoving violation, punishable as
provided in s. 318.18.
16)The court may waive, reduce, or suspend payment of any fine imposed under
subsection (3) or subsection (16) and may impose any other conditions on the
waiver, reduction, or suspension. IT the court finds that a person does not
have sufficient funds to pay the fine, the court may require the performance
of a specified number of hours of community service or attendance at a safety
semmar.
17)Notwithstanding s. 318.21, all proceeds collected pursuant to s. 318.18 for
violations under paragraphs (3)(e) and (16)(b) shall be deposited into the
State Transportation Trust Fund.
18)The failure of a person to wear a bicycle helmet or the failure of a parent or
guardian to prevent a child from riding a bicycle without a bicycle helmet
may not be considered evidence of negligence or contributory negligence.
19)Effective January 1, 1998, law enforcement officers may issue traffic citations
for a violation of subsection (3) or subsection (16) only if the violation occurs
on a bicycle path or road, as defined in s. 334.03. However, they may not
issue citations to persons on private property, except any part thereof which
is open to the use of the public for purposes of vehicular traffic.
335.065 Bicvcle and Dedestrian ways alone: state roads and
transDortation facilities
1)
a) Bicycle and pedestrian ways shall be given full consideration in
the planning and development of transportation facilities,
including the incorporation of such ways into state, regional, and
local transportation plans and programs. Bicycle and pedestrian
ways shall be established in conjunction with the construction,
reconstruction, or other change of any state transportation
facility, and special emphasis shall be given to projects in or
within 1 mile of an urban area.
b) Notwithstanding the provisions of paragraph (a), bicycle and pedestrian
ways are not required to be established:
1) Where their establishment would be contrary to public safety;
2) When the cost would be excessively disproportionate to the need or
probable use; and
3) Where other available means or factors indicate an absence of need.
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2) The department shall establish construction standards and a
uniform. system of signing for bicycle and pedestrian ways.
3) The department, in cooperation with the Department of
Environmental Protection, shall establish a statewide integrated
system of bicycle and pedestrian ways in such a manner as to take
full advantage of any such ways which are maintained by any
governmental entity. For the purposes of this section, bicycle
facilities may be established as part of or separate from the actual
roadway and may utilize existing road rights-of-way or other rights-
of-way or easements acquired for public use.
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ATTACHMENT C
CITY OF TAMPA SKATING RULES SUMMARY
as of
October 12, 1995
The Tampa City Council has finalized the amendments to the July 20, 1995
Skate Ordinance allowing for skating on certain streets. This does not
represent the LETTER of the law, just a short synopsis to convey the
SPIRIT of the law.
Eauinment
A Task Force felt it was NOT the place of government to regulate personal
safety equipment, but the use of lights at night was addressed. As taken from
the State Statutes for Bicycling, a red light (rear) and a white (front) light
will be mandatory at night. These need to be seen at a distance of 500 ft.
Helmets and pads are strongly recommended, naturally!!
Rules of the Road
Again, these were fashioned around the Florida State Statutes for Bicycling
... they are neither more nor less restrictive than our 2-wheeled friends.
Skaters must stay to the right side of the traffic lane.
Skaters can skate 2 abreast when not in traffic... in the presence of cars,
they need to be in single file.
No hanging onto cars, trucks or other moving vehicles.
Skaters are still considered Pedestrians, not Moving Vehicles. As such,
skaters must yield to other pedestrians and motor vehicle traffic on streets
and sidewalks.
Learal Roadways
As passed in July, skating is decriminalized on 30 mph City streets in Tampa
(25-172 (c)). County and State streets are not included in this ordinance. Due
to the fact that there are 30 mph streets that may be unsuitable for skating,
the Task Force carefully reviewed ways to define and communicate which are
legal streets. Signs on every street corner would be too expensive.
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30 mph streets with narrow widths, higher volumes, or intense commercial
traffic are striped by the City. Solid and Broken center lines indicate
restrictions to drivers. To skaters, they indicate that the street is NOT a safe
or legal street to skate. Sidewalks in the Downtown and Ybor City areas have
certain restrictions, too.
More Streets to Skate??
City Council has now granted skaters more latitude to skate in the streets
than ever before. With this enhanced freedom comes enhanced responsibility.
The skating public now needs to show Council that they are a mature group
of people in order to earn the right to ask for more streets and broadened
responsibility in the future. To that end, skaters must encourage fellow
skaters to skate safely, and within the legal limits of this ordinance. Lead by
example! "Sell" the positive side of skating to the non-skating public...be
friendly and courteous.
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ATTACHMENT D
SELECTED REFERENCES
"A Bikeway Criteria Dilrest - The ABCD's of Bikeways" , US Department of
Transportation, Federal Highway Administration, 1977. '
"Bicycle and Pedestrian Pronam", City of Gainesville Traffic Engineering
Department, P. O. Box 490, M. S. 28, Gainesville, FL 32602, 4/94.
"Bicycle Facilities", Chapter II, Draft MACOG BicycleIPedestrian Plan, 6/9/95.
"Bicycle Facility Plannine:: A Resource for Local Governments", Pinsof &
Musser, American Planning Association, Report #459, 10/95.
"Defects of the Desim-Cyclist Approach as Adopted by AASHTO Guide for
the Development of Bicycle Facilities", John Forester, M. S., P. E., Cycling
Transportation Engineer, Sunnyvale, CA 94086-3041, April 12. 1995.
"Guide for Bicycle Routes", American Association of State Highway &
Transportation Officials (AASHTO), Washington, D. C., 1974.
"Pinellas County Bikeways Plan", Draft Edition, Prepared by the Pin ell as
County Metropolitan Planning Organization, 10/96.
"Plannine: Guide for the Development of Pedestrian & Bicycle Facilities",
Prepared by: JHK & Associates for the State of Wisconsin Governor's Office of
Highway Safety, Madison, Wisconsin, August, 1977.
"Safety & Locational Criteria for Bicycle Facilities User Manual. VOL I &
II", D. T. Smith, Office of Research & Development, Federal Highway
Administration, Washington, D. C., February, 1976.
"Sample City Codes and Ordinances For Bicycle Parkine: and Amenities",
Prepared by The Florida BicycleIPedestrian Commuter Center, College of Business,
Florida State University, Tallahassee, FL 32306-3037, March, 1995.
"The Use and Economic Impacts of Lone: Distance Trails", Roger L. Moore,
Ph.D., Parks, Recreation and Tourism Management, North Carolina State
University, Raleigh, NC, Draft: 8/31/96.
"Traffic Safety Facts 1995", U.S. Department of Transportation, National
Highway Traffic Safety Administration, National Center for Statistics & Analysis,
Washington, D.C. 20590, 1996.
"Transportation Improvement Proe:ram (TIP). Fiscal Years 1996/97 -
2000/01", MPO Pinellas County, April, 1996.
01123/97
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ATTACHMENT D
"Uniform Vehicle Code and Model Traffic Ordinance", National Committee
on Uniform Traffic Laws and Ordinances, Evanston, Illinois, 1987
"Year 2020 Lonl[ Ranl[e TransDortation Plan. Bicycle/Pedestrian Element",
Metropolitan Transportation Planning Organization (MTPO), North Central
Florida Regional Planning Council, 2009 Northwest 67th Place, Suite A, Gainesville,
FL 32653, Adopted December 14, 1995.
01/23/97
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