The URL can be used to link to this page

19-08RESOLUTION NO. 19-08 A RESOLUTION OF THE CITY OF CLEARWATER, FLORIDA APPROVING THE COMPLETE STREETS FOR CLEARWATER IMPLEMENTATION PLAN, AS ATTACHED IN EXHIBIT A, PROVIDING A FOUNDATION FOR A BALANCED TRANSPORTATION SYSTEM THAT PROVIDES PEOPLE OF ALL AGES AND ABILITIES WITH SAFE, EFFICIENT TRAVEL OPTIONS; PROVIDING GUIDING PRINCIPLES TO MEASURE SUCCESS; PROVIDING FLEXIBLE STREET DESIGN GUIDANCE BASED ON ROADWAY AND LAND USE CONTEXTS; PROVIDING ACTIONS TO IMPLEMENT THE PLAN; PROVIDING FOR AN EFFECTIVE DATE. WHEREAS, the City of Clearwater Comprehensive Plan's Future Land Use Element and Transportation Element recognize the importance of providing multimodal mobility options for people of all ages and abilities; and WHEREAS, through the implementation of the city's Shifting Gears Bicycle and Pedestrian Master Plan (2006), the city has made progress toward development of a pedestrian and bicycle network, including a trail network; and WHEREAS, Complete Streets are designed, operated, and maintained for all users, regardless of age or ability, and are essential in providing safe routes to schools for children; and WHEREAS, The Florida Department of Transportation (FDOT) adopted a Complete Streets policy in 2014 and published the Florida Design Manual in 2017 to support transportation planning that promotes safety, quality of life, and economic development in Florida; and WHEREAS, the Pinellas County Transportation Plan has established goals for the provision of a balanced and integrated multimodal transportation system for local and regional travel that enhances quality of life and promotes sustainability; and WHEREAS, the Clearwater Greenprint, a Framework for a Competitive, Vibrant, Green Future sets forth goals and strategies for the city, including implementing Complete Streets as one method to reduce transportation -related greenhouse gas emissions, reduce traffic congestion and promote a healthier lifestyle for Clearwater residents; and WHEREAS, the city recognizes the potential benefits to the local economy and positive transformations that may occur with investments made in implementing Complete Streets; and WHEREAS, on December 7, 2017, the City Council of the City of Clearwater authorized a work order with Kimley-Horn and Associates (hereinafter referred to as the "Consultant") to prepare an implementation plan for Complete Streets (hereinafter referred to as the "Plan"); and 1 Resolution No. 19-08 WHEREAS, Plan development included data collection, analysis, coordination with multiple jurisdictions and city departments, and public outreach through advisory committee meetings, community open houses, and an online survey; and WHEREAS, the city and the Consultant presented the draft Complete Streets for Clearwater Implementation Plan to the City Council at its April 1, 2019, Work Session and City Council provided direction that was incorporated into the final Pian (attached as Exhibit A); and WHEREAS, this Plan will serve as a long-term vision for how Clearwater's transportation system should be designed and function and contains Action Items for implementation related to Policy and Regulatory Improvements, Project Delivery and Process Improvements, Capital Improvement Projects, and Performance Measures; now, therefore; BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF CLEARWATER, FLORIDA: Section 1. The City Council approves the Complete Streets for Clearwater Implementation Plan, as attached in Exhibit "A", and directs the City Manager to implement the Action Items and provide updates to the City Council regarding implementation and effectuation. Section 2. This resolution shall take effect immediately upon adoption. PASSED AND ADOPTED this 3-(5" day of , 2019. Approved as to form: C4 ei riAACrC4S George N. Cretekos Mayor Attest: Michael P. Fuino -ol • Rosemarie Call Assistant City Attorney 2 City Clerk ,44„+� Resolution ,•. City of Clearwater June 2019 61-xx uogn!osaj 6102 "OZ aunt :panoaddy Dppo!J 'aap DMJoal3 Jo Apo :aol pandeid uaoH-Aa!W!)I :/q paiodaid Table of Contents Exec Seg Introduction • Why Complete Streets 9 • Guiding Principles 9 • Existing Conditions and Future Considerations 12 • What We Learned 16 Section 2 Flexible Street Design • Design Considerations 19 • Street Type 20 • Context Classification Systems 21 • Infrastructure and Plans 24 • Street Design 25 Section 3 Actions for Implementation 54 • Policy and Regulatory Improvements 58 • Project Delivery and Process Improvements 60 • Capital Improvement Projects 65 • Measuring and Evaluating Performance 68 Appendix 70 EXECUTIVE SUMMARY The City of Clearwater's vision to be a uniquely beautiful and vibrant community that is socially and economically diverse, invests for the future, and is a wonderful place to live, learn, work, visit, and play requires a well-balanced transportation system. This balance must meet the needs of all users with a variety of options to reach their destinations. Complete Streets support the development of a network of streets that are designed based on the street context and character of adjacent land uses to provide people of all ages and abilities with safe, comfortable travel. They also help create a network of connected streets and direct resources to improving crossing streets at intersections and other locations. Providing options allows for a more equitable transportation system, as not all residents own vehicles or are able or want to drive. Complete Streets address safety by providing effective, proven countermeasures to improve conditions at crash locations, for specific crash types, and where the public perceives a lack of safe travel options. Finally, numerous studies have shown that Complete Streets support economic strength and growth, a valuable outcome for a city with significant tourism and a large number of service employees. Understanding the importance of Complete Streets, the City started the process of developing a plan in late 2017. The Complete Streets for Clearwater Implementation Plan was created to establish a framework for the City and its departments to incorporate and construct Complete Streets designs as part of its infrastructure programming. The Plan is delivered in three main sections, plus an Appendix: • Section 1 - Introduction • Section 2 - Flexible Street Design Considerations • Section 3 - Actions for Implementation • Appendix IIntroduction 5 justifies the need for Complete Streets and the goals of the City and community. It explains why Complete Streets are necessary, the Guiding Principles, and existing conditions and future considerations within the City of Clearwater. The existing conditions data and statistics support the need for Complete Streets to address safety and to increase multimodal transportation options in the City. Between 2013 and 2017, there were over 17,000 traffic crashes in Clearwater, a number that included pedestrians, bicyclists, motorcyclists, and vehicles. These crashes resulted in 50 fatalities and 380 incapacitating injuries that significantly impacted the lives of many family and friends. There is also a clear demand for transportation options; currently, 11% of households in Clearwater do not own a vehicle and a person with a disability lives in 23% of the city's households. Also, even though the Pinellas Suncoast Transit Authority (PSTA) is one of the more underfunded transit systems for a large metro area, nearly 3% of people in Clearwater use transit for commuting. Complete Streets aim to increase options and safety for all modes of transportation through flexible street designs that provide safe, efficient travel for all modes and people. The Guiding Principles provide a framework of outcomes based on why Complete Streets are needed. These outcomes are in turn used to measure success and adjustments towards creating a complete multimodal transportation system. Community residents and stakeholders helped form the Guiding Principles and the Complete Streets Implementation Plan. They shared their knowledge and desires, indicating what existing conditions need to be improved and what types of facilities they would most like to see in the future. The top priorities identified by the public were shared -use paths/trails, sidewalks, intersections and other pedestrian crossings, and bicycle facilities. A common theme of Complete Streets and the Guiding Principles is that streets need to serve people first and foremost. provides a framework for changing how streets are designed - from primarily serving a single mode, automobile travel, into a modern street design process that considers how all people and modes use the transportation network. This section creates a flexible street design framework, including a toolkit of design details to be added to planning and engineering guidelines for City streets, that modifies the conventional decision-making process by focusing on three main characteristics — street type, existing infrastructure and plans, and most importantly surrounding land use context, all of which are integral in the development of Complete Streets. Street type is based on the function of the road within the larger transportation network and its role in terms of safety and modal options. The plan provides four categories of street types for the City of Clearwater—thoroughfare, community connector, local collector, and local street. This section also categorizes the City's various land use contexts: Suburban, Urban Residential, Urban General, Urban Edge, and Urban Core. In addition, two special districts with different characteristics were identified and made distinct: Special District - US 19 following the US 19 Redevelopment Plan and Special District - Industrial. Additionally, the Plan discusses the importance of understanding existing infrastructure and plans, including the amount of right-of-way available, characteristics of the street, or other corridor studies/plans for a particular street as part of the design process, since rarely are there no constraints in an infrastructure or street improvement project, and design adjustments may be required. 6 Complete Streets for Clearwater Implementation Plan Aft 111111711411111 A major component of this section is Street Design, which applies the previously discussed components to the City in the form of a map series showing the different context zones and street types and a series of context design matrices. The matrices address the different parts of a street, broken into the Pedestrian Realm, Curb and Gutter, and the Traveled Way. Planning level guidance regarding preferred sidewalk widths, bicycle recommendations, transit recommendations, desired operating speeds, and other street characteristics, such as street lane widths and crossings is calibrated to the land use context and street type. Information on different Complete Streets improvements follows the context design maps and matrices presenting a wide range of smaller improvements, including painted pavement, trees and landscaping, and crossing improvements. Additionally, Complete Streets case studies are included which demonstrate measured results from installations in several cities. Section 3 identifies actions that will ensure that Complete Streets principles are a foundational part of infrastructure projects in the City moving forward. The actions are broken into four main themes—policy and regulatory improvements, project delivery and process improvements, capital improvements projects, and measuring and evaluating performance. Twenty-five actions are recommended in the Plan, which are further grouped by timeframe (short-term, mid-term, long-term, and on-going). Additional details are provided on many of the key actions. Recognizing the importance of measuring and evaluating performance of projects, and local and regional programs over time, this section also establishes performance measures for each Guiding Principle identified in Section 1. The measures should be reviewed and refined over time and are to be used to understand the level of success of the Plan and the City's Complete Streets efforts. Lastly, the Appendix provides additional data and information from public and stakeholder outreach, as well as more design standards and plans, and information on existing conditions and future considerations. Implementation of the actions described in Section 3, as well as the utilization of the tools presented in Section 2 should start now. Successful attainment of the Guiding Principles needs to be measured not only on a Citywide level, but on a project by project basis, in order to make adjustments when needed and to apply lessons learned to future projects. Pre -project and post -project data gathering is strongly recommended. The Plan should be revisited continuously and updated within the next five years. In conclusion, a balanced transportation system is not just about providing people with a variety of safe travel options; it is about creating the healthful quality of life that makes people want to live, work, and be proud to be part of the City of Clearwater. When placemaking experts talk about public spaces where people want to gather and socialize, streets are the largest component of public space in most cities. By acknowledging the important role that Complete Streets can play in ensuring that city streets serve all people of all ages and abilities, the City of Clearwater welcomes all to our Bright and Beautiful, from Bay to Beach home. 7 pauaoai am la . . suoi}lpaapisuo3 aaninA pulp suoijipuoD 6ui4six3 . saidpuiad 6uipino . spawn a aidwoo ALIM . Why Complete Streets Complete Streets provide people of all ages and abilities with safe and comfortable travel options, regardless of their mode of travel, including walking, biking, riding public transit, moving freight, or using a car. The intent is to provide a network of streets and balanced transportation options that are safer and more efficient for everyone, while recognizing that not every street should serve every means of travel equally. While some roads will assign a higher priority for motorized vehicles and freight, others will emphasize less intense modes of travel by walking or bicycling. However, all roads need to provide safe accommodation for other modes. To achieve the goal of Complete Streets as a holistic transportation system, the system must allow all people to get to their destinations using a variety of mobility options, whether by necessity or by choice. That is why a Complete Street is a means to an end as part of a balanced street network that forms a Citywide mobility system to get people to their destinations, and not defined as a single road or corridor. How is this accomplished? Complete Streets combine an analysis of how surrounding land uses and the transportation network accommodate the way that residents, businesses, and transportation users interact with the street, and how they could be better served. provides guidance on this "flexible street design." Many, if not most, Complete Streets projects are add-ons to other projects. As noted above, Complete Streets support a vision of Citywide mobility. Small projects and continuous incremental modifications work to achieve this goal. This approach requires cooperation and coordination among the many City departments and other agencies involved in infrastructure improvements and maintenance. To this end, suggested departmental assignments are included as part of the Action Items listed in Section 3. Guiding Principles The City of Clearwater's vision is to be a uniquely beautiful and vibrant community that is socially and economically diverse, invests for the future, and is a wonderful place to live, learn, work, visit, and play. A well-balanced transportation system supports this vision. The following Guiding Principles support the planning process for a complete multimodal transportation system and provide outcomes by which to measure the system's success. A common theme of Complete Streets and the Guiding Principles is that streets serve people first and foremost. Section 3 provides the performance measures to evaluate levels of success in achieving the Guiding Principles. Section 1 I Introduction 9 Safe, Comfortable Travel Provide safe and comfortable options to reduce crashes and encourage non - automobile travel Allow all street users to be safe and feel safe Transportation Accessibility mei ilgtrVelop a transportation system that provides ease and efficiency for all modes of transportation 10 Complete Streets for Clearwater Implementation Plan Multimodal Mobility Build a transportation system that provides a variety of multimodal travel options Develop a regional transportation network that adapts to technological changes to achieve the City's mobility and economic goals Connected and Inviting Encourage walking, biking, and accessible transit use through a system of well-connected streets Protect neighborhood streets as inviting spaces to walk and bike as part of a connected network Economic Vitality and Placemaking Support local businesses by providing safe, convenient access for residents, employees, and customers who walk, bike, ride transit, or drive Incorporate signage and wayfinding to identify distinct and unique places within the City Community Health Promote active"'P"' transportation (walking, cycling, transit) to improve health and reduce chronic diseases Improve air and water quality by reducing the number of vehicles on the road Social Equity and Investment Plan streets as pathways for people of all ages, abilities, races, and incomes to socially interact and be able to travel using affordable modes of transportation Design streets to serve people with the greatest need, which improves mobility and access for all people Community Character and Context Sensitivity Environmental Protection and Sustainability Respect an enhance neighborhood identities, character, history, and cultural context Support different context and features like natural resources, public art, aesthetics, views, and gateways Protect the natural resources and environment with a balanced transportation plan Increase non - automobile forms of travel to reduce greenhouse gases and pollution Technology services a encourage alte modes of travel through technology Apply technological innovations to enhance options and equitable access to multimodal transportation I Introduction 11 Existing Conditions and Future Considerations Existing demographics, economy, travel behavior, and economic characteristics are important considerations when planning and designing Complete Streets. One goal of the Plan is to provide people with choices in how they travel, be it walking, biking, riding transit, driving a car, or a combination of these means. But the choices for many residents do not include a car. According to Jeff Speck in Walkable City Rules, "One third of Americans can't drive. As of 2015, more than 103 million of America's 321 million people did not posses a driver's license. Many more had licenses, but did not feel comfortable driving." •�• 115,276 2018 Population s 23.4% Households with Disability 968,109 2018 Population 24.3% Households with Disability 0 46.0 0 Median Age 3.2% Commute Public Transportation 12 Complete Streets for Clearwater Implementation Plan 48.9 Median Age 1.8% Commute Public Transportation • 411 19.9% / $146,686 Over 65+ Median 18.6% Home Under 18 Value 11.0% Households without Vehicles • 25.5% Over 65+ 17.8% Under 18 411) 8.0% Households without Vehicles 4.0% Commute Walking/ Biking $192,639 Median Home Value 2.7% Commute Walking/ Biking Source: 2018 Community Analyst by ESRI The first step of the planning process is to evaluate the existing transportation network and identify opportunities and challenges to crafting a well-connected, accessible, and safe multimodal transportation system. Every street has functions and surrounding land uses that shape the facilities suitable to create a complete corridor. Consider the following general influences when assessing what form of Complete Streets best serves the people who use the street: Citizens of Clearwater • Connect citizens to residences, employment, and commercial options • Provide safety and accessibility on all roadways • Serve disadvantaged populations who can't drive er: How can Complete Streets accommodate and best serve the g population and employment base in Clearwater? Regional Travel • Increase connectivity between origins and destinations in Pinellas and Hillsborough counties • Improve travel on state roads such as US 19, SR 60, and major corridors including Belcher Road ;cider: How can Complete Streets help residents and workers commute e safely and efficiently? Tourism • Improve access to Clearwater for visitors who arrive at regional and statewide airports • Increase tourism to strengthen the City's economy • Improve management of increased traffic on City corridors and provide options for tourists without access to vehicles to support the growth of tourism Consider: How can Complete Streets help Clearwater maintain and expand its renowned tourist economy? Typically 25-35% of land in U.S. cities is dedicated to roads Nearly 78,000 employees travel in and out of Clearwater each day* Projected 13,500 increase in population by 2045** Projected 7,000 increase in employment by 2045** *On the Map with US Census Bureau Data **Forward Pinellas Data I Introduction 13 Safety One of the main Guiding Principles is improving safety as people need to feel safe in every transportation option. Safety is measured by crash data as well as the perception of safety. The Tampa Bay area has made great strides in improving safety, but continues to be ranked in the top ten cities in the "Dangerous By Design" report produced by Smart Growth America. Over the five year period between 2013 and 2017, there were almost 17,000 crashes involving pedestrians, bicyclists, motorcyclists, and vehicles in the City of Clearwater. A large number of people were injured or killed in the City during that period. • 50 fatalities • 380 incapacitating injuries • 224 pedestrian crashes (23 fatalities, 47 serious injuries) • 226 bicycle crashes (4 fatalities, 34 serious injuries) • 16,407 vehicle crashes • 16,897 total crashes 2013-2017 Motorcyclist killed in crash that closed WB lanes on Courtney Campbell Causeway ui MIOT FI I un rw The Most Dangerous Ptacc to Bicycle in America Anneal_ (maty Gb, he, the P.Qt.esf taint dealt Table Mr Tee, Rn 14 Complete Streets for Clearwater Implementation Plan 12 j3 80 60 40 20 56 Incapacitating Injuries 2013- 2017 74 85 98 62 2013 2014 2015 2016 2017 Traffic Crash Hot Spots The following heat map indicates the distribution of crashes that involved pedestrians, bicyclists, motorcyclists, and vehicles in the City of Clearwater from 2013 to 2017. Red and dark green nodes indicate the highest crash areas. Note the highest crash locations are at major intersections where all modes meet. Complete Streets Implementation Plan <Uilrw., Heat Map (2013 - 2017) 1 ow Clashes LOW- IA& s r. 1. "35^? S 0 u e3 z 0 C, -.^. Vie% Rad I.1ru 11i5r !' as' Tanks 11151 C a, es City a/ Clcarwale. - 0 a Dunedin Safety Harbor m tr j • mow: w I5 Old Tampa Bay .l.& .111. •.,r,tuu. • Belleair Beach 0.5 Belleair y 1 Largo c!r rIlwKJc I Introduction 15 What We Learned The development of this Implementation Plan included several public outreach activities to obtain local and regional feedback on transportation objectives, priorities, challenges, and opportunities. Outreach included three meetings with the Complete Streets Advisory Committee and two public workshops with interactive activities to gather public input. An online survey gathered 190 comments from over 900 participants. These activities assisted the City in crafting its final recommendations. The key points below were developed from public participation at the outreach events. More information can be found in the Appendix. Stakeholder and Community Outreach • Advisory Committee #1 (May 1, 2018) • Advisory Committee #2 (July 10, 2018) • MetroQuest Survey (October - December 2018) • Community Workshop #1 (October 23 and 24, 2018) • Advisory Committee #3 (December 4, 2018) • Community Workshop #2 (February 12, 2019) • Improving safety and providing multimodal options are the top priorities • Top requested improvements O Shared Use Paths/Trails O Sidewalks O Intersection Improvements O Pedestrian Crossings O Bicycle Facilities (with separate facilities or barriers to vehicles) • Specific Problem Areas O Drew Street O Gulf to Bay Boulevard O Countryside Boulevard area O Cleveland Street 16 Complete Streets for Clearwater Implementation Plan Community Workshop #1 Advisory Committee Meeting #1 I Introduction 17 1 2. FLEXIBLE STREET DESIGN Since the mid -20th century, the decision-making process for street improvements has been focused on moving a given amount of automobile traffic based on the street's functionality. Street design was one goal fits all, focused almost exclusively on automobiles regardless of the urban or suburban land use context. Sidewalks and bicycle facilities were added if sufficient right-of-way was available. The flexible design, context -sensitive approach flips that conventional decision-making process and considers context first. As depicted in the graphic at the bottom of the page, a flexible decision-making process considers how all people and modes use the transportation network. Street characteristics and surrounding land uses must inform the design process This section provides flexible street design guidance for City staff and private developers in planning a transportation network that is in tune with the varying land use contexts within the City. This guidance is for planning purposes and not meant to meet engineering standards. Design Considerations Street characteristics and surrounding land uses must inform the design process, which considers those characteristics when planning for people's mobility needs. This guide provides different street designs based on street type and land use context classifications for the City of Clearwater, given the understanding that street design standards may be constrained. The space available may be insufficient for all desired modal improvements and compromises may be necessary to optimize the balance between modes. A community's context and land use impacts the design process as certain users and modes have priority or minimum required standards. Lastly, any existing or new policy changes by the City or other agencies may impact the operation of the street in terms of capacity and context. This document provides a street design baseline; additional considerations and constraints may require design adjustment. Street Type Infrastructure and Plans Street Design Section 2 I Flexible Street Design 19 STREET TYPE Street Type Street types breakdown the classification and characteristics of streets, where the designation of roadways is based on factors such as regional or local trips, trip types, right-of-way, design speeds, travel times, capacity, and inter -connected roadway access. The essence of street types is based on the function of the road within the larger transportation network and its role in terms of safety and multimodal options. For the City of Clearwater, street types are described within four categories: thoroughfare, community connector, local collector, and local streets. The table below offers descriptions and local examples of each category. Category Thoroughfare Community Connector Local Collector Local Street Street Type Categories Functional Classification (FDOT) Principal Arterials Minor Arterials Major and Minor Collectors Local Streets 20 Complete Streets for Clearwater Implementation Plan local Examples US 19, SR 580, Gulf to Bay Boulevard (SR 60) Alt. US 19, Keene Road, Drew Street, Belcher Road, Fort Harrison Avenue, Sunset Point Road Druid Road, Countryside Boulevard, Mandalay Avenue Osceola Avenue, Pierce Street, Saturn Avenue Characteristics Regional connectors, vehicle dominant, freight, high speeds, limited/managed access (US 19) Local and City connectors, medium speeds, freight, limited pedestrian and bicycle facilities, highly accessible for vehicles Local/neighborhood connectors, medium -low speeds, pedestrian and bicycle facilities, local and neighborhood access Neighborhood streets, local collector access, larger street access, low speeds, on -street parking and pedestrian and bicycle facilities (on/ off street) STREET TYPE STREET DESIGN CONTEXT INFRASTRUCTURE AND PLANS Context Classification Systems Lontext Classification FDOT created eight context classifications that indicate the wide variety of existing built environments. These context classifications are based on land use, development patterns, roadway connectivity, and future land use considerations. Identifying the context classification improves the functionality of a roadway. This approach standardizes the decision process by choosing from design elements that fit that context. Five of the eight FDOT classifications apply to the City of Clearwater due to the lack of rural contexts. The FDOT Context Classifications and context diagram are provided in the Appendix. The five FDOT classifications applicable to Clearwater are: • Suburban Residential (C -3R) • Suburban Commercial (C -3C) • Urban General (C-4) • Urban Core (C-6) • Urban Center (C-5) The City of Clearwater classifications expand the FDOT list as the City has unique land use patterns that require two additional context classifications: Urban Residential and Special Districts. The City classifications are: • Suburban (combining residential and commercial) • Urban Residential • Urban General • Urban Edge • Urban Core • Special District - Industrial • Special District - US 19 These classifications, described on the next page, allow for a more nuanced approach to development Complete Streets for Clearwater. As the City develops more detailed street plans, such as for Downtown, the context zones will guide the design of suitable facilities. Specific transportation and land use descriptions for all classifications within Clearwater are depicted in the matrices and maps provided in this section of the Plan. Section 2 I Flexible Street Design 21 CONTEXT INFRASTRUCTURE AND PLANS Land Use Context Type Description Building Placement and Parking Land Uses Urban Core Urban Edge Urban General Special District - US 19 Area with the highest density and an integrated mix of uses. Mainly multiple story and attached buildings with high pedestrian, transit, and bicycle activity. This includes the core of Downtown Clearwater. Short blocks and high street connectivity. Buffer between the urban general and urban core areas. High street connectivity. Multiple story and attached buildings with on -street parking. This context type has increased speed limits for some street, but is still a high transit, pedestrian, and bicycle area. Includes some downtown and beach areas. Mix of both commercial and residential areas. High density than an urban residential context area. Connected and small blocks, but larger block lengths than the downtown context types. Mainly residential but can include a mix of commercial and residential areas, mix of offices, multi -family, and single-family. Higher density than a suburban context type with smaller parcels and a traditional street grid for greater connectivity. Residential and non-residential areas with detached buildings. Roadway network lacks connectivity in certain areas, culs-de- sac, larger lots. Non-residential uses, includes industrial areas. Redevelopment area comprised of a mix of commercial, office and residential uses, primarily connected by major state roadways and frontage roads along US 19. Although block sizes are larger than typical urban contexts, development standards are in place to require connectivity, pedestrian ways, and other site and building designs to maximize mobility, access and safety. 22 Complete Streets for Clearwater Implementation Plan Building frontage is at street level and parking is on -street, in a garage, or in the rear of the building. Building frontage is at street level and parking is on -street or in the rear of the building. Larger building setbacks than the Urban Core and Urban Edge zones. Parking is usually in the rear or side of the building, but on -street is encouraged in denser residential areas. Larger building setbacks than the Urban General context type. Parking is usually on -street. Lower density than urban areas, with larger setbacks, building footprints, and block lengths. Parking is mainly surface parking lots in front of the building. Lowest intensity zone with larger setbacks, buildings footprints, and block lengths. Parking is off-street surface lots to accommodate freight traffic. The US 19 District identifies pedestrian - and transit -oriented frontages along major streets and frontage roads, and limits front setbacks, prohibits front parking, and requires buildings oriented to sidewalks in these areas. In other areas, front parking is permitted. Commercial, Restaurants, Retail, Office, Institutional/ Civic, Multi -Family Residential Commercial, Restaurants, Retail, Office, Institutional/ Civic, Multi -Family Residential Single -Family or Multi -Family Residential, Institutional/Civic, Neighborhood - Scale Retail, Office Single -Family or Multi -Family Residential, Institutional/Civic, Neighborhood - Scale Retail, Office Single -Family or Multi -Family Residential, Box Stores/In-Line Retail, Institutional/Civic Warehouses, Manufacturing, Freight, Other Industrial Uses, Research & Development Office, Multi -Family Residential, Retail, Hotels, Research & Development, Institutional, Light Manufacturing Community Context Map CONTEXT FRASTRUCTURE AND PLANS CAUSEWAY BLVD MICHIGAN BLVD TERRACE RD SAN CHRISTOPHER OR ILI REPUBLIC OR EVANS RD MAIN ST MAIN ST 0 i w 0 Dunedin VIRGIN. SI BELTREES S• Safety Harbor E:6,4511'-fiplEirks iTH ST Context Classification Urban Core AM Urban Edge Urban General Urban Residential Suburban Special District - Industrial Special District - US 19 Plan Commercial Nodes Thoroughfare Community Connector Local Collector Local Streets CSX Rail Parks City of Clearwater MAIN Si 4TS ST Old Tampa Bay AgE temir_=1111 Il!lU Ih1111B1111 ./ 1� 11IUI EN � nl13��1 uunil ulE II -1 —�f._,it II '1711' vi—N. 51 iNliaMMOUll MINI EMI IFFA111 Belleair ma ,1 wiLoswind vitriol! lit • Belleair Beach PONCE DI- LI ON VD ■ jm�I ^ IIS Largo 0.5 Miles 2 ROSERT RD NE Complete Streets Implementation Plan Section 2 I Flexible Street Design 23 INFRASTRUCTURE AND PLANS Infrastructure and Plans Opportunities for Complete Streets arise from a variety of projects managed by different departments but may impact existing infrastructure above and below ground. It is important that the project review process involve a wide spectrum of City divisions, including traffic operations, stormwater, utilities, planning, and parks and recreation. In addition, rights-of-way and corridor studies or plans must be considered before incorporating specific street design elements. Incorporating Complete Streets components into other projects may impact infrastructure which needs to be accounted for in the project budget. Complete Streets designs do not supersede required federal and state roadway design standards. Clearly defining the function of a street and the surrounding land use classifications (existing and future) are the initial steps to an efficient and safe Complete Streets design. Determining the necessary amount of right-of-way for the selected design requires understanding these factors to anticipate the transportation needs of the area. When the right-of-way is constrained, the role of design features based on modal priority becomes even more important, depending on the street type, context classification, and alternative corridors or routes. Land acquisition or easements may be an answer to insufficient right-of-way, but acquisition can be a costly and complex process. Often, it will be more effective to determine which street features should have priority and compromise on non-priority features. However, a balanced design should still meet minimum standards for all modes. In conjunction with street function, land use context, and right-of-way constraints, the Average Annual Daily Traffic (AADT) volumes shall be reviewed to help determine the most appropriate number of lanes and Complete Streets design. AADT, in conjunction with other factors, generally indicate where lane eliminations or re -purposing are appropriate. Additional factors that shall be reviewed as part of the process are crash history data and type, modal priority and capacity for a corridor, and drop off zones (freight or rideshare) if applicable. Corridor studies and land use plans also play a role in successful planning for multimodal connectivity and network improvements. Encompassing the goals, design guidance, and modal considerations of these studies and plans in the project review process helps ensure that Complete Streets projects support a well -crafted transportation network, where consistent and connected street improvements benefit the surrounding land uses. This Plan provides a flexible design matrix and toolkit to support the cohesive and consistent development of Complete Streets for the City of Clearwater. 24 Complete Streets for Clearwater Implementation Plan STREET DESIGN STREET TYPE CONTEXT Street Design INFRASTRUCTURE AND PLANS I The Street Design portfolio includes multiple references and components for guidance and inspiration designing Complete Streets enhancements. These standards should be consulted for appropriate solutions, based on the street type, context, and roadway conditions. The context design matrix and flexible street design toolkit in the following pages provide design features and elements for different parts of the street and modes that were selected from the reference guides below. Design Standards and Plans In conjunction with already established City engineering standards and Federal and State design standards, the guidance in this Plan helps establish flexible design parameters. Complete Streets designs do not supersede required federal and state roadway design standards. The National Association of City Transportation Officials Design Guidebooks (NACTO) increase Complete Streets options by providing more recently accepted innovative multimodal designs. The following standards and guidelines were reviewed: • NACTO Urban Street Design Guide • NACTO Urban Bikeway Design Guide • NACTO Urban Street Stormwater Guide • NACTO Transit Street Design Guide • Florida Department of Transportation Design Manual (FDM) • The American Association of State Highway and Transportation Officials (AASHTO): A Policy on Geometric Design of Highways and Streets (AASHTO Green Book, 7th Edition) • US DOT Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts • Institute of Transportation Engineers (ITE) Designing Walkable Urban Thoroughfares: A Context Sensitive Approach • ITE Implementing Context Sensitive Design on Multimodal Thoroughfares: A Practitioner's Handbook • City of Clearwater Engineering Standards • City of Clearwater Community Development Code • Manual on Uniform Traffic Control Devices (MUTCD) • Other Multimodal Corridor Studies and Plans (SR 60, US 19, Drew Street, Alternate US 19, etc.) • Florida Fire Prevention Code Section 2 I Flexible Street Design 25 STREET DESIGN BLE STREET DESIGN STREET TYPE Street Zone Elements The application of street zones in designing and implementing Complete Streets is a practical way of dividing the right-of-way profile into realms that serve specific purposes. Elements that define and relate to these zones may include rights-of-way, crossing features, buffers, amenities, and green spaces. The context design matrix and map provides specific guidelines and elements for different street zones and realms. The following descriptions define each street zone and the variety of elements each zone contains. PEDESTRIAN REALM CURB AND GUTTER Elements of a Street TRAVELED WAY CURB PEDESTRIAN REALM AND GUTTER FRONTAGE PEDESTRIAN ZONE FURNISHING IONE ZONE 1 2 3 CURB BICYCLE FACILITY THROUGH LANE MEDIAN THROUGH LANE 26 Complete Streets for Clearwater Implementation Plan 5 ON -STREET 'CUR!: FURNISHING PARKING :ZONE: ZONE 4 PEDESTRIAN ZONE 2 FRONTAGE ZONE PEDESTRIAN REALM STREET TYPE CONTEXT INFRASTRUCTURE AND PLANS STREET DESIGN 1. Frontage Zone The frontage zone is an extension of a building to the sidewalk. This zone includes building facades and spaces that are directly adjacent to buildings such as entryways and doors or sidewalk cafes and outdoor dining seating. This zone defines and creates interactions between the building and pedestrian traffic. 2. Pedestrian Zone The pedestrian zone is the primary travel pathway that runs parallel to the street. The through pathway should be 6 to 12 feet wide based on context (at least 8 feet wide in urban areas) to ensure safe and accessible travel for pedestrians. 3. Furnishing Zone The furnishing zone is between the sidewalk and the curb. It may contain street lighting, landscaping, or benches. Impacts on and opportunities to optimize fire prevention and utility equipment locations will be part of the review process. Other features may include signage, transit stops, or driveways. 4. Curb and Gutter Zone 5. Traveled Way The curb and gutter zone is adjacent to and separates the traveled way from the pedestrian realm. Elements may include parking, curb extensions, stormwater management, and buffered or protected bike lanes (which can be found adjacen he curb in some stances). Aiii The traveled way is the space used for street lanes (turning and through lanes), medians, crosswalks, and protected pedestrian refuges. This space is primarily used for automobiles, freight, transit, pedestrian crossings, and can include bicycles as well. Section 2 I Flexible Street Design 27 STREET DESIGN STREET TYPE CONTEXT INFRASTRUCTURE AND PLANS How to Use the Context Design Matrix A Context Design Matrix is developed for each context classification and based upon the Street Type and Street Zone shown on an accompanying map. The following tables provide a framework for preferred measurements, infrastructure, and design guidance for each street. Each project should be designed according to the modal priority and elements for the pedestrian, curb and gutter, and traveled way realms. Modal priority for pedestrians, bicyclists, transit, freight, and personal vehicles will be assessed as part of every project. Safety should not be compromised for one particular mode over another. These are not engineering standards and actions to implement are discussed in more detail in Section 3. Context Classification Street Zone Elements Urban Core Curb and Gutter Traveled Way Street Type Thoroughfare Community Connector I=1 Frontage Zone Pedestrian Zone Furnishing (landscaping, furnishing, utility) Curb Zone Bicycle Recommendations On -Street Parking Transit Recommendations Desired Operating Speed Number of Lanes Lane Widths Crossing Density Refer to Downtown Redevelopment Plan and Beach by Design (intent is to create active pedestrian realm) 12' (8') Preferred 2' Separated or on Parallel Streets Analysis Recommended High 25-30 mph 4-6 Lanes 11' 1/8 mile 12' (8') Preferred 2' Separated or on Parallel Streets 12' (8') Preferred 2' Neighborhood Greenway Encouraged Encouraged High Low 20-30 mph 20-25 mph 2-4 Lanes 2-4 Lanes 10'-11' 10'-11' 1/8 mile 1/8 mile 10' (8') Preferred 2' Neighborhood Greenway Encouraged Low 15-25 mph 2 Lanes 10' Every Block 28 Complete Streets for Clearwater Implementation Plan Design Guidelines STREET DESIGN Definitions within Context Design Matrix Bicycle Recommendations: Neighborhood Greenway: Streets with low speeds and low traffic volumes that support a connected network of bicycle routes. These streets are designated and designed to give bicyclists and pedestrians modal priority without the need to dedicate an exclusive space for bicycles. Design tools bolstering low -street use on these streets include traffic calming, enhanced crossings at larger streets, wayfinding and other signed or mapping amenities. Pavement markings, signs, and speed and volume management tools may be used to discourage cut -through trips by vehicles. Conventional and Buffered Bike Lane: Exclusive spaces designated for bicyclists to operate one-way on the roadway using pavement marking and signs. Protected Bike Lane and Separated Bikeway: A Protected Bike Lane is a one-way or two-way exclusive facility for bicyclists that is located within the roadway and has a physical and vertical separation from vehicular traffic, such as flex posts, bollards, and or other barriers. A Separated Bikeway provides a one-way or two-way exclusive facility for bicyclists that is physically separated from motor traffic travel lanes, on -street parking on the driver's side, and sidewalks. They may be at street level or different elevations, and separated from vehicle travel lanes by on -street parking, bollards, landscaping, curbs, raised medians, or as a facility independent of motor vehicle travel lanes also referred to as "cycle tracks." Shared -use Path: A facility separated and independent of the traveled way that is wide enough for both pedestrians and bicyclists to use at the same time. Typically, between 8 and 10 feet wide. Multiuse Trail: A facility separated and independent of the traveled way that is wide enough for both pedestrians and bicyclists to use at the same time. Typically, 10 feet or wider. May be primarily part of the transportation network, a recreational trail, or both depending on the context. Crossing Density: The frequency of marked and signalized pedestrian crossings for a roadway. Frequent and safe crossings encourage walking, bicycling, and transit use. Crossings are placed as needed to accommodate demand. Transit Recommendations Levels: High: Sign, Deployment Pad, Bench and Shelter (Coordination with PSTA) Medium: Sign, Deployment Pad and Bench Low: Sign, Deployment Pad/Sidewalk Adjacent to Roadway 1 Flexible Street Design 29 STREET DESIGN STREET TYPE Desired Operating Speed: The ideal traffic speed for a corridor based on safety, design, signalizations, and amount of traffic. Vehicle speed is a crucial component int he severity of crashes as seen in the graphic to the right. Roadway design standards set the bases for speed limits, so the opportunity to reduce speeds through design, without significantly reducing travel time, is an important benefit of Complete Streets designs. A goal of Complete Streets is to not have a significant difference between target operating speeds, posted speed limits and design speed. PEDESTRIAN FATALITY & SERIOUS INJURY RISK + 18% .......... T�ttT��tt 50% 77% .......... iiiiiiiiff CONE OF VISION 30 Complete Streets for Clearwater Implementation Plan Image Source: US DOT/FHWA Achieving Multimodal Networks, 2016 •!soc e gixa j Z uoi 3,91 3dA1133211S n 0 Z -4 rn x -4 z T 70 D N r Xo c � Z-4 N C M7 rn D Z a r NSIS30 133211S e 0 k 0 bi VD Context Classification - Urban Core 1,.Ic+nu1.w1x11arl Urban Core M Thoroughfare ■� Community Connector Local Collector Local Streets CSX Rail MI Parks City of Clearwater 0 •0 0 G Belleair Dunedin Safety SLOWS SI Harbor lay; I .: P. 111 le Illii ■ sir raft lir ..... , UN L, MI 1 tu.‘iS it 31 P 1111IM 1111Ei4R!. Otd Tampa f••: I i 12U till ifi Belleair Largo Beach 1 CC 01 iC(IN N�0 2 Mies .0St. leD. Complete Streets Implementation Plan 32 Complete Streets for Clearwater Implementation Plan STREET DESIGN Urban Core Pedestrian ealm Curb and Gutter Traveled Way Frontage Zone STREET TYPE Pedestrian Zone Furnishing (landscaping, furnishing, utility) Preferred Curb Zone CONTEXT Thoroughfare INFRASTRUCTURE AND PLANS Community Connector Local Collector Local Streets Refer to Downtown Redevelopment Plan and Beach by Design (intent is to create active pedestrian realm) 12' (8') 12' (8') Bicycle Recommendations On -Street Parking Transit Recommendations Desired Operating Speed Number of Lanes Lane Widths Crossing Density 2' Separated or on Parallel Streets Analysis Recommended High 25-30 mph 4-6 Lanes 11' 1/8 mile Preferred 2' Separated or on Parallel Streets 12' (8') Preferred 2' 10' (8') Preferred 2' Neighborhood Neighborhood Greenway Greenway Encouraged Encouraged Encouraged High 20-30 mph 2-4 Lanes 10'-11' 1/8 mile Low Low 20-25 mph 15-25 mph 2-4 Lanes 2 Lanes 10' -1 1 ' 10' 1/8 mile Every Block Section 2 1 Flexible Street Design 33 CONTEXT STREET DESIGN E STREET DESIG \: STREET TYPE INFRASTRUCTURE AND PLANS Conte-+' Iassifications Mor. Urban Edge 0 air sae..... 44 r4,444Ct 4:41.11,44444.4,4 04 r+0 14.10 1114 Dunedin 41 1111,11., Safety Harbor Context Classification - Urban Edge II♦ Urban Edge Thoroughfare Community Connector Local Collector Local Streets CSX Rail Parks City of Clearwater 1 Old Tampa Bay M MEM Inc UAW ME ' 1.11 (Tlla Belleair Belleair Beach / 10 0 5 1 z M -I Largo HAMS ur,.ewr ,e 414.4., ., . <<,( Complete Streets - Implementation Plan 34 Complete Streets for Clearwater Implementation Plan CONTEXT Curb and Gutter Traveled Way STREET TYPE INFRASTRUCTURE AND PLANS Thoroughfare Community Connector STREET DESIGN Local Collector Local Streets Frontage Zone Pedestrian Zone Furnishing (landscaping, furnishing, utility) Preferred Curb Zone Refer to Downtown Redevelopment Plan and Beach by Design (intent is to create active pedestrian realm) 10' (8') 10' (8') Bicycle Recommendations On -Street Parking Transit Recommendations Desired Operating Speed Number of Lanes Lane Widths Crossing Density 2' Separated or Parallel Facilities Preferred 2' Separated or Buffered Bike Lane Analysis Encouraged Recommended High 25-35 mph 4-6 Lanes 11' 1/8 mile High 25-30 mph 2-4 Lanes 10'-11'A 1/8 mile 10' (8') 10' (8') Preferred 2' Separated or Buffered Bike Lane Preferred 2' Neighborhood Greenway Encouraged Encouraged Low 20-30 mph 2-4 Lanes 10'-11' A 1/8 mile Low 15-25 mph 2 Lanes 10' 1/8 mile A Depends on transit, freight plans and solid waste considerations Section 2 1 Flexible Street Design 35 STREET DESIGN STREET TYPE CONTEXT i INFRASTRUCTURE AND PLANS Context Cia ifications Map: Urban General ."tiHl f w Lwaix an y..0«w,1srwen KO Context Classification Urban General Urban General MIMI Thoroughfare mom Community Connector Local Collector Local Streets CSX Rail Parks Cily of Clearwater O u O 1MM II Dunedin Safety Harbor Old Tampa Bay Belleair Belleair Beach Lit n r Mfles1 z 1.15e brr MUNI Largo�.,y�,a Complete Streets91 Implementation Plan 36 Complete Streets for Clearwater Implementation Plan STREET DESIGN Urban General Curb and Gutter Traveled Way Thoroughfare UCTURE AND PLANS Community Connector Local Collector Local Streets Frontage Zone See appropriate zoning code and Beach by Design Pedestrian Zone 8' (6') 8' (6') 8' (6') 8' (6') Furnishing (landscaping, furnishing, utility) Preferred Preferred Preferred Preferred Curb Zone 2' 2' 2' 2' Bicycle Recommendations On -Street Parking Separated or Parallel Facilities Analysis Recommended Separated or Separated or Buffered Bike Buffered Bike Lane Lane* Neighborhood Greenway In denser areas Encouraged Encouraged Transit Recommendations High Medium Low Low Desired Operating Speed 30-40 mph 25-35 mph 20-30 mph 15-25 mph Number of Lanes 6-8 Lanes 2-4 Lanes 2-4 Lanes 2 Lanes Lane Widths 11' 10'-11' A 1 1' A 10' Crossing Density 1/2-1/4 mile 1/8 mile 1/4 mile 1/4 mile *Or Neighborhood Greenway on low speed, low volume streets A Depends on transit, freight plans and solid waste considerations Flexible Street Design 37 1 STREET TYPE Context Classificatic INFRASTRUCTURE AND PLANS Urban Residential STREET DESIGN Context Classification - Urban Residential Urban Residential Thoroughfare Community Connector Local Collector Local Streets CSX Rail Parks City of Clearwater Dunedin Safety Harbor Old Tampa Bay r la tall w I MID rim =I., =-1, '�iim SEW !T.'!9'iIL71R .; log I♦wLS' ""'"Ill ;1"11111111r11��'+M Mit mann til Now 6: it MI El 1111111111,111 Belleair Beach z Vie s Belleair Of Largo Complete Streets Implementation Plan 38 Complete Streets for Clearwater Implementation Plan INFRASTRUCTURE AND PLANS CONTEXT Urban Residentic Pedestrian Realm Curb and Gutter Traveled Way STREET TYPE Thoroughfare Community Connector STREET DESIGN Local Collector Local Streets Frontage Zone Pedestrian Zone See appropriate zoning code 8' (6') 8' (6') Furnishing (landscaping, furnishing, utility) Preferred Preferred Curb Zone 2' 2' 8' (6') Preferred 2' Separated or Separated or Separated or Bicycle Recommendations Parallel Facilities Buffered Bike Buffered Bike Lane Lane* 8' (6') Preferred 2' Neighborhood Greenway On -Street Parking Analysis Analysis In denser areas Encouraged Recommended Recommended Transit Recommendations High Medium Low Low Desired Operating Speed 30-40 mph** 25-35 mph 20-30 mph 15-25 mph Number of Lanes 6-8 Lanes 2-4 Lanes 2-4 Lanes 2 Lanes Lane Widths 11' 11' 11' A 10'-11' Crossing Density 1/2-1/4 mile 1/4 mile 1 /4 mile 1/4 mile *Or Neighborhood Greenway on low speed, low volume streets **Does not include US 19 A Depends on transit, freight plans and solid waste considerations Section 2 I Flexible Street Design 39 STREET DESIGN STREET TYPE CONTEXT INFRASTRUCTURE AND PLANS lassifica )ns Aa Suburban 0 0 a Context Classification - Suburban SOI ON MT Suburban IMO Thoroughfare eta Community Connector Local Collector - Local Streets CSX Rail Parks City of Clearwater • se. um.ta.».U. 0 ro x lI IF . 110 111114V i - w�"i' , - .. Is:r_11 rN- I�::�� n r ..F r�Ii 1 'S 'FIs 5E11111.14101! 111.711 , 111311 1111 *in MIT! r11a'Winn IrIE. IL alts OM NM MIMI VW IL r ::isTor = 9ff int ,1 _ u�' Dunedin Safety Harbor Ma. Sy slo St Belleair Old Tampa Bay Belleair Beach Largo Complete Streets ••...o M *•CUt Pu Implementation Plan 40 Complete Streets for Clearwater Implementation Plan STREET DESIGN Suburb Curb and Gutter Traveled Way ONTEXT INFRASTRUCTURE PLANS Thoroughfare Frontage Zone Pedestrian Zone 10' (8') 8' (6') 8' (6') 8' (6') Furnishing (landscaping, furnishing, utility) Preferred Preferred Preferred Preferred Curb Zone 2' 2' 2' 2' Community Connector Local Collector Local Streets See appropriate zoning code Bicycle Recommendations On -Street Parking Separated or Separated or Separated or Neighborhood Parallel Facilities Buffered Bike Buffered Bike Greenway Lane Lane Off -Street Off -Street Off -Street Encouraged Transit Recommendations High Medium Low Low Desired Operating Speed 35-45 mph** 35-40 mph 25-35 mph 15-25 mph Number of Lanes 6-8 Lanes 2-6 Lanes 2-4 Lanes 2 Lanes Lane Widths 11'-12'A 11'-12'A 11' 10'-11' Crossing Density 1 /2 mile 1/2 mile 1/4 mile 1/4 mile **Does not include US 19 A Depends on transit, freight plans and solid waste considerations Section 2 I Flexible Street Design 41 STREET TYPE CONTEXT INFRASTRUC PLA STREET DESIGN Flexible Street Design Toolkit As mentioned previously, Complete Streets are typically comprised of three realms: pedestrian, curb and gutter, and the traveled way. The following pages provide a variety of specific tools that can enhance each of the street zones withinn these realms. These elements can be reviewed as part of a checklist when designing for Complete Streets. The accompanying photos within the toolkit are from other locations provided as constructed examples only, and all designs must conform to city, state, and federal standards. Local example of Complete Streets elements: Palm Avenue, Tampa, FL • Road Diet: 4 -lane undivided to 2 -lane divided • Narrowed vehicle travel lanes • Bike lanes • Raised medians and high -visibility painted medians • protected left turn lanes • pedestrian refuges • Intermittent landscaped medians slow traffic and improve aesthetics • Mid -block crossings with flashing beacons (RRFBs) • Intersection crossings enhanced with signage and pavement markings • Sidewalks buffered from traveled way • On -street parking and roundabouts between Tampa Street and North Boulevard 42 Complete Streets for Clearwater Implementation Plan Image Source: City of Tampa Pedestrian Design Strategies Sidewalks: Urban and suburban sidewalk designs and standards vary due to differences in context, activity, and travel behavior. Wider sidewalks adjacent to public spaces support emergency access for first responders. Traffic signals: Signalization design strategies improve efficiency and safety for all modes of transportation. Leading Pedestrian Intervals (LPI) should be implemented in high -traffic areas for pedestrians and vehicles such as downtown and commercial centers. Fixed signals in these areas also contribute to pedestrian travel efficiency and safety. Intersections: Intersection crossings should include striped crosswalks to clearly define pedestrian space. Crossing distances should be minimized to limit the time pedestrians spend in the roadway and increase safety and comfort. Strategies to achieve this include straight crossings, curb extensions (bulb -outs), and pedestrian safety islands. Curb extensions visually and physically narrow the roadway which creates safer and shorter crossings, increases space available for street furniture, lighting, and landscaping, and provides protection for on -street parking. Similar applications of curb extensions are bus bulb -outs, pedestrian safety islands and mid -block crossings. Pedestrian safety islands allow a designated safe refuge space at the center of the roadway, which allows users to cross traffic one vehicle direction at a time and helps to slow vehicles by narrowing the street. Sidewalks -Urban STRUCTURE AND PIANS STREET DESIGN Sidewalks -Suburban Image Source: NACTO.org Traffic Signals Image Source: Zillow.com Striped Crosswalks Image Source: NACTO.org Curb Extension/Bulb-outs I Li Image Source: NACTO.org Street Furniture Image Source: NACTO.org Image Source: NACTO.org I Flexible Street Design 43 Pedestrian Safety Islands STREET DESIGN Brandin • and Placemaking Image Source: NACTO.org Image Source: Kimley-Horn Landscaping Image Source: City of Clearwater Shade/Canopy Trees Image Source: NACTO.org Shade Structures Image Source: University of Florida IFAS Image Source: Kimley-Horn 44 Complete Streets for Clearwater Implementation Plan Placemaking: Placemaking can create an interesting and easy to understand pedestrian network. Branding creates a distinct sense of place that is interesting and inviting for all road users to travel to and through. Wayfinding allows for pedestrians, bicyclists, and motorists to easily navigate to activity centers and attractions. Landscaping creates a comfortable environment for pedestrians by providing shade and a buffer from adjacent street traffic. Canopy trees and shade structures create comfort in inhospitable environments, particularly for pedestrians and transit users. Trees also improve air quality, reduce heat island effect, and can reduce stormwater runoff. Pedestrian networks should have purpose and create connections to important and popular destinations. Well-connected networks and well-designed pedestrian realms increase economic activity and support growth of local businesses. Curb and Gutter Zone Designs for Bicyclists and other Considerations Bike Lanes and Cycle Tracks: Bike lanes designate an exclusive space for bicyclists through the pavement striping, signage, and pavement markings and physical barriers. These lanes enable bicyclists to travel at their own speed without interference from surrounding traffic. According to the NACTO Bicycle Design Guide, bike lanes also support more predictable behavior and movements between bicyclists and motorists, which increases the comfort level interacting for both riders and drivers. The configuration and intensity of bicycle infrastructure depends on road and land use contexts and the types of users for which the facility provides. Configuration of bike lanes also requires consideration of existing traffic levels and behaviors, appropriate safety buffers, and compliance with applicable traffic laws. Conventional bike lanes don't protect riders as much as separate or protected cycle tracks. Buffered bike lanes protect and separate bicyclists from adjacent vehicle travel lanes and/or parking lanes. Protected cycle tracks can include one-way, raised, or two-way lanes. Shared lanes, or sharrows, are travel lanes which bicycles and vehicles share. Sharrows are most appropriate for low volume, low speed streets. Bicycle Facilities and Furniture: Accessible and functional bicycle parking is essential to supporting bicycling as a primary mode of transportation. Bicycle parking should be available in activity centers, commercial corridors and multi -family residential areas, as well as at major destinations and transit centers. Parking should be visible from the street or main building entry, separate from vehicle parking, drive aisle, or other travel ways, in an area that is lighted at least during surrounding business hours, and ideally semi- or fully -sheltered. Other bicycle furniture such as leaning rails, footrests, and the placement of actuation buttons easily reached at signals without dismounting or leaving a travel facility support and encourage bicycling. Conventional Bike Lane STREET DESIGN Buffered Bike Lane Image Source: NACTO.org Neighborhood Greenway mage Source: NACTO.org Cycle Track Image Source: City of Clearwater Bike Box Image Source: NACTO.org Safe Intersection Crossing Image Source: NACTO.org Image Source: CDOT Section 2 I Flexible Street Design 45 Safe Bicycle Crossings Curb Bioswale STREET DESIGN J Image Source: City of Tuscan Bicycle Street Furniture Image Source: NACTO.org Protected: On -Street Parking Image Source: DEZIGNLINE Bicycle Parking Image Source: NACTO.org Shared Use Path Image Source: NACTO.org Image Source: Pinellas County 46 Complete Streets for Clearwater Implementation Plan Green Infrastructure: Incorporating green infrastructure as a stormwater management tool can mitigate temporary flooding along pedestrian and bicycle routes while creating a more beautiful and resilient environment. These can be implemented in the form of bioswales or rain gardens within the curb area and curb extensions. On -Street Parking: On -street parking acts as a physical barrier that protects pedestrians and outdoor cafes from potential traffic crashes, and can be designed to provide a protected bicycle facility. This should only be used in urban and commercial areas that are major activity attractors. (On -street parking in matrices is encouraged in other locations). On -street parking also slows vehicles and supports economic activity for adjacent commercial and retail centers. Traveled Way Design Strategies Transit Stops and Intersections: Transit stops should be located at appropriate connections that promote a well-connected pedestrian, bicycle, and transit network. Dedicated bus lanes where feasible, or bus pull out areas with priority signalization, should be implemented on major transit streets to ensure transit reliability and consistency while providing superior transit service. Transit stops should include amenities to provide a comfortable and safe environment for users. The types and number of amenities varies with the context, but can include an overhead structure/shelter, benches, lighting, trash cans, transit system/route map, wayfinding/signage, and bicycle racks. Intersection crossings should be placed within appropriate distances to accommodate pedestrian safety and located to also support connections to transit stops. Travel Lanes: Lane widths should be considered in all street designs as a method to serve all users' needs and modes, including travel lanes, safety islands, bike lanes, and sidewalks. The lane width should reflect the goals for traffic calming and adequate space for larger vehicles like freight and buses. Left turns in high traffic volume areas create safety issues, congestion and long queues, and should be avoided except for in low traffic corridors. Traffic Signals: Coordinated signal timing helps move vehicles efficiently and safely. Transit Signal Priority (TSP) accommodates bus transit to ensure on-time and efficient transportation schedules. Bicycle signals should be installed along major bicycle routes and considered for high -traffic volume intersections to ensure safety. More discussion on signal timing is provided in the Intersection Design Strategies. Transit Stop: Placement and Spacing STREET DESIGN Dedicated Bus Lanes Image Source: NACTO.org Pedestrian Median Image Source: NACTO.org Enhanced Transit Shelter Image Source: NACTO.org Transit Stop: Information and Wayfinding kik mage Source: NACTO.org Bicycle Signals Image Source: PSTA Image Source: NACTO.org I Flexible Street Design 47 Road Diets and Lane Diets Speed Table Image Source: NACTO.org Chicanes Image Source: NACTO.org Speed Cushions Image Source: NACTO.org Landscaped Median Image Source: NACTO.org STREET DESIGN Image Source: US DOT Image Source: NACTO.org 48 Complete Streets for Clearwater Implementation Plan Roadway: Roads are typically designed based on the expected highway capacity, or the ability for a certain number of motorized vehicles to traverse a certain point or segment in a given period based on existing and projected use from future growth. At times, this results in roads designed to serve many more vehicles than the actual need in the foreseeable future and opportunities to improve the facilities provided for other modes, or to re -balance the modal priorities of the corridor. Narrowing lanes, also known as a lane diet, or reducing the number of lanes, also known as a road diet, may allow for additional right-of-way to be re -purposed used towards other street elements like bicycle lanes, landscaped medians with mid -block crosswalks, and dedicated vehicle turn lanes, or wider sidewalks. Streets with low traffic volumes and speeds can be designed to give bicycle modal priority through the use of signs and pavement markings to increase bicycle travel by providing safer and convenient facilities. Medians provide access control along a corridor which improves safety from turning vehicles. Landscaping within medians provides beautification to a corridor, mitigates roads' heat generation, and naturally reduces traffic speeds. Medians also provide refuge for pedestrians and bicyclists while crossing streets. Speed reduction: Speed control elements manage traffic speeds and reinforce safe, pedestrian -friendly speeds. These elements are most commonly found in neighborhood or residential areas and low -speed streets without freight traffic. Some of these elements include: curb extensions, chicanes, pinchpoints, speed bumps, speed tables, speed cushions, and landscaping. Intersection Design Strategies Well-designed intersections take into account all modes of transportation: pedestrians, bicyclists, transit and vehicles. Intersection design should promote visibility and predictability for all users to create a safe, accessible and intuitive environment. The following tools should be used to create efficient and safe shared spaces for all travel modes. Intersection Redesign: Raised intersections and neighborhood traffic circles force drivers to lower vehicle speeds and yield to pedestrians crossing the intersection. Neighborhood traffic circles calm traffic and often incorporate vegetation, enhancing neighborhood aesthetics. Painted intersections clearly define the intersection and slow vehicle speeds. The radius of a turning corner impacts the speed at which a vehicle turns. Minimizing the turn radius creates slower and safer speeds for pedestrians and motorists for areas with lower freight traffic. Gateways are similar to curb extensions and often implemented at the mouth of an intersection. Gateways act as an entrance to residential or low speed streets to mark the transition to a slower speed or pedestrian -oriented street. Tactical public spaces can be created at intersections with excessive, unused roadway space to create active, pedestrian spaces. Over time, the interim spaces can be turned into permanent spaces. Intersection design should facilitate eye contact between all street users to ensure they all interpret the intersection as a shared space. This is done through increased visibility by removing trees, utility boxes, and other objects that disrupt sight lines at intersections. Raised Intersections Image Source: NACTO.org Intersection Visibility STREET DESIGN Neighborhood Traffic Circles Image Source: NACTO.org Painted Intersection Image Source: NACTO.org Gateway Image Source: St. Petersburg Arts Alliance Tactical Public Spaces Image Source: NACTO.org Image Source: NACTO.org I Flexible Street Design 49 STREET DESIGN Pavement Treatment Crosswalk Standard Crosswalk Striping Image Source: NACTO.org Curb Ramps Image Source: NACTO.org Curb Radii Image Source: NACTO.org RRFBs Image Source: NACTO.org Image Source: NACTO.org Image Source: City of West Kelowna 50 Complete Streets for Clearwater Implementation Plan Traffic Signals Timing: Shortened signal cycles increase turnover by creating lower wait times in all directions and allowing more frequent crossing opportunities. Signal timing should be managed based on peak and off- peak traffic volumes. Signal timing should be adjusted to accommodate varying traffic levels throughout the day. Crossings: Crosswalks should be marked with conventional striping wider than the sidewalks it connects. Pavement treatment crosswalks can be used to emphasize a crosswalk and enhance community character and identity. Curb Ramps must be provided and accessible at all crosswalks and are required to meet ADA standards. Street furniture should not obstruct the top of the curb ramp to ensure accessibility. Rectangular Rapid Flashing Beacons (RRFBs) should be placed at mid -block crossings to further alert motorists of pedestrian crossings. All crossings should have adequate lighting of pedestrians to create a safe environment for all modes of transportation. The presence of lighting can significantly reduce pedestrian and bicycle fatalities and incapacitating injuries. STREET TYPE CONTEXT INFRASTRUCTURE AND PLANS STREET DESIGN Complete Streets Case Studies The following case studies illustrate the benefits of Complete Streets designs including positive impact on local economies, safety, communities, environment, and social equity. Specific tools from the Flexible Street Design Toolkit were used in these Complete Streets projects and can be used in City of Clearwater projects. Some of these examples required lane elimination; however, many Complete Streets treatments are less intrusive than lane eliminations. Lancaster Boulevard I Lancaster, CA Downtown roadway redesign Source: City of Lancaster, CA Design Elements: • Traffic signal elimination • Speed limit reduction • Angled parking • Landscaping Results: • Double pedestrian activity • Vehicle crashes down 38% • Injury crashes down 49% • Pedestrian crashes down 78% • 57 new businesses since the redesign • Construction and redevelopment of commercial spaces along corridor • 96% commercial occupancy • Creation of 2,000+ jobs • Estimated $282 million of economic impact • New housing development (includes affordable housing) • Street furniture • Lighting • Lane elimination • Ramblas/pedestian median Retail sales increased 57% Section 2 I Flexible Street Design 51 STREET DESIGN STREET TYPE CONTEXT Complete Streets Case Studies La Jolla Boulevard 1 San Diego, CA Commercial roadway redesign Source: Dan Burden Motorists understandably dreaded this change before it was made. But, most interestingly, motorists started driving 19 mph on 2.5 miles of La Jolla Boulevard, instead of 40-45, then stopping and stopping again. Today, motorists are getting to their destinations in Tess time, because they aren't stopping. - Dan Burden, Transportation Consultant Greenville Avenue 1 Dallas, TX Downtown roadway redesign Source: City-Data.com, City of Dallas, TX 52 Complete Streets for Clearwater Implementation Plan Design Elements: • Lane Elimination • Bulb -outs (crossing movements reduced from 68ft to l4ft) • Pedestrian refuge islands • Roundabout • Bike Lanes • Bus pads and benches • Angled and parallel parking Results: • Operating speed dropped from 40-45 mph to 20 mph • Traffic count remained the same (23,000 vehicles/day before, 22,000 after) • Retained transit stops • Retail sales rose 35% • Noise levels dropped by 77% • Traffic crashes fell by 90% Design Elements: • Roundabouts • Mid -block crossings • Bulb -outs • On -street parking • Landscaping • Brick pavers • Safety buffer • Pedestrian -scale lighting • Bicycle racks Results: • 60% reduction in injury crashes • 90% reduction in serious injury crashes • Decline in mid -block and intersection crashes • Slower vehicle speeds • Revitalization of downtown STREET DESIGN STREET TYPE CONTEXT INFRASTRUCTURE AND PLANS I Flexible Street Design 53 aouauuao1aad 6ui}anian3 Pim 6uiansaaW . sIoafoad juaLuanoxkui iamdoo . sluauuanoadwl ssaooad pua kJenpa pefoad . wawanoadw' Aaololnfiad pup ADHod . NOI1V1N3W1dWI dO SNOII3V g uoi{gas 3. ACTIONS FOR IMPLEMENTATION The actions outlined in this section provide a framework to ensure that Complete Streets principles are a foundational part of infrastructure projects in the City moving forward. The Guiding Principles in > x and the Flexible Street Design process in r<'c tion 2 are intended to be included as part of the review process when projects impact streets in Clearwater. Implementation of these actions, as well as utilizing the tools presented in should start now. Projects already in design should be reviewed to incorporate elements where feasible. Successful attainment of the Guiding Principles needs to be measured not only on a Citywide level, but on a project by project basis in order to make adjustments when needed and to apply lessons learned to future projects. The Complete Streets Implementation Plan should be revisited continuously and updated within the next five years. Key actions for each of the following four topic areas are listed below, as part of the expanded Actions for Implementation list on the following page. Policy and Regulatory Improvements Project Delivery and Process Improvements Capital Improvement Projects Measuring and Evaluating Performance • Adopt a Complete Streets Policy • Develop a Complete Streets Checklist • Update Community Development Code and Comprehensive Plan • Create interdepartmental review process • Develop annual and 5 -year project priority lists, with timeframes and budgets • Training, education, and promotion of Complete Streets • Develop a Citywide street characterization map and table based on contexts and modes • Promote seamless connectivity for all modes of transportation • Use Guiding Principles to evaluate effectiveness of Complete Streets • Evaluate measures to adjust future project selection, scoping, design, construction, and maintenance Section 3 I Actions for Implementation 55 ACM JINS FOR IMPLEMENTATION Topic Action SHORT TERM IMPLEMENTATION PLAN (up to 2 years) (*=additional information on following pages) 1. Policy & Regulatory Adopt Complete Streets Policy* 2. Policy & Regulatory Develop a Complete Streets Checklist* 3. Policy & Regulatory 4. Policy & Regulatory 5. Policy & Regulatory Policy & Regulatory Update the Bicycle & Pedestrian Master Plan 6. 7. Update Community Development Code and Comprehensive Plan* Update Engineering Standards to allow for Implementation Plan design standards* Adopt policies, if needed, to preserve rail and utility corridors for multi -use trails Project Delivery and Process 8. Project Delivery and Process 9. Project Delivery and Process 10. Project Delivery and Process 11. Project Delivery and Process 12. Project Delivery and Process 13. Project Delivery and Process Create an interdepartmental project review process that includes Complete Streets design assessments* Develop an annual and 5 -year project priority list with ranking criteria and proposed costs for all infrastructure and maintenance projects. Create master list. Map projects* Identify all 3R projects scheduled for next year, and 5 years, and analyze for Complete Street opportunities. Establish a formal Complete Streets Advisory Board* Provide training and educational opportunities for staff from interdepartmental review team on national Complete Streets best practices and innovations* Develop and apply Road Safety Assessment tools for all modes for project identification or review (e.g. FHWA STEP program) Work toward City certifications for healthy communities and develop targeted active transportation programs (e.g. Bike Friendly Communities, Walk Friendly Communities, Active Routes to Parks, Schools, for Seniors) 56 Complete Streets for Clearwater Implementation Plan Lead Departments Planning & Development Planning & Development Planning & Development Engineering Engineering Planning & Development Engineering Multiple Departments Engineering Planning & Development Planning & Development; Engineering Planning & Development; Engineering Planning & Development; Engineering Support De • artments Multiple Departments Multiple Departments Engineering Planning & Development Planning & Development Multiple Departments Multiple Departments Planning & Development Multiple Departments Multiple Departments Multiple Departments Police; Parks & Recreation Multiple Departments Topic 14. Capital Improvement Projects 15. Capital Improvement Projects 16. Performance Measures Action Enact temporary pop-up or demonstrations that assess/lead to Quick Build projects* Pursue dedicated and additional funding for Complete Streets* Create a tool to establish baselines and determine post -project findings for each measure MEDIUM TERM IMPLEMENTATION (3-5 years) (*=additional information on following pages) 17. Policy & Regulatory 18. Policy & Regulatory 19. Capital Improvement Projects 20. Performance Measures Evaluate Subdivision regulations to encourage connectivity in residential areas Integrate exiting trails into and plan future trails as part of the City's transportation network Categorize all City streets based on Implementation Plan contexts analysis for future Complete Streets opportunities Update Performance Measures and tools based on usage and outcomes LONG TERM IMPLEMENTATION (6-10 years) (*=additional information on following pages) 21. Project Delivery and Major capital improvement projects as identified by the Process recommended review process ON-GOING IMPLEMENTATION (*=additional information on following pages) 22. Project Delivery and Process 23. Project Delivery and Process 24. Project Delivery and Process 25. Capital Improvement Projects Utilize or develop project prioritization criteria for funding and development of priority projects. Continue to coordinate with other agencies to ensure project consistency and adherence to Complete Streets standards Continue to work with neighborhoods, businesses, organizations, and social support agencies to meet transportation needs Conduct special area mobility studies Lead Departments Support De • artments Planning & Development; Engineering Planning & Development Planning & Development; Engineering Planning & Development Parks & Recreation; Engineering Planning & Development; Engineering Planning & Development Multiple Departments Engineering Planning & Development; Engineering Planning & Development Planning & Development; Engineering Multiple Departments Engineering; Multiple Departments Multiple Departments Engineering Planning & Development Multiple Departments Engineering Multiple Departments Multiple Departments Multiple Departments Multiple Departments Multiple Departments Section 3 I Actions for Implementation 57 POLICY AND REGULATORY IMPROVEMENTS Policy and Regulatory Improvements Adopting a Complete Streets policy and regulations is an important step for the City to modernize and coordinate the way it undertakes the transportation planning, design, and maintenance processes. A policy also provides a foundation for the City to adapt to the changing needs of the community and better prepare the City for the future. Complete Streets designs will be more easily implemented as local regulations are updated to reflect the best practices identified in which have been tailored to the City of Clearwater from nationally -recognized best practices and future updates to these guides. Key Actions ACTION 1: Adopt a Complete Streets Policy* Develop a policy to integrate Complete Streets into the decision-making process of the City. The policy should address all modes of transportation for people of all ages and abilities whether they drive personal vehicles or freight, walk, bicycle, or ride transit. The policy could also include technological advancements in transportation. ACTION 2: Develop a Complete Streets Checklist* Develop a Complete Streets checklist to use during the project development phase. The checklist should ensure that all projects within the public right-of-way comply with the intent of the Complete Streets policy and Plan. The checklist is required to be completed for all roadway projects and for major site plans, and will be reviewed by the person responsible for identifying plans for multimodal opportunities and compliance with the Plan. The checklist is an important tool to ensure that the guidelines are consistently applied as part of the project approval process. ACTION 3: Update Community Development Code and Comprehensive Plan* Conduct a thorough review of the City's policies, street design standards, development ordinances, and other regulatory guidelines for compliance with the Plan. Amend the Comprehensive Plan and Community Development Code to support the Plan. 58 Complete Streets for Clearwater Implementation Plan POLICY AND REGULATORY IMPROVEMENTS Work with the Engineering Department to adopt context classifications, street type maps, and the context design matrix as appropriate into the Comprehensive Plan and Community Development Code • Revise the Future Land Use Element and Transportation Element of the Comprehensive Plan to reinforce policies linking land use and transportation. • Update bicycle, pedestrian, and landscaping standards in the Community Development Code to incorporate the context design matrix. • Update traffic and crash data. • Adopt Level of Traffic Stress standards for bicyclists and for pedestrians in the Comprehensive Plan. • Evaluate subdivision standards to encourage connectivity in residential areas. • Incorporate required bicycle parking regulations into development standards Citywide. Encourage transit -oriented development, ridership, and funding • Consider zoning incentives for developments particularly along premium transit corridors being studied by Forward Pinellas and Pinellas Suncoast Transit Authority (PSTA). • Encourage Complete Streets projects, increased densities, and updated parking regulations on important corridors and at key transit stops. Provide policies promoting sustainability and healthy communities • Emphasize a reduction in vehicle miles of travel (VMT) as a component of the development review process. • Consider adopting a Health in All Policies ordinance that reviews impacts on community health outcomes as part of the transportation project review process. Incorporate technological advancements in transportation • Create policies that address the rapid increase in transportation -related technology such as drop-off locations for ride -hailing services, freight loading/unloading, low speed electric vehicles, autonomous vehicles, micromobility such as motorized scooters, bike share, parking improvements, wayfinding, and new transportation information options. Improve multimodal options • Enhance the traffic calming program to include a variety of solutions. • Provide separated bicycle facilities or facilities on parallel streets for thoroughfares or high-speed streets. ACTION 4: Update Engineering Standards to allow for Implementation Plan design standards* Review and update engineering standards to incorporate the street design process guidance (identified in Section 2), particularly context classification and street types, into design standards. Section 3 1 Actions for Implementation 59 ACTIONS FOR IMPLEMENTATION POLICY AND REGULATORY IMPROVEMENTS PROJECT DELIVERY AND PROCESS IMPROVEMENTS CAPITAL IMPROVEMENT P; JECTS MEASURING AND EVALUATING PERFORMANCE Project Delivery and Process Improvements Projects and requests that impact streets typically come from several City departments. These include scheduled projects, requests from the City Council, the public, or private development, responses to unforeseen events, and other studies and/or agencies (FDOT, Forward Pinellas, PSTA, surrounding cities). City departments that coordinate on street changes include: • Engineering (includes stormwater, utilities, traffic operations, landscape architecture, parking, etc.) • Parks and Recreation • Community Redevelopment Agency (CRA) • Economic Development • Planning and Development • Solid Waste/Recycling • Emergency Management • Fire and Rescue • Police The map on the following page shows major City streets (highlighted in orange) where improvements in the future will be coordinated with some if not all the departments noted above. State and county roadways are also identified. Infrastructure projects on these streets should be coordinated by the Planning and Development and Engineering Departments with the responsible agency and staff. ACTION 6: Create an interdepartmental review process that includes Complete Streets design assessments and hold regular scheduled meetings* Include Planning and Development Department staff at scoping meetings, in the project review process, and early in design stage for opportunities of Complete Streets recommendations. The Project Delivery Process flowchart on the following pages shows the updated review process to include Complete Streets elements. Additional information is included in the Appendix on interviews with different City departments. 60 Complete Streets for Clearwater Implementation Plan 1 2 POLICY AND REGULATORY IMPROVEMENTS PROJECT DELIVERY AND PROCESS IMPROVEMENTS Complete Streets Implementation Plan Context Classification improvement Corridors Jurisdiction Major City Streets Stale Road - CSX Rail --- County Road Parks City Road City of Clearwater 0 0 Safety Harbor' Old Tampa Bay Beileair Beach 05 2 Miles Sao Section 3 Actions for Implementation 61 Maintenan and Utility (3R* 1 NO otspot & safety (includes niergency equests) Potential Feasibility for Complete Streets? YES Private Development 0!f lsstli*ul**i*n*r4* Scoping meeting and inter -departmental coordination IONS FOR IMPLEMENT - POLICY AND REGUI AtO ' Y IMPROVEMENTS PROJECT DELIVERY AND PROCESS IMPROVEMENTS Project Delivery Process *Resurfacing, Restoration, and Rehabilitation EVALUATING PERFORMANCE PROJECT INITIATION ❑❑❑❑❑❑❑❑ City Council City Departments Public Other Plans/Studies Regional/local Partners Emergency Projects New Development New Legislature/Laws Coordinate with FDOT, County, and Forward Pinellas Is it on a State or County Road? No Implementation 4 62 Complete Streets for Clearwater Implementation Plan POLICY AND REGULATORY IMPROVEMENTS PROJECT DELIVERY AND PROCESS IMPROVEMENTS Project Analysis Flexible Street Design Tool -kit and Matrix Evaluate Drainage a Utilities Conduct Public Outreach** Develop, Select and Evaluate Alternative Other Departments and Partners Construction Drawings Construct and Measure EASURING A: **For Capital Improvement Projects Section 3 1 Actions for Implementation 63 ACTIONS FOR IMPLEMENTATION POLICY AND REGULATORY IMPROVEMENTS PROJECT DELIVERY AND PROCESS IMPROVEMENTS CAPITAL IMPROVEMENT PROJECTS MEASURING AND EV UA t ;, PERF ANCE Key Actions ACTION 7: Develop an annual and 5 -year project priority list with ranking criteria and proposed costs for all infrastructure and maintenance projects. Create master list. Map projects * Develop a master list and map of annual and 5 -year projects from the departments to review opportunities to leverage funding and implement Complete Streets projects. The possibility of developing an interactive or web map should be reviewed to further coordinate the process. ACTION 9: Establish a formal Complete Streets Advisory Board* The Board should include geographically diverse members and stakeholders from businesses and organizations who meet regularly each quarter. The Board would serve as a public review committee to discuss and review Complete Streets projects in the City with technical guidance from staff. ACTION 10: Provide training and educational opportunities for staff from interdepartmental review team on national Complete Streets best practices and innovations* Training and education can be provided to learn best practices from FDOT, NACTO, Institute of Transportation Engineers, and Federal Highway Administration. 64 Complete Streets for Clearwater Implementation Plan POLICY AND REGULATORY IMPROVEMENTS PROJECT DELIVERY AND PROCESS IMPROVEMENTS Capital Improvement Projects CAPITAL IMPROVEMENT PROJECTS MEASURING AND EVALUATING PERFORMANCE Capital Improvement Projects construct the physical improvements needed to create a well-designed and interconnected multimodal transportation network. Planning and Development will need to coordinate design recommendations and concepts with other departments, particularly Engineering and Parks and Recreation, to ensure that they are feasible, constructible, and address continued maintenance. Impacts on drainage and utilities will also be reviewed to determine feasibility and cost. Capital projects include standalone projects, projects during maintenance or resurfacing, or quick builds. Key Actions ACTION14: Enact temporary pop-up or demonstrations that assess/lead to Quick Build Projects* Quick build projects are planned with the expectation that the design may undergo changes in the future with minimal investment. Quick Build Projects fit between pop-up projects and capital projects. Like permanent capital improvement projects, they are durable for months or years; and can be pilot or interim projects. Pilot projects test solutions before a significant investment is required. Interim build projects provide the benefits much earlier than otherwise would be available. Section 3 I Actions for Implementation 65 ACTIONS FOR IMPLEMENTATION Key Actions ACTION 15: Pursue dedicated and additional funding for Complete Streets* The City will seek diversified funding to not only mitigate larger infrastructure costs such as street re -designs, intersection projects, or even resurfacing, but also to focus on other less expensive interim Complete Streets projects, such as re -striping, signal timings, neighborhood greenways, and street trees. The City will also work with regional and local partners to fund Complete Streets projects. City of Clearwater • Dedicate funding from multimodal impact fee, general funds, and Penny for Pinellas IV • Leverage Tax Increment Financing (TIF) funding for Complete Streets projects in Downtown • Develop 5 -year and annual project priority lists to support securing funding :..' • Consider adopting an internal review process similar to county's Portfolio approach Local City Partners • Coordinate with local partners to fund Complete Streets projects that are adjacent to the City and leverage funding Pinellas County • Fund projects within the City using Penny for Pinellas IV funding • Support Pinellas County on increasing the available gas tax millage and indexing the gas tax Florida Department of Transportation • Work with FDOT on their Complete Streets efforts and fund projects within the City, especially on SR 60 • Pursue Safe Routes to School funding and Surface Transportation Program (STP) dollars 66 Complete Streets for Clearwater Implementation Plan INU(.11 I AN! ( III \U 1111.1 • 11:1). I ( 111. \( 11 County�� Pinellas( Forward Pinellas • Pursue additional Forward Pinellas Complete Streets concept and construction, transit -oriented design, or placemaking grants • Coordinate on transportation alternatives funding • Coordinate on recreational trails funding • Program projects into the TIP and LRTP including trail and bicycle improvements Pinellas Suncoast Transit Authority • Work with Pinellas Suncoast Transit Authority (PSTA) to prioritize funding for improvements such as stop improvements on streets with high performing transit routes (i.e. SR 60, US 19, Alt US 19, etc.) • Seek grants and funding for transportation disadvantaged areas that could include demand response service Other Opportunities: • State Infrastructure Bank Loans: Loan from the State of Florida for the development of Infrastructure Projects • Environmental Protection Agency (EPA): Grant opportunities for green infrastructure and landscaping, healthy communities initiatives, and brownfields • Housing and Urban Development (HUD): Community Development Block Grant Program (CDBG) grants to benefit low to moderate income persons and communities, sustainable communities grants Section 3 I Actions for Implementation 67 ACTIONS FOR IMPLEMENTATION POLICY AND REGULATORY IMPROVEMENTS PROJECT DELIVERY AND P ESS 1 ' OVEMENTS 1 CAPITAL IMPROVEMENT ROJECTS Measuring and Evaluating Performance MEASURING AND EVALUATING PERFORMANCE The Guiding Principles in Section 1 provide the framework for transportation improvements that develop a multimodal mobility system. This system must be safe, accessible, and efficient for people of all ages and abilities. Performance measures evaluate the success of future developments, local, and regional programs and City improvements in achieving the principles. Performance measures for each guiding principle are listed below from a Citywide perspective. Specific Complete Streets projects should also be measured for effectiveness after construction. Measure Safe and Comfortable Travel Number of vehicle, pedestrian and bicycle crashes (include fatalities and severe injuries) Percent of total streets where posted speed is within target speed range Number of crossings Accessibility Bus ridership(include ridership per hour) Miles of sidewalk and bicycle gaps filled Com • lexit Low Medium Low Data Source Forward Pinellas City/Forward Pinellas City/Pinellas County Low PSTA Medium City/Pinellas County/ Forward Pinellas/FDOT City Percent of community centers connected to sidewalks/bicycle facilities Low Multimodal Mobility and Technology On-time performance for transit Number of intersections with adaptive signal control Number of signals optimized Connected and Inviting Average trip length and vehicle miles traveled Transit access within 1/4 mile residences 68 Complete Streets for Clearwater Implementation Plan Low -Medium Low Medium -High Medium Low PSTA City/Pinellas County/FDOT City/Pinellas County/FDOT City/Forward Pinellas/FDOT City/PSTA OLICY AND REGULATORY IMPROVEMENTS ELIVERY AND PROVEMENTS CAPITAL IMPROVEMENT PROJECTS Measure Economic Vitality and Placemaking Vacancies and new developments on Complete Street corridors Sales tax revenues on Complete Street corridors Length of transit focused corridor (Encourages transit -oriented development) Community Health Percent of population within 1 /2 mile of multi -use trails Average pedestrians and bicyclists per mile Response time of emergency vehicles Social Equity and Investment Percent of disadvantaged population within 1 /4 mile of a transit stop Percent of disadvantaged population within 1 mile of employment center Number of Complete Streets and other mobility related events Com.Iexit Medium -High Medium -High High Medium Medium Low Low Low Low Community Character and Context Sensitivity Annual review and update of Complete Street codes/ordinances Low Percent of arterial and collector streets in neighborhoods where posted Medium speed is within target speed range Environmental Protection and Sustainability Percent reduction in greenhouse gas emissions Percent reduction in average miles traveled in a personal vehicle High Medium MEASURING AND EVALUATING PERFORMANCE Data Source City City/Pinellas County City/PSTA/Forward Pinellas City City City/Pinellas County City/PSTA/Forward Pinellas City/PSTA/Forward Pinellas City/PSTA/Forward Pinellas City City/Pinellas County/FDOT Pinellas County City/Pinellas County/Forward Pinellas Section 3 1 Actions for Implementation 69 wsianol pun suoi4ipuop uogopodsupaj 6ui4six3 . sdow pup sanssi gods ;pH . suDid pup sp opuois u6isaa . sMavua4ul.tuawi odea A4! . Aapwwns luawe6o6u3 pup gDpaa4no . APPENDIX Outreach and Engagement Summary The Complete Streets for Clearwater Implementation Plan development included several outreach activities to obtain local and regional feedback on transportation objectives, priorities, challenges, and opportunities. These activities included two community workshops, an online survey, City Council meetings, and Complete Streets Committee meetings. All of these activities assisted the City in the crafting of its final recommendations. %plete Streets Advisory Committee The Complete Streets Advisory Committee consisted of 22 individuals, many representing a specific interest group, who assisted the City of Clearwater in developing Complete Streets plans that holistically address the bicyclist, pedestrian, and driver needs on City streets. The Advisory Committee met three times to provide feedback and insights in crafting the Plan. Below is a brief summary on the three meetings. May 1,2018 On May 1, 2018, the Advisory Committee discussed their personal, interest group, and public opinions of City streets and mobility. Committee Members participated in three activities to gauge their preferences for areas of concern and types of improvements desired. July 10, 2018 On July 10, 2018, the Advisory Committee discussed their preferred concepts for reconstructing Drew Street as a more Complete Street. Committee Members recommended including performance measures and project guidelines for Complete Streets projects in the Implementation Plan. December 4, 2018 On December 4, 2018, the Advisory Committee gathered to discuss progress on the Complete Streets for Clearwater Implementation Plan, the first community workshops, and next steps to finalize the plan. Committee Members participated in interactive exercises, prioritized transportation improvements, and identified areas of concern for bicyclists, pedestrians, and roadway users. Infrastructure improvements that received prioritization included sidewalks, pedestrian crossings, and intersection improvements. Appendix 1 Outreach and Engagement Summary 71 Community Workshop # 1 The first City of Clearwater workshop was held on two separate nights, October 23 and 24, 2018, at the Ross Norton Recreation Center and the Countryside Recreation Center, respectively. The open house format presented participants with the study objectives, typical Complete Street elements, and relevant demographic information (population, employment, facilities etc.). Following the presentation, participants engaged in a variety of activities designed to learn their thought about transportation problem areas and to describe their vision of the future transportation facilities for the City. Results showed that improving safety and providing multimodal options were the top priorities. Specific improvements include shared use paths/trails, sidewalks, intersection improvements, and pedestrian crossings. Specific problem areas identified include Drew Street, Gulf to Bay Boulevard, Countryside Boulevard area, and Cleveland Street. Overall, participants indicated a need for safe and comfortable facilities for all modes of transportation and increasing the options for bicyclists. 72 Complete Streets for Clearwater Implementation Plan Community Workshop #1 Presentation .'"k'1 fit" The second City of Clearwater workshop was held on February 12, 2019, at the East Community Library at St. Petersburg College. The open house format presented participants with the study's purpose and importance, tools for designing Complete Streets, land use and roadway context classifications, strategies, opportunities, and policy changes for Complete Streets. Boards set up around the room included results from the public outreach survey conducted for the study, a draft of the roadway context classifications, and strategies for implementing Complete Streets. Comment cards were available for further input on the study draft. Most of the priorities identified by participants involved improving transportation safety and efficiency. Participants suggested overall improvements including intersection improvements, resurfacing, and additional travel options, such as expanded sidewalks or multi -use trails. Participants also mentioned specific improvements for Drew Street, a main collector, such as maintaining the speed limit, installing dynamic speed tracking signals, and placing barriers between car travel lanes and bike lanes. Generally, the results from the workshop indicated residents' desire for efficient roadways and dynamic multimodal facilities. Survey In addition to the two workshops, an online MetroQuest survey allowed the community to provide feedback on what improvement types, specific projects, and guiding principles are most essential to creating a comprehensive mobility network in the City. Top 5 types of comments Travel habits 1. Congestion 2. Intersections 3. Speed/Safety 4. Bike Facilities 5. Sidewalks • Drive alone 82.39% • Carpool 8.52% • Walk 3.41% • All others less than 1% Survey • Over 900 Responses • 190 Comments • 274 Email Addresses Community Workshop #2 Presentation Community Workshop #2 Appendix 1 Outreach and Engagement Summary 73 City Department Interviews Each City Department provided feedback on action items, resources, and current projects that impact the transportation network. Economic Development and Community Redevelopment Agency • Coordinate on Complete Streets opportunities with prioritized brownfield sites and neighborhoods revitalization strategy areas (NRSAs) • Involve in project review process • Identify opportunities with Community Development Block Grants (can be used for bus stops and sidewalks) • Update and map low and moderate income areas • Coordinate with public health initiatives Emergency Management • Coordinate annually to discuss travel times • Map evacuation routes and coordinate on potential Complete Streets projects on these corridors • Coordinate on per -incident plans and street changes • Involve with designs that may involve narrower lane widths, medians, smaller turn radii, roundabouts, traffic calming • Partner with for public workshops and educational outreach • Consider needs with development review o Front parking needs to be available, less than 200 feet away and high- rise sites need pre -planning o Re -enforce sidewalks for outrigger support 74 Complete Streets for Clearwater Implementation Plan Parks and Recreation • Provide list of projects annually • Review 30% plans • Development Review Committee feedback on select projects • Implement trail connections to parks (Morningside Recreation Trail to Duke Energy Trail, McMullen to Tennis Complex) • Update Bicycle/Pedestrian Master Plan • Focus on landscaping maintenance (required space for healthy trees in the right-of-way) and provide flexibility in types of landscaping • Line up pedestrian crossings • Implement wider sidewalks (+6 ft.) Police Department • Coordinate annually to discuss travel times • Involve with designs that may impact response time involve traffic calming specifically speed humps (look to include speed cushions) • Coordinate to understand safety hot spots particularly schools Solid Waste and Recycling • Involve with designs that may involve narrower lane widths, medians, smaller turn radii, roundabouts, traffic calming • Coordinate if SR 60, Drew Street, or Old Coachman Road are changed. Look at no right turn on red at Drew Street and Old Coachman Road • Review a traffic calming map to identify issues • Consider partnering with Dunedin in future use stations • With street design include mountable curbs, t -turns, cul de sacs, aprons, speed humps/tables with straddling (speed cushions) • Landscaping maintenance for trucks Traffic Operations • Coordinate on projects on the front end • Planning & Development to review FDOT and Pinellas County plans • Review 5 year list of resurfacing projects for Complete Streets opportunities • Review subdivision and access management standards to reduce driveways • Amend policy requiring 51% support by neighbors prior to installing new sidewalks Stormwater and Utilities • Tie streetscaping projects in with utility projects • Create centralized list of projects and provide to Planning & Development • Include Planning & Development and Economic Development in project scope meetings • Examine Complete Streets opportunities with right-of-way permits through land development review and options for privately funded improvements • Designate point person for stakeholder meetings and inter -agency coordination • Education on planning design guidance Appendix 1 City Department Interviews 75 Design Standards and Plans City of Clearwater Context Zones Urban Urban Urban Urban Residential General Edge Core FDOT Context Zones Special Districts/Considerations: • US 19 • Industrial Areas 76 Complete Streets for Clearwater Implementation Plan NACTO Urban Street Design Guide NACTO guides are supported by the FHWA in designing safe multimodal facilities. Most of the recommended treatments are either supported by or not impeded by the Manual for Uniform Traffic Control Design standards (MUTCD). This toolbox of strategies and tactics enables practitioners to employ strategies that make streets safe, livable, and lively. This guide includes tools on every mode of transportation and specific intersections design elements. NACTO Urban Bikeway Design Guide The Urban Bikeway Design Guide is designed to create unique solutions for every kind of urban street. The guide provides three levels of guidance: required, recommended, and optional. The guide also includes strategies for all bicycle user ages and abilities. NACTO Urban Street Stormwater Guide The Urban Street Stormwater Guide provides best practices for sustainable stormwater management within the right-of-way. The guide was developed by public works, transportation, and water departments to provide policy and program strategies on green infrastructure, innovative street design, performance measure of streets, and site design for bioretention facilities. NACTO Transit Street Design Guide The Transit Design Guide provides design guidance for transit facilities and transit service on City streets. Transit design goes beyond enhancing transit stops and involves creating transit friendly intersections and travel lanes and implementing smart technology to enhance rider quality. Florida Department of Transportation Design Manual (FDM) The FDM establishes geometric and design criteria for the FDOT projects. The FDOT context classification guide defines eight context classifications that define various built environments. Each context has specific transportation and land use characteristics, development patterns, and design criteria that guide the planning of roadway design elements. Different street elements are essential to different built environments, such as urban and suburban. This context -based approach ensures that user needs and transportation functions are incorporated into the planning process. AASHTO A Policy on Geometric Design of Highways and Streets (AASHTO Green Book) The AASHTO Green Book is a comprehensive reference manual that provides guidance for planning, education, and administrative efforts in formulating street design standards. The current 2018 edition specifically addresses geometric design elements of highways and streets. OP IN'S • Un Street Stormwater Guide Urban y Bikeway Design Guide Appendix 1 Design Standards and Plans 77 APPENDIX US Department of Transportation, Federal Highway Administration: Achieving Multimodal Networks: Applying Design Flexibility and Reducing Conflicts This Federal guidebook supports practitioners on transit access, road diets, and intersection design. The goal of this guide is to provide creative solutions that help practitioners reduce multimodal conflicts, enhanced network connectivity, and apply design flexibility. Institute of Transportation Engineers (ITE) Designing Walkable Urban Thoroughfares: A Context Sensitive Approach The ITE guidelines are a context sensitive methodology for land use and building form and matching street elements and context zones. The purpose is to instruct practitioners in utilizing context -sensitive elements in Complete Streets designs. A thoroughfare type is also provided instead of the traditional functional methodology. ITE Implementing Context Sensitive Design on Multimodal Thoroughfares: A Practitioner's Handbook The 2017 update to the first ITE guide provides guidance on transitioning urban and suburban areas into walkable and multimodal communities. Understanding the project corridor and surrounding land context allows a community to link physical street elements to multimodal goals and policies. MUTCD Green Book The MUTCD is published by the Federal Highway Administration and defines the nationwide standards on traffic control device installation and maintenance on public streets, highways, and bikeways. In addition, it defines the standards for pedestrian and bicycle control signals, lane markings, and signage to ensure adequate space and warning is given to vehicular users. The MUTCD was updated in 2018 to include new technologies to better support connectivity, safety, and efficiency in the transportation network. 78 Complete Streets for Clearwater Implementation Plan WNW /III ir':, dt Manual on Uniform Traffic Control Devices 2009 Edition A Policy on Geometric Design of Highways and Streets Hot Spot Issues and Maps The Citywide MetroQuest survey taken by over 900 participants generated Hot Spot Maps. The survey gathered input on five subject areas: congestion, intersections, sidewalks, speeding, and transit. Dots placed by survey users identified specific concerns or needs for improvements. Based on the maps, major hot spot corridors and nodes include Drew Street, Ft. Harrison Avenue, SR 60, US 19, and Downtown Clearwater. Congestion Intersections • Heavy congestion on east -west roadways • Congestion during rush-hour • Congestion from beach traffic • Dark, unlighted intersections • Need crosswalks • Long traffic lights • Need better synchronized signals • Accidents at on/off ramps and frontage roads • Dangerous intersections for pedestrians Sidewalks •• •• .• • • • • • • • •=•••Mr Am% • i 4 • . • I, • • • •1• •• • • • • • • • • • • • • • M • • • i • General lack of sidewalks or gaps in sidewalk network • Uneven or broken sidewalks in need of repair • Sidewalks too close to the road - feels unsafe Appendix I Hot Spot Issues and Maps 79 Speeding •• . . • •• • ` •• • . • • •• • ,e • • �. • • • • .• • • . �i.. • .1 • . • • • • •• . • t . • • •• 10:74741.•;%1••:. • • • • • •I" .• • 1 • . •• 1 • • • s' 1 • Transit • • •• •. • • • • * • 80 Complete Streets for Clearwater Implementation Plan • Speeding on Drew Street and SR 60 • Need traffic calming measures • Speeding vehicles deter residents from bicycling and walking • Buses do not go where residents want to go • Bus trips take too long • Make bus trips more direct and faster • Increase frequency of routes • Add bus shelters at stops • Park and ride for the beach