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CLEARWATER BEACH PARKING STUDY NOVEMBER 1984 Clearwater Beach Parking Study November 1984 ~".' ~'7' ~ '.' :'~:::'_-'---~'~~-~':'.1"!.'''':?'> i.~~~'f'T~''r';-'~?''''''''~'""'''C:-::-'-~f;'~t'77''_':/i;''~_~<0~i:c.'='!_.~,ff,~.~}~?;""~:i,:;C'C"~'''->':{~!3:"'~;:Lc>7;;,Y~~:0-T"'~-r":>~1,,c}'(}Tr:~::",':":':-~",,},.':"::);,~i,'~.'-{:?:;l';;:;:(l/;~'7",~:;~~J!!~-l;'>}~~:;:~"'i~<<;,,., . . ~ilIl!!Mi';~ .it5}~ I I I I I !I I I I I I I I I I I i , I I I I IJ t ,r,,\ ~~' N '" ~. 't l;c< CLEARWATER BEACH PARKING STUDY NOVEMBER 1984 PREPARED BY : PBsj Post, Buckley, Schuh Be Jernigan, Inc. . . CONSUL liNG ENGINEERS and PLANNERS C:"'i:'~'2;,"!r,:':;id":')::,:,,,:(.~(){~;ttgilf:>'lf?~kN.,"fl#:i:f~~~>:"'i"'''*~W':'; I I I I I I I I I I I I I I I I I I I Clearwater Beach Parking Study November 1984 Clearwater Beach A vision & Strategy Forward to 2001 Clearwater Beach Strategies for revitalization Final Draft (One City One Furture) Comprehensive Plan Elements Evaluation & Appraisal Report June 1985 Comprehensive Plan 1995 Comprehensive Plan Elements Evaluation & Appraisal Report Addendum October 17, 1996 Clearwater Bluff to Beach Guide way Reconnaissance Study September 2001 Island Estates Neighborhood and the City of Clearwater September 19,2002 Beach Fa9ade O'Neil Planning & Design Services, Inc. Beach Walk District Traffic Study April 12, 2001 The Plan for Downtown Clearwater October 1997 North/South Greenwood Infill Study February 1995 Clearwater Neighborhood Housing Services Program Report Henry Moore Contract Harbor Oaks Historic & Architectural Survey & Preservation Plan Land Development Code Revised 1997 I I I ! I I I I I I I I I I I I I I, I I I CLEARWATER BEACH PARKING STUDY NOVEMBER 1984 PREPARED BY : Pss.i Post, Buckley, Schuh & Jernigan, Inc. . . CONSUL liNG ENGINEERS and PLANNERS I I I I I I I I I I I I I I I I I I I TABLE OF CONTENTS TITLE PAGE Introduction 1 1 3 10 15 16 20 Background Beach Parking Questionnaire Beach Parking Lot Usage Characteristics Accident Characteristics 1983 Recommended Transportation Improvements Public and Agency Comments on the 1983 Recommended Transportation Improvements Short-Term Recommendations 22 23 26 Long-Term Recommendations Appendix A TRANS5:9/GD - i - I I I I I I I I I I I I I I I I I I I CLEARWATER BEACH PARKING STUDY INTRODUCTION The major tasks of this study were to make suggestions for short-term and long-term implementation strategies in support of the Clearwater Beach Transportation Study, and to analyze parking supply and demand on Clearwater Beach. The Clearwater Beach Transportation Study Report, November 1983, was used as a starting point for this study. Additional information on related trips such as beach visitor characteristics, parking lot utilization and public input on the Clearwater Beach Transportation Study Report were included in this current study. Several meetings were held with the Beach Islands Traffic Committee and other local citizens. Comments from those meetings and from several City of Clearwater departments have been used to modify the plan that was proposed in the 1983 Clearwater Beach Transportation Study Report. Study of night beach parking and rowdyism are not a part of this report. Those elements are part of a different study and at the present time the solution that has been effected is a permanent pol. ice beach patrol to be funded by an increase in the hourly parking during the day from 30 cents to 50 cents and a fee of $1.00 to park in beach lots from 7 p.m. to 2:30 a.m. BACKGROUND The Clearwater Beach area has long been an attraction for a large number TRANS5:9/GD - 1 - I. I I I I I I I I I I I I I I I I I I of visitors because of its mild weather, scenic beaches, numerous restaurants, and shopping amenities. Clearwater Beach has survived hurricanes and the crush of people and cars to remain a location that still attracts visitors by the hundreds of thousands. Because of the attractiveness of the location and the physical limits of the area, the number of visitors often exceeds the capacity of the roadway network and the capacity of the parking facilities to create a jammed condition which results in delays~ long travel times and severe traffic congestion. Visitors using by other modes of travel, such as bicycl ists and pedestrians, also have less than ideal conditions because the transportation network gives them almost no special consideration. The transportation problems associated with Clearwater Beach have been a local concern for many years. This study is one of the many steps that have been taken by the local citizens and the City of Clearwater to address the transportation problems. The purpose of this study is to focus on the parking impact of implementing .the Clearwater Beach Transportation Study, and to make other recommendations for design implementation, as appropriate. The Clearwater Beach study area encompasses approximately 350 intensely- used acres. The existing roadway network is significantly overloaded on peak days and motorists on those days experience considerable delays. Much of the congestion is associated with the junction of Memorial Causeway with Coronado Drive and Mandalay Avenue with bottlenecks created by the restricted capacity on Memorial Causeway, which are exacerbated by opening the draw span. The TRANS5:9/GD - 2 - I I I I I I I I I I I I I I I I I I I intersections and roadway links in this immediate area have significantly less capacity than the demand volume on high traffic days. In the study area, there are 1,471 off-street parking spaces and 264 on- street metered parking spaces for a total of 1,735 public parking spaces. With the recent opening of the Sand Key Park, an additional 400 public spaces are provided immediately south of the study area across Clearwater Pass. The system generally provides adequate parking capacity on off-peak days, but on peak days the parking demand exceeds the supply. Transit service is provided by the Pinellas Suncoast Transit Authority. Two routes connect the beach area with the mainland. Another route, the Jolly Trolley, provides internal service within the study area. Bicycle accommodations consist of a bike route on the sidewalk on Memorial Causeway, a bike route marked on the sidewalk on Mandalay Avenue, and a bike route marked on Bayshore Boulevard. Currently, the Traffic Engineering Department is re-evaluating its policies and is deleting bike route signage on sidewalks. BEACH PARKING QUESTIONNAIRE In order to assess the needs and travel patterns of persons parking in Clearwater Beach lots during the day, a short questionnaire interview was conducted by the City of Clearwater during weekdays and weekend days in July 1984. While the project did not specify a perfectly random sample with high TRANS5:9/GD - 3 - I I I I I I I I I I I I I I I I I I I statistically accurate results, the survey does characterize users of the beach parking lots. A total of 129 interviews were conducted, with 84 interviews conducted on weekdays and 45 conducted on weekends. The results indicate that there is no significant differences between weekday and weekend users, so only the total responses are noted below. The interviews were conducted in the Gulf View lot, Pier 60 lot, Rockaway lot and Avalon/Kendall lot. A copy of the survey is included in Appendix A. A. Mode of Travel to Clearwater Beach The first question asked how the interviewee traveled to the Clearwater Beach parking lot. The responses were: Private car = 78.3% Foot = 19.4% Bicycle = 0.8% Bus = 1.5% Airport Limousine = 0.0% 100:0I These responses indicate that the largest segment of interviewees drove and the next largest segment walked to the Cl earwater Beach park i ng lots. It was presumed that persons who reported that they arri ved on foot were primari ly guests at nearby motels. Less than two percent rode on a bus and less than one percent rode a bicycle. B. Origin of Clearwater Beach Trip TRANS5:9/GD - 4- I I I I I I I I I I I I I I I I I I I The second question asked the origin of the trip to Clearwater Beach. The responses were: Clearwater = 30.5% Pinellas (non-Clearwater) = 34.4% Hillsborough = 9.4% Pasco = 6.2% Other = 19.5% 100.0% A total of 64.9 percent came from either Clearwater or Pinellas County. A total of 15.6 percent came from Hillsborough and Pasco Counties and 19.5 percent came from other locations. Almost two- th i rds came from Cl earwater or Pine 11 as County. The percentage of respondents citing "other" as their point of origin is nearly identical to the number of respondents who were assumed to be motel guests, based on their answer to Question 1. C. Duration of Parking The third question asked how long did the interviewee plan to leave the vehicle in the parking space. The responses were: Accumulative Hours Percent 1 or less' 13.7 2 or less 40.2 3 or less 68.6 4 or less 86.3 5 or less 96.1 6 or less 100.0 TRANS5:9/GD - 5 - I. I I I I I I I I I I I I I I I I I I The weighted average stay is 2.95 hours. These results indicate that the parkers do not stay all day, but instead stay for an average of slightly less than three hours. The maximum time 1 imit on the meters at the interview locations is five hours, and approximately 96 percent of the interviewees did not exceed this maximum time limit. O. Maximum Time Limit on Parking Meters The fourth question asked if the maximum total time limit on the parking meters should be increased. The responses were: No = Yes = Undecided = 55.1% 39.3% 5.6% 100:0% The maximum time limit at the survey locations is five hours (30 cents per hour), and the average stay noted earlier is approximately three hours. The majority of the interviewees were satisfied with the maximum time limit. No clear indication of a need for change can be construed from responses to this question. E. Purpose of Tri~ The fifth question asked the purpose of the trip to Clearwater Beach. The responses were (more than one response allowed): TRANS5:9/GO - 6 - I I I I I I I I I I I I I I I I I I I Beach = 100.0% Restaurant/Bar = 48.1% Shopping = 16.3% Fishing = 0.8% Other = 3.9% All interviewees said they came to visit the beach, and additional purposes included visiting a restaurant or bar, shopping and other purposes. Therefore, in addition to visiting the beach, 64.6 percent of the interviewees also visited a restaurant/bar or went shopping. The indication of multi-purpose trips supports a conclusion that beach businesses require fewer private parking spaces than would businesses located elsewhere in the City. F. Frequency of Visit to Beach The sixth question asked how often the interviewees visited Clearwater Beach. The responses were: Once per week = 19.4% Twice per week = 16.3% Three times per week = 8.5% Four times per week = 2.3% Once per month = 22.5% Twice per month = 7.7% Once per year = 10.1% Other = 13.2% Total = 100.0% A total of 46.5 percent of the interviewees say they visit the beach at 1 east once per week. Wh i 1 e there are no other stud i es to compare these results with, the frequency appears unusually high. But the results also indicate that slightly over 40 percent visit TRANS5:9/GD - 7 - I I I I I I I I I I I I I I I I I I I the beach in a frequency range of once every two weeks to once every year. So it appears that a portion of the interviewees frequently visit the beach and the remaining portion are infrequent visitors. G. Vehicle Occupancy The seventh quest i on asked how many passengers were there in the vehicle. The responses indicated that there is an average of 1.53 passengers per vehicle, or a total of 2.53 persons (passengers plus driver) per vehicle. This occupancy rate is typical for this type of trip. H. Frequency of Visiting Beach Area The eighth question asked how often the interviewee frequented beach area restaurants, shops or businesses. The responses were: Often (4-7 times/week) Frequently (1 time/week) Seldom (1 time/month ) Hardly ever/never = 15.5% = 20.1% = 45.0% = 19.4% 100. 0% This question overlaps with Question 6 because both questions ask about frequency of visits to the beach area, or businesses in the beach. The results of Question 8 appear to generally confirm the trends noted in the earlier question. TRANS5:9/GD - 8- I I I I I I I I I I I I I I I I I I I I. Awareness of Bus Service The ninth question asked the interviewee if they were aware of the bus service between the beach and the mainland. The responses were: Yes = 53.5% No = 46.5% 100.0% The affirmative response appears to be high when compared to the less than two percent that rode a bus. It also indicates that, even with "perfect" (i.e. 100 percent) awareness of bus service, transit ridership would not be expected to increase enough to make a substantial change in the parking demand. But transit service, has a high visibility and is frequently mentioned in the newspaper, which may account for the high yes response. J. Renovate Mandalay Avenue Business District Question 10 asked if the interviewee would like to see the Mandalay Avenue business district renovated with trees, planters, benches, etc. The responses were: Yes = 92.2% No = 7.8% 100.0% This response is expected because no financial obligations (such as increased taxes, etc.) were attached to the renovation. TRANS5:9/GD - 9- I I I I I I I I I I I I I I I I I I I K. Suggestions and Comments The last question was open ended and asked for any suggestions for solving the parking problems on the beach. The responses were: No comment = 90.6% Meters too expensive = 3.9% More parking = 2.3% Garage = 0.8% Bike Paths = 0.8% Lift Curfew = 0.8% More time on meters = 0.8% 100. 0% The high percentage of uno comment" was a surprise. It was assumed that the percentages for the suggested improvements would have been much larger. Perhaps the beach visitors accept a relatively large demand for parking spaces and limited number of spaces as part of the conditions associated with an attraction such as the beach. BEACH PARKING LOT USAGE CHARACTERISTICS There are 1,471 off-street metered parking spaces and 264 on-street metered parking spaces. The locations of the off-street lots are shown in Exhibit 1, and the number of parking meters at each location, average annual revenue per meter, average revenue hours per meter per day and the rates and maximum time limits are noted in Table 1. The average annual revenue per meter varies from slightly less than $100 to more than $500. The actual utilization of the meters (average revenue hours per meter per day) varies from less than one hour to almost five hours, and the average is 3.71 revenue TRANS5:9/GD - 10- -~--- I , , , , , , , I C7\ " iUaSS PBsJ Post, Buckley, Schuh & Jernigan, Inc. . , CONSULTING ENGINeERS Md PLANNERS -11- 1. MARINA 2. PIER eo 3. GULF VIEW 4~ CIVIC CENTER 5.MANDALAY 8. MANDALA Y 7. ROCKAWAY -8. .~ VALON/KENDALL 9. BAY ESPLANADE . CLE.ARWATER BEACH PARKING LOTS EXHIBIT 1 I I I I II I I I I I I I I I I I I I I hours per meter per day~ The locations that have the highest utilization are the Pier 60 lot (4.72) and the Marina lot (4.70). The lots along Manda1ay Avenue and Gulf View Boulevard generally also have a high utilization (4.57, 4.09 and 3.41 respectively), and the lowest utilization occurs in the far north end of the study area (2.22 and 0.89), and the Civic Center lot (2.09). The uti1 ization of the beach parking spaces is significantly different from typical urban CBD parking facilities, because the typical CBD trip purposes and respective parking durations are different. For example, in the City of Tampa, the average work trip utilizes a parking space for over seven hours and the average business trip or shopping trip utilizes a parking space for just over one hour. Urban CBD parking facilities generally have re1 ative1y high uti 1 izations because the 1 argest parking faci 1 ity user is a work trip which has a relatively long duration. The average weekly revenue by month is shown in Exhibit 2. The revenue from the mainland remains relatively constant throughout the year while the beach meters reach a low in January, and a high in July. The revenue is the highest March through August and the lowest September through January. The de.mand for the parking meters is the highest during the weekends of the peak season. Mainland residents look to the beach for outdoor recreation on the weekend. The peak usage is during the midday hours when the visitors want to enjoy the sun. This peak weekend demand for parking often exceeds the parking supply. There is also a latent demand that is not observed on the peak season weekends. Some potential beach visitors do not visit the beach because they perceive that the frustration of trying to find a parking place TRANS5:9/GD - 13 - I I I I I I I I I I I I I I I I I I I exceeds the benefit they derive from visiting the beach, so they do not make a visit to the beach. If there were more parking available, they would make the" visit to the beach. ACCIDENT CHARACTERISTICS The list of high accident locations in Clearwater for 1983 was examined to determine if there were high accident locations in the study area. The high accident locations are defined by the City of Clearwater Traffic Engineering Department as having ten or more accidents in 1983. Of the 70 intersections that are on the list, the intersection of Coronado/Gulf View is number 68. It had ten accidents in 1983 with no fatalities. This intersection was also near the bottom of the high accident list in 1982. Prior to 1982, the intersection had six accidents per year in 1981 and 1980. Some conclusions can be drawn from the data regarding the parking system and its users: 1. Use of the beach parking is highly related to the weather, and is almost entirely oriented to recreational use; ,2. About 20 percent of the beach users are motel guests or beach residents who don't use the parking system; 3. Over 60 percent of the beach users will also use a restaurant, or bar or go shopping; TRANS5: 9/GD - 15 - I I I II I I I I I I I I I I I I I I I 4. No significant negative comments were received about either the parking system or its operation; 5. Streetscape improvements would be overwhelmingly favored by beach users; 6. Transit does not appear to be a viable alternative for beach access. 1983 RECOMMENDED TRANSPORTATION IMPROVEMENTS A draft set of transportation network improvements. were taken directly from the Clearwater Beach Transportation Study Report, November 1983. Changes have been made in those report recommendations after reviewing the parking lot usage analysis, accident characteristics analysis and input from the governmental agencies and private citizen groups that have been involved in this study process. The primary objectives of the 1983 Clearwater Beach Transportation Study were: 1. improve traffic circulation, 2. increase public transit usage, 3. increase the use of bicycles, and 4. improve pedestrian facilities. 5. improve aesthetics of Clearwater Beach, specifically in the Mandalay Avenue Business District. TRANS5:9/GD - 16- I I I I I I I I I I I I I I I I I I I The major 1983 recommendations were (see Exhibit 3): 1. Mandalay Avenue from Acacia Street south to Marianne Avenue. Convert the existing roadway cross-section to provide a sidewalk, parking/landscaping area, parallel parking area, bicycle lane and one traffic lane in each direction. A center lane would be a cont i nuous 1 eft turn 1 ane to be used by northbound and southbound left turning vehicles. 2. Coronado Drive between Causeway Boulevard and Gulf View Boulevard Widening the existing 48 foot wide street on the west side to 65 feet to provide bike lanes on each side, two southbound traffic lanes and three northbound traffic lanes. The signalized intersection at Causeway Boulevard would be redesigned' to permit three lanes to turn eastward onto Causeway Boulevard. The three lanes would then merge into two lanes before reaching the Causeway bridge. A separate southbound turning lane with storage for four to six vehicles would be provided at the entrance to the Pier 60 parking lot. 3. Gulf View Boulevard between the Pier 60 lot and the south end of the beach parking The existing street would be redesignated as two lanes southbound, one lane northbound and a northbound bike lane added. All northbound left turns would be prohibited along this portion of Gulf View Boulevard and northbound traffic bound for the beach parking lot be instructed to use Coronado Drive, with beach access for northbound vehicles limited to Fifth Street and Third Street. The intersection of Gulf View Boulevard at both Fifth Street and Third Street should be signalized in order to provide a safe ingress and egress for both pedestri ans and vehicles from the beachfront area. Gulf View Boulevard and Coronado Drive would remain two-way streets but northbound traffic from Clearwater Pass would be signed to State Road 60 by way of Coronado Dri ve and southbound traffi c from State Road 60 would be signed to follow Gulf View Boulevard. 4. Gulf View Boulevard between Hampton Drive and Bayview Boulevard Northbound traffic to State Road 60 would be signed along Coronado Drive. A separate northbound right-turn lane would' be provided on Gulf View Boulevard at Hamden Drive. 5. Coronado Drive between North Gulf View Boulevard and Hampton Drive Coronado Drive would be converted to two lanes with a center left- turn lane at Fifth Street, Third Street, and First Street. TRANS5:9/GD - 17 - I ~ !Illl @) ...... .. .~ , , I , , I I I, (7\ I I ""ass LOCATIONS OF MAJOR 1983 . . RECOMMENDA TIONS PBsJ Post, Buckley, Schuh II Jernigan, Inc. . . CONSULTING ENGINEERS and PlANNERS -18- EXHIBIT 3 I. I I I I I I I I I I I I I I I I I I 6. Intermoda1 Transfer Station As a means of reducing the quantity of circulating vehicles on the beach during peak days and as the most ideal location to provide more parking convenient to the transit, bike and pedestrian ways, an intermoda1 transfer station at the civic parking lot between the Memorial Civic Center and Howard Johnson's Restaurant, opposite the City Marine Building should be considered. Additional parking could be provided on up to three parking deck levels above or adjacent to the transit station. 7. Transit Service The number and frequency of "Jo11y Trolley" vehicles should be expanded and pull-out stop stations be designated along the route. The transit system should loop through the intermoda1 transfer station. Public transit service between the mainland and the beach would be expanded, connecting public parking lots on the mainland to the proposed intermoda1 transfer station. 8. Monitor Traffic Volumes Traffic volumes to and from the beach should be continuously monitored in order to determine at any time the total number of vehicles on the island. This information will allow City transportation officials (both engineering and enforcement) to be alerted when peak traffic demands threaten to overload the traffic carrying ability of the island street system. By implementing special traffic control strategies prior to the overloading actually occurring, the extent and consequences of traffic overloading could be minimized. It is very important to note that the above proposed improvements are not intended to present a set of solutions that provide maximum beach access to a 11 beach vi s itors. The recorrmendat ions are a compromi se and on peak days there will still be traffic congestion. To solve all peak day traffic problems would require improvements (such as six-1aning Manda1ay Avenue) that would be very expensive and would destroy the character of Clearwater Beach. The recorrmendations solve some of the major problems (such as providing an additional lane for traffic exiting off the beach via Coronado Drive), but there will still be some traffic delays on peak days. TRANS5:9/GD - 19 - I I I I I I I I I I I I I I I I I 'I I. PUBLIC AND AGENCY COMMENTS ON THE 1983 RECOMMENDED TRANSPORTATION IMPROVEMENTS Many comments were received from the public and various Clearwater agenc i es in reference to the 1983 recommended transportation improvements. The major comments included: 1. Leave Mandalay Avenue as four lanes If Mandalay Avenue is changed to one through lane in each direction with one center turn lane, the capacity is reduced and the numerous delivery trucks that unload on Mandalay Avenue will block the one through lane. Many of the local merchants prefer to keep the existing two through lanes in each direction so that when the de 1 i very trucks were stopped on Manda 1 ay Avenue mak i ng de 1 i veri es, there would still be one through lane in each direction. The proposed bikeways on both sides of Mandalay Avenue could be put on another street because the extra through 1 anes uti 1 i ze the space that would. be taken by a marked bikeway. The City of Clearwater Traffic Engineering Department recommends that the four lane cross- section be: parking lane = 7 feet, through lane = 14 feet, middle lane = 11 feet, and then the same dimensions for the other direction of travel. The additional width in the 14 foot through lane provides space for a car to overtake a bicycle. Based on the Pinellas Urban Area Transportation Study capacity values, the four lane cross-section has approximately 38 percent more capacity than the three lane cross-section. 2. Reversible lane on Gulf View Boulevard. It was suggested that Gulf View Boulevard could be converted to one lane in each direction plus a reversible lane (direction of travel in lane would change so that the direction of travel in the reversible lane was always in the direction of the largest traffic volumes). While this concept has some advantages, it is felt that the recommended plan is safer, less costly and provides approximately the same capacity. The 1983 Recommended Plan has two lanes southbound (the same as the reversible plan) and has two lanes northbound (when Coronado Avenue is used in combination with Gulf View Blvd.). This is equivalent to the two northbound lanes in the reversible plan. 3. Install more traffic signals on Mandalay Avenue to slow traffic to allow safer pedestrian crossings. TRANS5:9/GD -20- I I I I I I I I I I I I I I I I I I I While adding traffic signals would provide more safety for pedestrians crossing Manda1ay Avenue, it would probably cause considerable delay to vehicles on Manda1ay Avenue. An alternative solution would be to install traffic signals midb10ck at pedestrian crossings and have the signals actuated by pedestrian push buttons. This alternative would only stop vehicles on Manda1ay when pedestrians activate the signal. 4. Public restrooms should be provided on Manda1ay Avenue. Providing public restrooms on Manda1ay Avenue is not part of this study, but it appears to be a conment that should be considered by other studies planning improvements on Manda1ay Avenue. 5. The exact type of landscaping has not been determined but this concern is noted and will be considered. 6. The loss of par-king spaces in the recommended plan may be significant and should be reconsidered. Approximately 47 parking lot and parallel parking spaces will be lost with the recommended plan. The total number of existing spaces is 1,735. Therefore the loss in parking spaces is 2.7 percent. The loss in parking spaces occurs throughout the study area, so no one location should have a severe negative impact due to the loss in parking. 7. Speed bumps should be placed on Manda1ay Avenue to keep motorists from speeding. Whi 1 e speed bumps may prevent motori sts probably reduce the overall travel considerable congestion may occur for all is to provide more law enforcement. 8. Provide tunnels under Manda1ay Avenue for pedestrian crossings. from speeding, they would speed excessively and motorists. An alternative This alternative is very costly because of the relatively high water table and drainage pumps that must be incorporated into the design. It is therefore not considered a viable alternative. 9. The driveway width reductions on Mandalay Avenue may not allow the entrance and exit of delivery trucks. The driveway width reductions will be designed to allow delivery truck ingress and egress. TRANS5:9/GD -21- I II I I I I I I I I I I I I I I I I I 10. This is a very high cost solution ($5 million to $15 million) and for that reason it is not considered a viable alternative. SHORT TERM RECOMMENDATIONS The basic plan that was recommended in the November 1983 Clearwater Beach Transportation Study is recommended as a short term solution to some of the transportati on system problems on Cl earwater Beach. Based on the comments from the public and private sector, it is recommended that the 1983 plan be modified so that Mandalay Avenue is not converted to one through lane in each direction plus one center turn lane, but instead remain as two through lanes in each direction. The proposed bikeway on both sides of Mandalay Avenue should be placed on another street (e.g. Poinsettia Ave.). Special considerations should be given to landscaping that: 1) will minimize the blockage of ex i st i ng bus i ness signs, 2) wi 11 not block the vi ew of oncomi ng traffic for vehicles exiting the cross streets, and 3) will survive the harsh environmental conditions on Mandalay Avenue. Pedestrian traffic signals should also be installed at critical mid-block locations. A detailed report on the streets cape study is forwarded under separate cover. The streetscape report details recommendations for the phasing and cost of the plan implementation. Based on the beach parking lot user questionnaire, it is known that 64 percent of visitors utilizing the public beach lots also make a shopping, TRANS5:9/GD -22- I I I I I I I I I I I I I I I I I I I restaurant/bar trip.. Therefore, some of the parking that is required by zoning ordinance for the beach businesses is being supplied by the public beach parking lots. The proposed City of Clearwater land development code would decrease the required number of commercial parking spaces to 50 percent of the currently-applicable requirements. This reduction appears appropriate for Clearwater Beach since a large majority of the business patrons utilize the public beach and the public beach lots. LONG TERM RECOMMENDATIONS Assuming that the demand for access to Clearwater Beach will continue to grow in the future, more parking spaces must be provided. An efficient alternative for meeting that demand is to provide a multi-level garage between Causeway Boulevard and Marianne Street by the Memorial Civic Center. This location is desirable because it would intercept traffic before it got on the maj or C1 earwater Beach roadways. Th i s wou 1 d great 1y reduce the prob 1 ems associated with vehicles circulation on the roadway system as they look for parking spaces. Existing transit service could be interfaced with the parking garage so that visitors could travel up and down Clearwater Beach without their car once they park in the garage. While no detailed feasibility study has been conducted for a new parking garage at the Civic Center, some cursory assumptions may be made to estimate construction cost and expected revenue. It is assumed that a new garage would have approximately 124 spaces (double the existing number of surface parking spaces at this location). The average construction cost per parking space for TRANS5:9/GD -23- I I I I I I I I I I I I I I I I I I I recent Clearwater parking garages is approximately $4,200 per space. Therefore, a 124 space garage would cost approximately $520,800 to construct. / The expected total yearly garage parking revenue was determined to be slightly \ over $50,000 (assume 124 meters, 3.71 revenue hours per day per meter, and a rate of 30 cents per hour). Based on these assumptions, the garage would not be financially feasible. Even if the garage would not pay for itself, the revenue from the remainder of the parking system may be sufficient to support the proposed garage. A detailed study is needed to determine the viability of the proposed garage as related to the future revenue of the tota 1 park i ng system. A disadvantage of a garage at this location is that it will be one of the first visual impressions that a visitor has of Clearwater Beach, and the visual scale of the garage may be larger than the surrounding buildings. But with attention to architectural treatment, the visual disharmony of the garage could be minimized. An a 1 tern at i ve to prov i ding add i t i ona 1 park i ng is to keep the park i ng supply at the current level. This assumes that traffic congestion and delays will increase if parking demand continues to increase. On the surface, this does not appear to be a desirable alternative because as the traffic congestion and delays increase, the enjoyment of the persons using the beach will decrease with a resulting negative impact on Clearwater Beach. The beach as a recreation facil ity has more capacity than the current transportation system. However, residents know that the beach fills up rapidly on sunmer weekends, d i scouragi ng potential beach users. A 1 though the popu 1 at i on of the TRANS5:9/GD -24- I I I I I I I I I I I I I I I I I I ~ Clearwater urban area continues to increase, the limitations of parking supply are expected to dampen peak-day demand. The problems that the transportation system on Clearwater Beach are expected to address are, to some extent, common to all resource-based attractions. Within their popularity lies the potential for their decline. TRANS5:9/GD -25- r F I I I I I I. I I- I I. I , I I I- I: I I I = NUMBER BEACH PARKING QUESTIONNAIRE Good ~orning (afternoon), I am conducting a Beach Parking Survey for the City of Clearwater and the results will be used to propose improvements in the parking on Clearwa.ter Beach. The survey will take less than two minute~of your time. 1. What means of travel did you use to get to Clearwater Beach today? ---- private bus airport bicycle foot limousine car --- 2. Where did you start your trip to Clearwater Beach? Cl earwa ter Pi nell as Hillsborough Pasco ' Other 3. Approximately bow long do you plan to leave your vehicle in the parking space? 1/2 hour 1 hour specify (to nearest 1/2 hour, ~or example: 3-1/2 hours) 4_ . Should the maxim~m total time limit on the parking meters be increased? 5. no yes: if yes, how much more time? (specify, to nearest 1/2 hour) unoecided/don't know What is the purpose of your trip? go to restaurant/bar go fishing go tOh beaich . . . .__ . go s opp ng other (spec1 fy) How often do you come to Clearwater Beach? t1 mes /week, or time/month, or other (specify) How many persons were passengers in your vehicle on this trip? 6. 7. 8. passengers How often do you use the beach area restaurants, shops or businesses? 9. often (4-7 times/week frequently (1 x week) seldom (1 x month) hardly ever/never service between the beach and the Are you aware of bus mainland? yes no 10. Would you like to see the Mandalay Avenue business renovated with trees, planters, benches, etc.? Yes -No 11. What suggestions, if any, do you have for Solving the parking problems on the beach? Specify: district That's the end of the survey. thank you very much for your cooperation. Time: Date: