US 19 Pedestrian and Bicycle Safe Access to Transit Corridor Study

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1 US 19 Pedestrian and Bicycle Safe Access to Transit Corridor Study DRAFT Technical Memorandum #1 Baseline Conditions and Data Collection August 2016 Prepared for: FLORIDA DEPARTMENT OF TRANSPORTATION DISTRICT 7 (FDOT) Contract No: C 9B41, FAP No: A, FPN: N. McKinley Drive Tampa, FL PINELLAS COUNTY METROPOLITAN PLANNING ORGANIZATION (MPO) Contract No: ARA87 FPN: Court Street Clearwater, FL 3375

2 Table of Contents Section 1. Introduction... 1 Purpose of Study... 1 Study Area... 2 Report Organization... 2 Section 2. Summary of Historic, Existing, and Proposed Conditions... 4 Transportation Analysis... 4 Land Use Analysis Existing Corridor Land Use Future Corridor Land Use Plans and Policy Review Population and Employment Analysis Socioeconomic Analysis Crash Data Analysis Total Crashes Severe Injury Crashes Pedestrian and Bicycle Crashes Transit Activity Pedestrian and Bicycle Activity Section 3. Outreach Efforts Project Advisory Committee On Board Survey of PSTA Route Travel Characteristics Service Improvements On Board Survey General Conclusions PSTA Route 19 Operator Interviews Summary of Bus Operator Interviews US 19 Focus Group Workshops Section 4. Summary of Conditions Summary of Conditions by Corridor Segment Prioritized Tables for Future Design Input Priority #1: Public Safety Priority #2: Multimodal Mobility Priority #3: Travel Markets and Demand Priorities Identified for Future Design Considerations i

3 List of Tables Table 2 1: FDOT Work Program by Item... 9 Table 2 2: Multimodal Corridor Subcategory Intersections Table 2 3: Plans and Policy Review Summary Table 2 4: Top 20 Crash Intersections by Crash Frequency ( ) Table 2 5: Top Five Non transfer Bus Stop Boarding and Alighting Locations Table 2 6: Bike and Pedestrian Counts Table 3 1: Summary of Number of Transfers Table 3 2: Top Five One Transfer Pairs for 2012 and Table 3 3: Riders Transferring from Route 19 (2015) Table 3 4: Riders Transferring to Route 19 (2015) Table 3 5: Riders Transferring from Route 19 (2012) Table 3 6: Riders Transferring to Route 19 (2012) Table 3 7: Top 10 Trip Origins and Destinations Summary Table 4 1: Note Guide for Corridor Segment Tables Table 4 2: Pertinent Attributes by Segment for US 19 Transit Access Table 4 3: Pertinent Attributes by Priority for US 19 Transit Access Design Segments List of Figures Figure 2 1: Distribution of Existing Land Use Figure 2 2: Distribution of Future Land Use Figure 2 3: Pinellas Planning Council Transit Oriented Land Use Locations Figure 2 4: Projected Population and Employment Growth ( ) Figure 2 5: US 19 Corridor Mode of Transportation to Travel to Work Figure 2 6: Total Crashes by Year ( ) Figure 2 7: Total Crashes by Crash Type ( ) Figure 2 8: Total Crashes by Lighting Condition ( ) Figure 2 9: Total Crashes by Location ( ) Figure 2 10: Total Crashes by Month ( ) Figure 2 11: Total Crashes by Time of Day ( ) Figure 2 12: Annual Distribution of Severe Injury Crashes ( ) Figure 2 13: Severe Injury Crashes by Crash Type Category ( ) Figure 2 14: Annual Distribution of Fatal Crashes ( ) Figure 2 15: Fatal Crashes by Crash Type Category ( ) Figure 2 16: Annual Distribution of Pedestrian and Bicycle Crashes ( ) Figure 2 17: Annual Distribution of Severe Injury Pedestrian and Bicycle Crashes ( ) ii

4 Figure 2 18: Pedestrian and Bicycle Crashes by Lighting Condition ( ) Figure 2 19: Pedestrian and Bicycle Crashes by Location ( ) Figure 2 20: Pedestrian and Bicycle Crashes by Month ( ) Figure 2 21: Pedestrian and Bicycle Crashes by Time of Day ( ) Figure 2 22: Pedestrian and Bicycle Crashes in Relation to Existing Bus Stops Figure 3 1: Trip Origins Summary (2012 and 2015) Figure 3 2: Trip Destinations Summary (2012 and 2015) Figure 3 3: Bus Stop Access Mode Summary (2012 and 2015) Figure 3 4: Walking Distance to Access Bus Stop Figure 3 5: Bicycling Distance to Access Bus Stop Figure 3 6: Stop Egress Mode Summary (2012 and 2015) Figure 3 7: Walking Distance to Access Final Destination Figure 3 8: Bicycling Distance to Access Final Destination Figure 3 9 : Bus Stop Infrastructure Improvements Figure 3 10: Preferred Modifications for Route Figure 3 11: Preferred Split Locations for Route List of Maps Map 1 1: US 19 Corridor Study Area... 3 Map 2 1: Historically Signalized Intersections... 5 Map 2 2: Existing Signals and Interchanges... 6 Map 2 3: Planned Signals and Interchanges... 7 Map 2 4: FDOT Work Pogram Segments... 8 Map 2 5: Current Sidewalk Facilities Map 2 6: Current and Planned Trail Facilities Map 2 7: Existing and Proposed Bicycle Facilities Map Map 2 8: Cost Feasible 2040 LRTP Transit Plan Map 2 9: Coverage Priority 2040 LRTP Transit Pan Map 2 10: Existing Corridor Land Use Map Map 2 11: Future Corridor Land Use Map Map 2 12: Activity Center, Multimodal, and CRA/Special Area Boundaries Map 2 13: 2010 Population Density Map 2 14: 2040 Projected Population Density Map 2 15: Projected Percent Change in Population ( ) Map 2 16: Projected Absolute Change in Population ( ) Map 2 17: 2010 Employment Density Map 2 18: 2040 Projected Employment Density iii

5 Map 2 19: Projected Percent Change in Employment ( ) Map 2 20: Projected Absolute Change in Employment ( ) Map 2 21: Average Income per Capita Map 2 22: Percent of the Population Below the Poverty Level Map 2 23: Percent of the Population Age 65 and Over Map 2 24: Percent of Workers Walking or Biking to Work Map 2 25: Percent of Workers Using Public Transportation Map 2 26: Total Crashes by Intersection ( ) Map 2 27: Severe Injury Crashes ( ) Map 2 28: Concentrations of Pedestrian and Bicycle Crashes ( ) Map 2 29: PSTA Route 19 Transfer Locations Map 2 30: Route 19 Northbound Ridership Map 2 31: Route 19 Southbound Ridership Map 2 32: Route 19 Northbound Average Passenger Load by Bus Stop Map 2 33: Route 19 Southbound Average Passenger Load by Bus Stop Map 2 34: Pedestrian Count Locations Map 3 1: Route 19 On board Survey Origins and Destinations List of Appendices Appendix A: Crossing History Table Appendix B: FDOT 5 Year Work Program Appendix C: Corridor Sidewalk Maps Appendix D: PSTA System Map (2014) Appendix E: Route 19 On Board Survey Instruments Appendix F: PSTA Bus Operator Interview Questionnaire Appendix G: Summary of Input Received from Workshops iv

6 Section 1. Introduction Purpose of Study US Highway 19 (US 19) is the most heavily traveled arterial roadway in Pinellas County, Florida. It also carries Pinellas Suncoast Transit Authority s (PSTA) Route 19, the most heavily used transit route in Pinellas County. As part of the Florida Strategic Intermodal System (SIS), US 19 is a high priority facility of regional and statewide importance. Because of longstanding safety and congestion issues, Florida Department of Transportation (FDOT) District 7 has been making improvements to the US 19 corridor over time. Consistent with the Pinellas County Metropolitan Planning Organization s (MPO s) 2040 Long Range Transportation Plan (LRTP), these improvements include remaking large segments of the corridor into a controlled access facility 1 through northern Pinellas County. The MPO LRTP identifies transit improvements that include increased frequencies along the US 19 corridor and potential bus rapid transit (BRT) service. Funding for these improvements was contingent on approval of the Greenlight Pinellas referendum in Although voters did not approve the referendum, PSTA and the MPO still recognize the need for long term transit solutions on the corridor that can serve existing and future travel demand. PSTA s Route 19 serves as the northsouth spine for the transit network and provides regional transit connections to bus service in Pasco County to the north. Transit improvements, particularly premium transit service, could increase pedestrian and bicycle activity along the corridor by attracting more transit customers to US 19. One of the challenges moving forward will be addressing the needs of non motorized and transit users throughout the corridor. It is important to recognize the inextricable relationship between transportation access and land use patterns. With changes to the design and function of US 19, local jurisdictions have begun to consider and plan for land use changes that provide for a more economically sustainable and accessible corridor. The City of Clearwater recently completed its US 19 Corridor Redevelopment Study and is in the process of revising its land use codes to allow more intensive development at specific locations along the corridor. The City of Largo also has done initial planning to incorporate higher densities and land use changes to create key activity centers, such as the areas at the intersections of East Bay Drive and US 19. Additionally, the Pinellas Planning Council (PPC) has included Retail and Services, Employment, Activity Center, and Multimodal Corridor designations along US 19 in the Countywide Plan adopted in August These categories have the potential to help to encourage and support mixed use development. Balancing the various mobility demands along US 19 is necessary to ensure that all users have safe and reasonable access to the roadway. With the pending reconstruction of sections of the corridor in north County and the long term plan for transit enhancements, it is important to ensure that the multimodal needs of the corridor are addressed in the plans for these improvements. The information derived from this study will be used to demonstrate how the US 19 corridor could be configured to provide safe access for bicyclists, pedestrians and transit users and to identify how safety improvements can be incorporated in the planned US 19 configuration. Also, it is important to note that the findings of this study can be 1 F.S.S (7), Controlled Access Facility, means a street or highway to which the right of access is highly regulated by the government entity having jurisdiction over the facility to maximize the operational efficiency and safety of the high volume through traffic using the facility. 1

7 applied to the already completed or nearly completed design work for the reconstruction of US 19, which would allow the already planned projects to proceed as scheduled. Study Area As shown in Map 1 1, the US 19 corridor study area runs along US 19 from the Pinellas Pasco county line to north of the new Pinellas Park Transit Center located just south of the Shoppes at Park Place. A onemile buffer is shown, which is used as the corridor study area for inclusion in various levels of the analysis. Report Organization This technical memorandum documents areas of existing and potential future transit demand, crash data, socioeconomic data, population and employment data, existing and future land use data, and pedestrian activity to establish baseline conditions for the US 19 corridor. This information can then be used to inform future design decisions made about pedestrian and bicycle access to transit. This technical memorandum includes the three sections described below that follow the introduction. Section 2: Summary of Historic, Existing, and Proposed Conditions outlines the existing and proposed transportation, land use, and safety environment for this corridor. This information includes a history of crossing locations for US 19, a land use analysis, a survey of pedestrian activity, a crash data analysis, and maps illustrating both existing and planned multimodal facilities and constitutes the bulk of the technical information in this document. Section 3: Outreach Efforts summarizes pertinent feedback on transit received from the public to date, focusing on how bus service currently operates and how people access bus stops along the corridor. Discussions also focus on identifying priorities and concerns as they relate to transit access along US 19 from different stakeholders. Perspectives from bus riders, bus operators, residents, business owners, employees, landowners, students, community leaders, and local governments are reflected. Information presented to and feedback received from a Project Advisory Committee also is included in this section. Section 4: Summary of Conditions summarizes the information from Sections 2 and 3 in a form usable for upcoming scoping processes for design along US 19. This summary is organized by corridor segment geographically from north to south along the corridor and is included in a table for reference during the FDOT scoping processes. This information is provided in order of priority for segments where engineering design for reconstruction is upcoming. 2

8 Map 1 1: US 19 Corridor Study Area 3

9 Section 2. Summary of Historic, Existing, and Proposed Conditions Transportation Analysis US 19 has historically served as the main north south thoroughfare for Pinellas County. As the Orange Belt Railway extended into Pinellas County in the late 1800s, development began growing around the railroad depots. These early centers of development remain evident today in the main streets and historic town centers of Clearwater, Largo, Pinellas Park, Safety Harbor, Dunedin, Palm Harbor, Oldsmar, and Tarpon Springs. In the years following World War II, development in northern Pinellas County shifted towards lower density, suburban, auto oriented uses. Construction of US 19 began in the late 1940s and, by the 1970s, it had become the main highway through Pinellas County. As the highway evolved to become the main auto connection between Pasco and Pinellas counties and a primary road serving increased development in Pinellas County, traffic volumes along US 19 increased considerably. Beginning in the 1970s, US 19 began transforming from an at grade arterial into a gradeseparated freeway with the construction of some of the first of their kind single point urban interchanges at SR 60 and at Gandy Boulevard. Map 2 1 illustrates locations that had a signal along the highway from before reconstruction began in the 1970s through today. Currently, 31 of approximately 175 business access locations/intersections are signalized from the county line to 62 nd Ave N. Following reconstruction, frontage roads provided access to the retail businesses along the highway that once had direct access to the mainline highway. Crossing the highway on foot, which previously was possible almost anywhere, became only possible where overpasses or interchanges permitted it on reconstructed segments. The historical progress of this transformation is shown in Appendix A, which outlines crossing conditions by intersection as they existed in 1980, how they changed from 1980 to 1995 and again from 1995 to 2015 based on a review of aerial photos. The table also includes a description of how they are planned to change according to the most recent reconstruction plans and environmental approval documents. Map 2 2 shows the signalized and grade separated crossings as they exist today, and Map 2 3 shows the future crossings as planned in the MPO LRTP and scheduled in the FDOT Work Program. A list of US 19 projects that currently are scheduled in the FDOT 5 Year Work Program (Appendix B) are described in Table 2 1 and illustrated in Map 2 4. References to the Pinellas MPO Transportation Improvement Program (TIP) and LRTP are included in the table as applicable. Upcoming resurfacing projects along US 19 may offer the opportunity to revisit safety issues and propose possible solutions in those areas at a lower cost than for stand alone projects. As the corridor is reconstructed and evolves into more of a controlled access facility, vehicle and pedestrian crossing locations will become fewer and more concentrated. This will have implications for transit operations, as the only viable remaining stops will be at locations where provisions can be made for grade separated highway crossings. As the corridor transforms, changes to the supporting transportation network also are expected. Map 2 5 illustrates the existing sidewalk network that is included in Appendix C in greater detail. The existing and proposed trail network within northern Pinellas County, including several US 19 crossings, is included in Map 2 6. Map 2 7 illustrates existing and proposed bicycle facilities surrounding the corridor. The PSTA system map is included in Appendix D, and the 2040 LRTP transit improvements for both the Core Priority and Coverage Priority options are included in Maps 2 8 and

10 Map 2 1: Historically Signalized Intersections (1980) 5

11 Map 2 2: Existing Signals and Interchanges 6

12 Map 2 3: Planned Signals and Interchanges 7

13 Map 2 4: FDOT Work Program Segments 8

14 Table 2 1: FDOT Work Program by Item Seg. No. Item Number FDOT WP Description Type of Work Phase Name Funding Year Preliminary US 19 FROM S OF 2016 Engineering LIVE OAK ST TO N OF RESURFACING Environmental 2016 BRITTANY PARK BLVD Construction 2017 TIP/LRTP This segment is included in the Pinellas MPO TIP is listed as construction in 2016/17. 2 Not in WP US 19 FROM S OF LAKE ST TO PINELLAS TRAIL ADD LANES & RECONSTRUCT PLANNING NA TIP/LRTP This segment (Tarpon Ave interchange) is included in the Pinellas LRTP Cost Feasible projects for preliminary engineering in , and construction in TIP/LRTP US 19 FROM S OF TIMBERLANE RD TO S OF LAKE ST ADD LANES & RECONSTRUCT Preliminary Engineering 2016 This segment (Klosterman Rd interchange) is included as Add Lanes, Reconstruction and New Interchange in the Pinellas MPO TIP for preliminary engineering added 2015/16. This segment is included in the 2040 Pinellas LRTP as a cost feasible roadway project TIP/LRTP US 19 FROM N OF NEBRASKA AVE TO S OF TIMBERLANE RD ADD LANES & RECONSTRUCT Preliminary Engineering This segment (Alderman Rd interchange) is included in the Pinellas MPO TIP as Add Lanes and Reconstruction for preliminary engineering in 2015/16. This segment is included in the 2040 Pinellas LRTP as a cost feasible roadway project US 19 FROM N OF CR 95 TO N OF NEBRASKA AVE INTERCHANGE (NEW) Preliminary Engineering This segment (Tampa Rd and Nebraska Ave interchanges) is included in the Pinellas MPO TIP as Add TIP/LRTP Lanes, Reconstruction, and New Interchanges for preliminary engineering in 2016/17. This segment is included in the 2040 Pinellas LRTP as a cost feasible roadway project. US 19 FROM Preliminary ADD LANES & NORTHSIDE DR TO Engineering RECONSTRUCT NORTH OF CR 95 Environmental 2016 This segment is included in the Pinellas MPO TIP as Add Lanes, Reconstruction, and New TIP/LRTP Interchange, with preliminary engineering underway. This segment is included in the 2040 Pinellas LRTP as a cost feasible roadway project. Preliminary TIP/LRTP US 19 FROM N OF SR 580 TO NORTHSIDE DR ADD LANES & RECONSTRUCT Engineering Right of Way Railroad & Utilities/ Construction 2020 This segment is included in the Pinellas MPO TIP as construction deferred from 2018/19 to 2019/20, and is included in the 2040 Pinellas LRTP as a committed roadway project US 19 FROM N OF SUNSET POINT RD TO ADD LANES & RECONSTRUCT Preliminary Engineering

15 Seg. No. TIP/LRTP Item Number Description Type of Work Phase Name FDOT WP Funding Year S OF COUNTRYSIDE Railroad & Utilities 2016 BLVD Construction 2016 This segment is included in the Pinellas MPO TIP as construction underway and is included in the 2040 Pinellas LRTP as a committed roadway project TIP/LRTP US 19 FROM S OF NE COACHMAN RD TO N OF SUNSET POINT RD ADD LANES & RECONSTRUCT Right of Way 2016 This segment is only scheduled in the FDOT WP, and is shown as Add Lanes & Reconstruct TIP/LRTP US 19 FROM N OF WHITNEY RD TO N OF SR 60 INTERCHANGE (NEW) Construction 2016 This segment is included as construction underway in the Pinellas MPO TIP as Add Lanes, Reconstruction, and New Interchanges. This segment is included in the 2040 Pinellas LRTP as a committed roadway project US 19 FROM N OF CROSS BAYOU CANAL TO N OF WHITNEY RD RESURFACING TIP/LRTP This segment is included in the Pinellas MPO TIP for construction in 2015/ US 19 FROM N OF 49TH ST TO S OF 126TH AVE N ADD LANES & RECONSTRUCT Preliminary Engineering 2016 Construction 2016 Environmental 2016 Right of Way 2016 TIP/LRTP This segment is scheduled in the FDOT WP for Right of Way acquisition in FY US 19 FROM N OF GANDY BLVD TO 49TH ST NORTH RESURFACING Preliminary Engineering TIP/LRTP This segment included in the Pinellas MPO TIP for construction in 2015/ TIP/LRTP Not Shown 2016 Construction 2016 PRELIMINARY Preliminary US 19 PE/PD&E FROM ENGINEERING Engineering 70TH AVE TO 118TH PD&E/EMO AVE PD & E 2016 STUDY This segment, included as interchange improvements at US 19 and SR 694 (Gandy Blvd), is included as PD&E added 2015/16 in the Pinellas MPO TIP. US 19 FROM N OF MLK DR TO Construction S OF CYPRESS ST US 19 FROM LANDSCAPING S OF 49TH ST TO Construction 2016 N OF 49TH ST 10

16 Map 2 5: Current Sidewalk Facilities 11

17 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2 6: Current and Planned Trail Facilities 12

18 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2 7: Existing and Proposed Bicycle Facilities Map 13

19 Map 2 8: Cost Feasible 2040 LRTP Transit Plan 14

20 Map 2 9: Coverage Priority 2040 LRTP Transit Plan 15

21 Land Use Analysis Existing Land Use The distribution of existing land uses according to the Florida Geographic Data Library (FGDL) within onemile of the corridor is fairly diverse, as shown in Figure 2 1. The existing land uses with transit priority areas are illustrated in Map Commercial retail/office uses within the study area are located primarily adjacent to US 19 and along the other major intersecting roadways in the corridor. Residential development, which represents the primary type of development found within one mile of the highway, is generally located behind the retail frontages relative to the highway. There is also a concentration of industrial uses in the area at the intersection of Ulmerton Road. Several large residential developments provide higher density housing along the corridor, including multiple apartment complexes in the Clearwater/Countryside area and several older adult mobile home parks throughout the study area. These developments provide important markets for transit ridership. Agricultural 0% Other, 8% Water 1% Public/Semi Public 6% Recreation, 11% Residential, 40% Institutional 4% Vacant Nonresidential 6% Retail/Office, 13% Industrial 5% Vacant Residential 6% Figure 2 1: Distribution of Existing Land Use 16

22 Map 2 10: Existing Corridor Land Use with Transit Priority Areas 17

23 Future Land Use As reflected in Map 2 11, the PPC future land use map of the Pinellas Countywide Plan allows for increased densities and intensities, particularly at the intersections, where there are concentrations of land designated as activity center or multi modal district. These designations, which were introduced with the amendment of the Countywide Plan in 2015, are designed to encourage mixed use transit and pedestrianfriendly development projects as well as employment based activity. Areas with these designations are primarily in Clearwater proximate to Countryside Mall at SR 580 and Clearwater Mall at SR 60 and the Shoppes at Park Place at Park Boulevard. Figure 2 2 shows the breakdown of land use designations along the US 19 corridor identified in the Countywide Plan. Compared to Figure 2 1, future land use patterns will shift towards denser housing units and intensification of non residential uses (including mixed use developments). Mixed use office/residential buildings will comprise 12% of the land area along the corridor. Another notable difference between existing land uses on the corridor and future designations is a 4% increase in industrial uses, which like the activity center and multi modal corridor designations, seek to encourage more employment based development. Preservation 6% Transportation/ Utility, 2% Water 4% Institutional 4% Redevelopment 2% Industrial 9% Mixed Use Residential/Office, 12% Residential Low Density, 23% Residential High Density, 31% Retail/Services 7% Figure 2 2: Distribution of Future Land Use 18

24 Map 2 11: Projected Corridor Land Use Map 19

25 Map 2 12: Activity Center, Multimodal, and CRA/Special Area Boundaries 20

26 The Countywide Plan anticipates redevelopment increasingly occurring as the county approaches buildout but works to ensure this development is strategically located. For example, the Plan allows redevelopment to occur at greater intensity where key transit corridors intersect. An illustration of the corridors and their anticipated importance for transit is shown in Figure 2 3. US 19 is designated with the highest priority for transit, reflecting the premium bus services identified for the corridor in the LRTP. Where major transit lines intersect, development projects would be more conducive to increasing demand for transit service while reinforcing the overall multimodal goals of the County. The amount of increased intensity depends on the anticipated level of transit services that would intersect. Figure 2 3: Pinellas Planning Council Transit Oriented Land Use Locations Source: Countywide Plan Update, Pinnelasplanningcouncil.org Potential intensities fall into three categories depending on what type of corridors they are intersecting, as shown in Table 2 2. Major Centers are the most intense categories and are located along major regional transit routes, such as US 19. The development levels allowed in these areas are outlined in the Countywide Rules, which guide the implementation and administration of the Countywide Plan at the local level. The Transit Oriented Land Use Vision Map shows eligible locations for the adoption of the Activity Center or Multimodal Corridor category on the Countywide Plan Map under the Tier II amendment process outlined in Article 6 of the Countywide Rules. 21

27 Table 2 2: Multimodal Corridor Subcategory Intersections Providing Tier II Eligible Locations for Activity Center Subcategories Description Primary Corridor Secondary Corridor Regional Corridor (at Transit Stop) Supporting Corridor Other Arterial Roadway Other Collector Roadway Primary Corridor Major Center Major Center Major Center Community Center Community Center Neighborhood Center Secondary Corridor Major Center Community Center Community Center Community Center Community Center Neighborhood Center Regional Corridor (at Transit Stop) Major Center Community Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Supporting Corridor Community Center Community Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Other Arterial Roadway Community Center Community Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Other Collector Roadway Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Source: Countywide Rules, adopted 2015 Plans and Policy Review Creating an environment that supports multimodal transportation options requires close integration of transportation infrastructure investments and transportation and land use policy. A review of pertinent plans and policies related to the US 19 corridor was conducted to identify land use opportunities and barriers to support transit and non motorized mobility options. A summary of the key findings from this review is provided in Table 2 3, which documents the key aspects from each plan that may promote or inhibit multimodal supportive development along the corridor. This review also identifies areas along the US 19 corridor that have been targeted in existing plans for new development, redevelopment, or intensified development. 22

28 Table 2 3: Plans and Policy Review Summary Name of Study, Date (Responsible Agency) Pinellas County Comprehensive Plan, 2010 (Pinellas County) Pinellas Park Comprehensive Plan, 2012 (City of Pinellas Park) Pinellas County Pedestrian Safety Action Plan (PSAP) 2009 Plan/Program Overview & Key Considerations for US 19 Corridor Study Plan covers all of unincorporated Pinellas County, some unincorporated areas have overlays and other distinct sections. Significant discussion on TOD and mixed use. Identifies US 19 in northern Pinellas County as a major commercial and employment corridor. Identifies need to reconstruct US 19 into limited access corridor through north Pinellas. Establishes policy for US 19 referencing US Highway 19 Corridor Action Plan from FDOT. Establishes mixed use development as preferred land use pattern and restrictive FARs to limit traffic impacts of development on US 19 and be consistent with local and state efforts for an efficient north/south limited access highway. Establishes policy to reduce curb cuts along US 19 where feasible. Consistency in character and land uses. Safe multimodal transportation system. Provide safe, convenient and energy efficient multimodal transportation. Discusses the Transportation Concurrency Exception Area (TCEA). Note: With the implementation of the Countywide Mobility Plan and the modification of the Pinellas Park Comprehensive Plan to be consistent with the County Mobility Plan, all reference to the TCEA was eliminated from the local plan in the spring of The purpose of the PSAP is to help local government agencies focus on the pedestrian crash issues specific to their jurisdiction, provide a set of proven strategies for consideration and help practitioners understand the tools and organizational changes necessary to implement these strategies. Goal 1: Improve transportation system infrastructure through the implementation of strategic countermeasures and construction of new transportation facilities to optimize the safety of all users. Goal 2: Change the culture of drivers and pedestrians to increase compliance with existing laws and encourage mutual respect and courtesy. Goal 3: manage competing objectives of efficient automobile travel and pedestrian safety and mobility through land use strategies. Goal 4: Coordinate 4E activities with the full support of elected and appointed leaders. 23

29 Name of Study, Date (Responsible Agency) Largo Comprehensive Plan, 2010 (City of Largo) Clearwater Comprehensive Plan, 2008 (City of Clearwater) Dunedin Comprehensive Plan, 2008 (City of Dunedin) Tarpon Springs Comprehensive Plan, 2009 (City of Tarpon Springs) Plan/Program Overview & Key Considerations for US 19 Corridor Study Creates an integrated system of neighborhoods, activity centers, employment centers, mixed use corridors, and parks/open space supported by a network of urban trails, communities, and mass transit. Develops an integrated mobility network (pedestrians, bicycles, mass transit and automobiles). Increase mobility, reduce dependency on single occupant automobiles, protects roadway capacity, and enhances aesthetic qualities of roadways. Significant discussion of station areas. Goal for activity centers (US 19/Roosevelt) includes a supporting network of urban trails, Complete Streets, and mass transit as part of an integrated system of neighborhoods, employment centers, mixed use corridors, parks and open space. Concentrate density and intensity, redevelopment at activity centers and other key locations. Identifies policy to coordinate with the MPO, Pinellas County, and FDOT to evaluate projected impacts from planned development on US 19. US 19 includes activity centers, multi neighborhood shopping centers and destination points. The corridor is also one to redevelop, and amendments are anticipated soon. Promotes redevelopment, using special area plans, construction of catalytic private partnerships, city investment, emphasis on property maintenance standards. Multi modal transportation networks and TOD planning. Mixed use livable communities. Highest possible LOS for intra and inter city motoring public. Encourages and promotes alternatives to private passenger vehicle (safe, convenient and efficient non motorized transportation system). Very little related discussion in FLUE. Tarpon Springs connects Pasco & Pinellas transit systems. The plan encourages development consistency and discourages urban sprawl. Diverse, well designed walkable destinations, choices in housing, workplaces, travel. Transportation choice through well designed pedestrian, bicycle, and transit facilities. Opens opportunities for transit oriented re development along US 19. Identifies US 19 as a regional mobility highway characterized by primarily commercial uses. Identifies management strategy for US 19 development, using the Planned Development review procedures in the Land Development Code. Identifies LOS deficiency links, including US 19 from Klosterman Rd to Tarpon Ave Beckett Way. Establishes the need to improve signal spacing on US 19 and also to limit turning movements at identified locations. Establishes the east west connection of Meres Blvd to US 19 as a desired priority for the city. Establishes a traffic signal spacing goal for providing signalized access to the future Meres Blvd in place of the currently signalized MLK Blvd. 24

30 Name of Study, Date (Responsible Agency) City of Clearwater Economic Development Strategic Plan, 2011 (City of Clearwater) Clearwater Greenprint, 2011 (City of Clearwater) US 19 Corridor Redevelopment Plan, 2012 (City of Clearwater) Countywide Plan for Pinellas County, 2015 (Pinellas Planning Council) Largo Strategic Plan, 2011 (City of Largo) Plan/Program Overview & Key Considerations for US 19 Corridor Study Establish an Employment Center Overlay District to encourage higher wage employment in strategic locations (US 19 is logical place for creation of regional employment center). A fixed overlay district could be used to encourage redevelopment and infill along the US 19 corridor. Encourages use of transit, walking, and bicycling for a greater percentage of overall travel. Develop incentives for energy efficient infill development and redevelopment in activity centers and commercial corridors. Community sustainability plan that identifies a series of tangible actions across eight topic areas, reduce energy consumption, pollution, greenhouse gas (GHG) emissions, stimulate local economy, and improve quality of life. Series of revitalized, mixed use centers served by enhanced transit. High quality development and redevelopment between centers. New development standards to create more economically vital, attractive, accessible, and safe places along the US 19 Corridor. Includes new strategies for wayfinding signage, improving conditions for pedestrians and cyclists by working with FDOT and MPO, and circulator service. Leverages corridor s unique locational advantages to maximize benefits of planned transit and transportation improvements. Subdistricts and street frontage determine what can be built on a piece of property in one of the areas covered by the plan. Sets minimum/maximum FAR, building height, parking requirements, uses, and approval processes. Increased coordination of land use and transportation planning. Directs higher densities and intensities to multimodal corridors and activity centers. Protects and enhances residential areas. Provides urban design principles for multimodal corridors and activity centers to offset significant increases in allowable densities and intensities. Allows for use of FAR only. Identifies intersection of US 19 and Roosevelt Blvd as a major activity center. Major activity center planning will produce policies and plans to guide redevelopment of the US 19 and Roosevelt Blvd intersection. Coordination of land use and transportation planning needed. Transit planning initiative, business friendly city initiative, economic development programming initiative, infrastructure improvements, urban trails and parks, neighborhood programming initiative coordination. 25

31 Name of Study, Date (Responsible Agency) City of Largo Multimodal Plan Tarpon Land Development Code, (City of Tarpon Springs) Clearwater Community Development Code, 2015 (City of Clearwater PSTA Transit Development Plan, 2010 (PSTA) Plan/Program Overview & Key Considerations for US 19 Corridor Study Goal 1: Improving community streets to provide safe and efficient routes from neighborhoods to local destinations. Goal 2: Accommodating growth by promoting the use of transit and addressing deficient bicycle and pedestrian facilities along community streets to improve mobility within constrained rights of way that cannot be expanded to allow additional automobiles. Identifies Seminole Ave, Missouri Ave, East Bay Drive, and Ulmerton Rd as Mixed Use Corridors. Identifies Belleair Rd, Haines Bayshore, Whitney Rd, East Bay Drive, 150 th Ave N, 142 nd Ave N, 62 nd St N, and 126 th Ave as Existing Multimodal Network Connection On Road Facility. Formula based uses located along the US 19 corridor from Live Oak St to Klosterman must be permitted and reviewed in accordance with the applicable zoning regulations. 2 Adult uses are permitted only in industrial zones or on parcels with frontage on US 19. Identified US 19 as a potential location for park and ride sites. Route modifications to improve efficiency of east west routes will make PSTA Route 19 a more important connecting route. Route 19 is only north south core network route north of Clearwater. Bus rapid transit planned incrementally for US 19 to include gradual service increase, night and weekend service, and increased frequency. Two scenarios presented, one that focuses on coverage of service and another that focuses on a core network of routes. The coverage option distributes transit service around the county, with most areas getting some coverage, even if it is low frequency. A transit route along US 19 is included in this scenario. The other, a core network of routes, would focus service improvements onto several key corridors having premium service. In this scenario, a transit route along US 19 would be included as a core network route. There are additional plans, such as the Pinellas Long Range Transportation Plan, that use similar terminology such as core route to describe a particularly important transit corridor to the PSTA Bus System, such as US 19, where transit investment and planning should focus. A redefined Vision Plan for PSTA identifies US 19 as a Core Network route with regional connectivity to Pasco County. 2 Formula based uses are types of retail sales activity or retail sales establishments that maintain two or more of the following features: a standardized array of merchandise, a standardize décor, a standardized décor and color scheme, a uniform apparel, standardized signage, or a trademark or a service mark. Formula restaurant use is defined in the same way except one of the features is maintaining a prescribed menu that is substantially the same as 15 or more other restaurants. 26

32 Name of Study, Date (Responsible Agency) TBARTA Master Plan, 2015 (TBARTA) US 19 Preferred Design Alternatives, 1988 (FDOT) Pinellas 2040 Long Range Transportation Plan, 2015 (Pinellas MPO) Plan/Program Overview & Key Considerations for US 19 Corridor Study Identified US 19 corridor as a regional activity center for Pinellas County. Identified US 19 as a location for an express lane facility. Identified US 19 as a regional travel market, connecting suburban areas of Pasco County to employment centers in Gateway, Clearwater, and St. Petersburg. Plan anticipates future congestion along US 19. Transit plan includes express bus and highway facilities on portions of US 19. Cost Affordable plan notes an interchange improvements as well as some needs plan proposed improvements along US 19. Regional express transit planned for US 19 between US 19 identified as regional freight activity center as one of 2040 Regional Freight Projects. Long Range Regional Transit Needs identifies US 19 as Regional Premium Transit and Regional Commuter Transit. Rapid Bus service planned for SR 60 would connect US 19 transit routes to Clearwater and Tampa central business districts. Provides a draft Environmental Impact Statement (EIS) for widening and grade separation of the corridor from Pinellas Park through Pinellas County, including a 6 8 lanes for mainline traffic and 4 frontage lanes with single point urban interchanges at major cross streets for business access. Identifies unmet need for additional transportation capacity through the corridor, necessitating conversion to a multi lane freeway mainline with two lane, one way frontage roads for a 24.6 mile length. Identifies desired locations for interchanges, frontage roads, right of way, and grade separations. Overpasses at 86 th Ave N, Mainlands Blvd, 118 th Ave N, Nursery Rd, Druid Rd, 3 rd Ave. S., Michigan Blvd Ext (Boy Scout Rd), Northside Drive, CR 39/95, Old Post Rd, Meres Ave (Mango St), Railroad, Live Oak St, Flora Ave. Interchanges at 49 th St, Belleair Rd, SR 60, Drew St, Coachman Rd, Sunset Pt Rd, Enterprise Rd, Curlew Rd, Tampa Rd (Depressed), Nebraska Ave, Alderman Rd (Depressed), Klosterman Rd, Tarpon Ave, and SR 595 (Alt 19). After reviewing documents, Federal Highway Administration (FHWA) issued a Finding of No Significant Impact (FONSI) based on the approved Environmental Impact Statement (EIS) for the preferred design alternative. Pedestrian and transit improvements along US 19 and other major roads included in LRTP. LRTP shows US 19 interchange reconstruction projects as funded through 2040 in cost feasible plan. Duke Energy Trail, Courtney Campbell Trail Connection, Enterprise Trail, and Curlew Rd Rail all connect to US 19. Circle Lake Tarpon Trail connects up the east side of US 19. Core Priority Transit Route included on US 19 in both Core Network and Coverage Plans. 27

33 Population and Employment Analysis Areas with higher population and employment densities often are associated with increased transportation demand per acre and higher than average transit ridership. Parts of the US 19 corridor, as the highest ridership bus route in the PSTA network, already could be characterized as having a high potential for elevated levels of multimodal activity. Using data developed for the Pinellas County MPO s 2040 LRTP, existing and projected population and employment densities are illustrated for traffic analysis zones (TAZ) along the corridor. This analysis can show where potential pockets of bus ridership and demand for additional highway crossings may be located. The existing and future population and employment densities for the corridor are shown in Map 2 13, Map 2 14 Map 2 17, and Map Between 2010 and 2040, the population along the US 19 corridor is projected to increase by nearly 14,000 people, with a total annual growth rate of approximately 0.2% and a total growth rate of 6.1%. During this same time period, employment within the corridor is projected to increase by almost 16,500 employees, with an average annual growth rate of approximately 0.38%. Figure 2 4 illustrates the projected population and employment growth between 2010 and The percent and absolute population and employment growth are shown Map 2 15, Map 2 16, Map 2 19, and Map The primary areas of concentrated population growth are located within the larger Gateway area, near the intersections of US 19 and Gandy Boulevard and US 19 and East Bay Drive/Roosevelt Boulevard. Similar to population growth, it appears that the Gateway area is projected to have the highest increase in employment between 2010 and The Gateway area is approximately 30 square miles bordered by Roosevelt Boulevard/SR 686 to the north, Starkey Road to the west, 70th Avenue North to the south, and Tampa Bay to the east. US 19 is projected to receive a higher proportion of growth as compared to the countywide average. Existing areas of relatively high employment density in the Countryside and Bayside areas of Clearwater are also projected to remain. 300, , , , ,000 50,000 Population Employment Figure 2 4: Projected Population and Employment Growth ( ) Data Source: Pinellas MPO 2040 LRTP 28

34 Map 2 13: 2010 Population Density 29

35 Map 2 14: 2040 Projected Population Density 30

36 Map 2 15: Projected Percent Change in Population ( ) 31

37 Map 2 16: Projected Absolute Change in Population ( ) 32

38 Map 2 17: 2010 Employment Density 33

39 Map 2 18: 2040 Projected Employment Density 34

40 Map 2 19: Projected Percent Change in Employment ( ) 35

41 Map 2 20: Projected Absolute Change in Employment ( ) 36

42 Socioeconomic Analysis An evaluation of key socioeconomic and demographic indicators, including income, age, and commuting patterns, also was completed using data from the U.S. Census Bureau Five Year American Community Survey (2013 ACS) and U.S. Department of Commerce Bureau of Economic Analysis (BEA). Often, socioeconomic indicators have a strong correlation with transit use and dependence on forms of transportation other than the automobile, which requires a significant monetary investment and physical ability to operate regularly. The indicators provide a good indication of where along the corridor multimodal activity may be highest and where the need for access improvements are most pronounced. Map 2 20 illustrates the average per capita income of the census block groups along the corridor. The average income per capita in 2013 along the corridor ($27,746) is lower than the average income for Pinellas County as a whole ($29,262). 3 There is a correlation between areas with lower incomes and higher use of alternative modes as households with less disposable income are more likely to rely on alternative travel modes such as walking, biking, or transit rather than driving a personal vehicle. Low income populations also are protected under Title VI of the Civil Rights Act, which prohibits discrimination on the basis of race, color, and national origin in programs and activities receiving federal financial assistance. According to the U.S. Department of Health and Human Services, the federal poverty level for a singleperson household is $11,770. Map 2 21 shows the percent of the population by census block group with an annual household income below the federal poverty line. Overall, approximately 13% of the population within the corridor study area live in households below the poverty level, compared to a countywide average of 14%. Some areas with higher concentrations of older populations are represented as lowerincome areas. Many of those residents may be retired and represent a different type of transit demand that likely does not include as many commuting employees relative to the total population. Although older populations may not represent a significant commuter demand, they can be indicative of a higher need for alternative modes of transportation due to limitations that come with age and, therefore, may represent a potential market for public transit. Map 2 22 illustrates the percent of the corridor study area population that is age 65 and over. In total, 25.5% of the corridor study area population is age 65 and over compared to 22.6% of the countywide population. 3 Based on data provided by the U.S. Department of Commerce Bureau of Economic Analysis. 37

43 Map 2 21: Average Income per Capita 38

44 Map 2 22: Percent of the Population below the Poverty Level 39

45 Map 2 23: Percent of Population Age 65 and Over 40

46 Using the 2013 ACS data, the existing mode of transportation used to travel to work was also evaluated. Figure 2 5 shows the breakdown of travel mode for workers residing within the corridor study area. The majority of the workers from the corridor study area either drive alone or carpool to work, and a total of 3.8% of workers use an alternative mode of transportation (transit, walking, or biking) to work, compared to the county average of 4.4%. Figure 2 5: US 19 Corridor Mode of Transportation to Travel to Work As the focus of this study is to identify opportunities to improve pedestrian and bicycle safety and access to transit, it is important to identify any areas along the corridor where workers walk, bike, or use public transportation as their primary mode of travel to work. Map 2 24 shows the percent of workers who reside in the corridor who walk or bike as their primary travel mode to work. A notable location with a higher concentration of persons who walk or bike to work is the block group located in the northwest quadrant of US 19 and Sunset Point Road. Within this block group, 15.8% of workers either walk or bike to work. Map 2 25 illustrates the percentage of workers living within the corridor study area who use public transportation as their primary means to travel to work. Although only 1.4% of the total working population in the corridor study area use public transportation as their primary mode of travel to work, several locations exhibit higher concentrations than the countywide percentage of 1.7%. These locations, such as those near Tarpon Ave, Highland Lakes Boulevard, Sunset Point Road, and SR 580, have workers that rely more heavily on non vehicular modes of transportation. Areas highlighted on the map include those within one mile of the corridor even if they do not have a driveway accessing US 19. Making transit more accessible to dense residential development where the distance to the nearest bus stops are short will be a key consideration in the design of future improvements to the corridor. 41

47 Map 2 24: Percent of Workers Walking or Biking to Work 42

48 Map 2 25: Percent of Workers Using Public Transportation 43

49 Crash Data Analysis Total Crashes FDOT and the Pinellas MPO are committed to improving safety and reducing crashes along US 19. An analysis of crash data obtained through the Crash Analysis Reporting System (CARS) was completed for crashes within the corridor from 2010 to During this five year period, there were more than 9,000 crashes within the US 19 corridor. Figure 2 6 shows the annual distribution of all crashes within the corridor, indicating a slight downward trend in total crashes within the corridor since 2010, when there were nearly 2,200 crashes. Table 2 4 summarizes the top 20 highest frequency crash intersections along US 19, which accounts for nearly half of the total crashes. Map 2 26 illustrates the concentration of total crashes within one mile of the corridor by their associated intersection. Although there have been crashes at locations along the entire corridor, intersections along the northern section of US 19 (north of Main St/SR 580) have a higher frequency of crashes. It is assumed that the design of these intersections contributes to the number of crashes at these locations. The intersections north of Main Street are at grade, whereas many intersections south of Main Street, especially those of major cross streets, have been or are in the process of being reconstructed to gradeseparated. Grade separated intersections reduce the number of potential conflict points but also create barriers for pedestrians and bicyclist seeking to cross the corridor. Therefore, although this can improve the overall safety and operational efficiency of the corridor, accessibility of non motorized travel modes can become more challenging. Figure 2 6: Total Crashes by Year ( ) 44

50 Table 2 4: Top 20 Crash Intersections by Crash Frequency ( ) Rank Intersection, US 19 at Total Crashes 1 Tampa Rd Curlew Rd Alderman Rd Nebraska Ave Main St Ulmerton Rd Belleair Rd Republic Dr/Hammock Pine Blvd Klosterman Rd Tarpon Ave East Bay Dr Gulf to Bay Blvd Drew St Gandy Blvd Citrus Dr Highland Blvd CR Enterprise Rd Northside Dr Bryan Dairy Rd 95 45

51 Map 2 26: Total Crashes by Intersection ( ) 46

52 In addition to analyzing crash frequency and location, an analysis of crash types and other crash factors was conducted to better understand the causes of crashes within the corridor. Figure 2 7 shows the percentage of crashes by crash type. As shown, 45.4% of the crashes within the corridor are a result of rear end collisions, with angle/left turn crashes and other crashes comprising the next two most frequent type of crashes (21.6% and 18.3%, respectively). The other category of crash types represents crashes that were not specifically classified in the crash data report, occurred within a parking lot or where a fixed object was involved. Figure 2 7: Total Crashes by Crash Type ( ) Factors such as lighting condition, location, month of occurrence, and time of day were also analyzed to identify trends related to crashes along the corridor. As shown in Figures 2 8 through 2 11, nearly 75% of crashes within the corridor occurred during daylight hours. Over one half of the crashes occurred either at an intersection or were within the influence area of an intersection. Nearly one third of crashes occurred within a four hour period between 2:00 and 6:00 PM. Crashes were fairly evenly distributed throughout the year, with March and December having the highest number of crashes, on average, and crashes tended to decrease slightly during the summer months. This could be indicative of fewer people traveling the corridor during these non seasonal months. 47

53 Figure 2 8: Total Crashes by Lighting Condition ( ) Figure 2 9: Total Crashes by Location ( ) 48

54 Figure 2 10: Total Crashes by Month ( ) Figure 2 11: Total Crashes by Time of Day ( ) 49

55 Severe Injury Crashes Although it is important to reduce the overall number of crashes within the corridor, it is also important to understand where the most severe crashes involving incapacitating injuries and fatalities are occurring and what is causing them. Understanding the cause and location of severe injury crashes (incapacitating injury + fatal) will help to identify and prioritize safety concerns within the corridor. Whereas this study is focused on improving pedestrian and bicycle safety and access to transit, potential unsafe driving conditions can affect the pedestrian and bicycle environment and inhibit the use of alternative travel modes. Map 2 27 illustrates the frequency of severe injury crashes along the corridor by associated intersection. Similar to the distribution and concentration of total crashes, many of the intersections with higher frequencies of severe injury crashes are located in the northern portion of the corridor. As with the total crashes, it is assumed that much of this is attributed to the existing design of at grade intersections along this part of US 19. Figure 2 12 shows the annual distribution of severe injury crashes within the corridor. Severe injury crashes within the corridor have been trending downward, with 192 severe injury crashes in 2010 compared to 135 in The crash type category of the severe injury crashes was also examined to better understand what type of crashes are causing the most severe injuries. As shown in Figure 2 13, rear end and angle and left turn crashes also make up the majority of the severe injury crashes similar to the distribution of total crashes. An examination of fatal crashes within the corridor was also conducted. As shown in Figure 2 14, there was a downward trend of fatal crashes between 2010 and However, the number of fatal crashes doubled in 2014 compared to the number of crashes in In reviewing the fatal crash type categories (see Figure 2 15), pedestrian and bicycle crashes have the highest percent of fatalities at 37.3% of all fatal crashes. The next highest fatal crash type category was angle and left turn crashes (25.5%), followed by rear end and other crashes (11.8%). 50

56 Map 2 27: Severe Injury Crashes ( ) 51

57 Figure 2 12: Annual Distribution of Severe Injury Crashes ( ) Figure 2 13: Severe Injury Crashes by Crash Type Category ( ) 52

58 Figure 2 14: Annual Distribution of Fatal Crashes ( ) Figure 2 15: Fatal Crashes by Crash Type Category ( ) 53

59 Pedestrian and Bicycle Crashes As previously shown in Figure 2 7, pedestrian and bicycle crashes account for 4.4% of the total crashes within the US 19 corridor, but they make up 13.5% of the severe injury crashes (Figure 2 13) and 37.3% of the fatal crashes (Figure 2 15) within the corridor over the past five years. To gain better insight on the pedestrian and bicycle crashes within the corridor, an analysis of crash data for a 10 year period ( ) was undertaken. The results of this analysis are discussed in this section. Map 2 28 displays the frequency and location of pedestrian and bicycle crasheswithin the US 19 corridor study area. The map shows clusters representing crashes that occurred within 200 feet of each other. The clusters reflect patterns in the pedestrian and bicycle crash history. The majority of the higher frequency crash clusters are located at or near major intersections and are commonly found near higher ridership PSTA bus stops, confirming that there is a strong connection between pedestrian and bicycle crashes and their proximity to bus stops. In addition to the locational patterns of pedestrian and bicycle crashes, temporal trends and other potential crash factors/characteristics were evaluated as part of this analysis. Figure 2 16 presents the annual distribution of pedestrian and bicycle crashes within the US 19 study corridor for the 10 year period. Although the number of total pedestrian and bicycle crashes fluctuates from year to year, there has been only a slight decrease in total crashes over the 10 year period. This is also the case with severe injury pedestrian and bicycle crashes, as shown in Figure As shown in Figure 2 18; nearly two thirds of all of the pedestrian and bicycle crashes that occurred between 2005 and 2014 happened in daylight conditions. Over half of the pedestrian and bicycle crashes occurred either at or within the influence area of an intersection (see Figure 2 19). As shown in Figure 2 20, the occurrence of pedestrian and bicycle crashes within the corridor is fairly evenly distributed throughout the year, with the highest number of crashes occurring in October and May during the 10 year period. When looking at the distribution of crashes by time of day, the highest concentration has occurred within the afternoon/evening hours. Nearly one third of the pedestrian and bicycle crashes occurred between 3:00 and 7:00 PM (see Figure 2 21). Since the primary focus of this study is to assess and enhance pedestrian and bicycle access to transit along the US 19 corridor, an analysis of pedestrian and bicycle crashes in relation to existing bus stop locations also was conducted. Figure 2 22 shows the percentage of pedestrian and bicycle crashes that occurred at various distances from existing bus stops along the corridor. As shown, 41% of the pedestrian and bicycle crashes occurred within 200 feet of a bus stop, 72% within 500 feet of a bus stop, and 84% within one quarter mile of a bus stop. Only 16% of the pedestrian and bicycle crashes within the corridor study area occurred at a distance greater than one quarter mile from a bus stop. Given that nearly twothirds of pedestrian and bicycle crashes along the corridor occurred at or near an intersection, and the majority of bus stops along US 19 are located at major intersections, it is not surprising that a high proportion of the pedestrian and bicycle crashes occurred in relatively close proximity to a bus stop. 54

60 Map 2 28: Concentrations of Pedestrian and Bicycle Crashes ( ) 55

61 Figure 2 16: Annual Distribution of Pedestrian and Bicycle Crashes ( ) Figure 2 17: Annual Distribution of Severe Injury Pedestrian and Bicycle Crashes ( ) 56

62 Figure 2 18: Pedestrian and Bicycle Crashes by Lighting Condition ( ) Figure 2 19: Pedestrian and Bicycle Crashes by Location ( ) 57

63 Figure 2 20: Pedestrian and Bicycle Crashes by Month ( ) Figure 2 21: Pedestrian and Bicycle Crashes by Time of Day ( ) 58

64 Figure 2 22: Pedestrian and Bicycle Crashes in Relation to Existing Bus Stops Transit Activity The PSTA System Map (Effective October 11, 2015) has been included in Appendix D. PSTA Route 19 carries the most riders of any transit route in Pinellas County. This is indicative of the high travel demand along the corridor, which underscores its importance to the future growth of transit service and ridership in north Pinellas County. Many of the PSTA bus riders in north County use US 19 as a transfer route. Map 2 28 illustrates the locations at which transfer locations are planned by PSTA s 2040 Transit Vision Plan. The Vision Plan and LRTP recognize US 19 as a core route within the PSTA network. Existing transit activity is reflected in Map 2 29, which shows the total boardings and alightings for northbound bus stops serving Route 19, and in Map 2 30, which shows the total boardings and alightings for southbound stops. This ridership accounts for activity from all routes (including connecting routes) to represent aggregate transit activity around each respective bus stop. As shown, ridership peaks near major intersections and transfer points along the corridor, following a fairly typical pattern for a corridor with suburban land use patterns. Transfer points along US 19 are located in Tarpon Springs, around Countryside Mall, in Clearwater Mall, at Whitney Road, at the Shoppes at Park Place, and in Grand Central Station, south of the study area. Additional transfer opportunities are provided where stops serve more than one route, which occurs between Nebraska Avenue and Alderman Road, between Sunset Point Road and Drew Street, and along SR 60. Table 2 5 summarizes the top five bus stops in terms of total daily ridership that serve only Route 19, meaning that these stops do not serve multiple PSTA routes. The stops near Ulmerton Road and Drew Street serve locations near perpendicular connecting routes that may be affected by transfers to other routes. However, all boarding and alighting activity generated by the stops is on PSTA Route 19. The stop near Belleair Road does not offer a transfer opportunity, so it could be expected that the ridership would be coming from or going to a point near the bus stop, probably within walking distance. 59

65 Table 2 5: Top Five Non transfer Bus Stop Boarding and Alighting Locations Total Average Daily Bus Stop Locations Boardings and Alightings Drew St & East Service Rd 156 US 19 & Ulmerton Rd (northbound) 133 US 19 & Belleair Rd (northbound) 112 US 19 & Ulmerton Rd (southbound) 106 US 19 & Belleair Rd (southbound) 105 Map 2 31 shows the average northbound passenger load and Map 2 32 shows the average southbound passenger load for Route 19, based on PSTA ridership data from February 2 to June 8, As shown on these maps, the average load for Route 19 increases as the bus travels south towards downtown St. Petersburg. The peak load is in the center of the route, which is a fairly typical pattern for bus service and reflects an adequate capacity for the existing ridership demand on the corridor. Ridership and bus load factor increase steadily as the bus route approaches transfer locations. A key transfer point for this route is the northern terminus of Route 19 near Tarpon Ave, where the route connects to Pasco County Public Transportation (PCPT), providing an important regional transit connection between Pinellas and Pasco counties. This is the most active regional transit connection between Pasco and Pinellas Counties, likely due to the higher frequency of service for routes at this location. In addition to considering ridership patterns, projected ridership for Route 19 within the study area was also evaluated. According to the PSTA Fiscal Year Transit Development Plan (TDP), Route 19 currently serves approximately 6,300 riders on the average weekday. Using baseline ridership projections (assuming no route changes), by 2025 that number is projected to increase by 10.5 percent to approximately 6,907 average weekday riders. Within the US 19 corridor study area ridership is projected to increase by 11.4 percent from approximately 4,070 to 4,534 average weekday riders. Both of these projected increases are higher than the system wide projected ridership increase of 9.3 percent. 60

66 Map 2 29: PSTA Route 19 Transfer Locations 61

67 Map 2 30: Route 19 Northbound Ridership 62

68 Map 2 31: Route 19 Southbound Ridership 63

69 Map 2 32: Route 19 Northbound Average Passenger Load by Bus Stop 64

70 Map 2 33: Route 19 Southbound Average Passenger Load by Bus Stop 65

71 Pedestrian and Bicycle Activity To evaluate the level of pedestrian and bicycle activity within the US 19 corridor, a series of eight hour pedestrian and bicycle counts were conducted at key locations, including all trail crossings, eight at grade signalized intersections, and four additional non signalized locations. Other recent counts collected along the corridor also were incorporated as available. Four of the non signalized intersections were chosen for counts based on possible pedestrian activity from bus stop level ridership or pedestrian crash data. Actual pedestrian activity levels for these types of locations had not yet been quantified. By counting pedestrians at locations away from signalized intersections, the level of pedestrian crossing movements could then be compared to signalized intersections. The locations for all counts are shown on Map 2 34 and summarized in Table 2 6. With 170 crossings, the Pinellas Trail underpass wasthe busiest crossing of the highway. The second highest crossing location was 80 th Avenue at 158 people. A Walmart Supercenter is located at this intersection and it draws pedestrian traffic from the surrounding neighborhoods and nearby bus stops. The Mainlands Boulevard intersection was the next highest crossing with 100 people. Mainlands Boulevard is the central thoroughfare for the Mainlands community, which has a large concentration of elderly residents earning less than median income, many of whom rely on transit as their primary mode of travel. The two intersections with the highest crash rates on the corridor, Tampa Road and Curlew Road, also had a high number of crossings with 61 and 62, respectively.. As shown on the table, 37 people used the Duke Energy Trail intersection at Enterprise Road where there is currently an overpass. In June 2016 construction started on another section of the Duke Energy Trail extending from the east end of the overpass to Sunset Point Road. The project is expected to be completed in the spring of With the completion of this facility, it is anticipated that pedestrian and bicycle traffic on the overpass will substantially increase. There were significant levels of activity at several crossings, particularly where they connected to major east west thoroughfares, with the exception of Tarpon Ave, which had the lowest pedestrian count among signalized intersections. The signalized intersections of Alderman Rd, Nebraska Ave, Tampa Rd, and Curlew Rd saw the most activity, with each logging more than 50 crossings during the counting periods. Klosterman Rd, Innisbrook Dr, and Republic Dr, which provide limited east west connectivity, each had between 25 and 35 crossings. This level is consistent with crossings at the bridge for the Duke Energy Trail overpass, which replaced a similar signalized crossing at Enterprise Rd. Other locations near non signalized areas had lower levels of crossing, with many showing fewer than 10 crossings observed during the count period, and several showing no crossings at all. This is lower than expected, given the level of transit ridership at stops near these crossings and that transit users generally reported crossing the road on foot or by bike to reach bus stops during an on board survey. Further investigation into transit activity at each of these stops may be warranted. Some stops, especially those near the north end of the transit route, may have riders traveling past the stop closest to their destination to a stop on the opposite side of the road to avoid crossing the road, which was reported to be one obstacle to using transit in the area. This was mentioned anecdotally by riders but was not a behavior that was reported during interviews with PSTA operators. 66

72 Table 2 6: Bike and Pedestrian Counts Location Date Counted AM Mid Day PM Total Pinellas Trail 4/8/ Tarpon Ave* 4/15/ Klosterman Rd* 3/25/ Innisbrook Dr* 3/31/ Alderman Rd* 3/31/ Highlands Blvd* 4/1/ Nebraska Ave* 4/1/ Coral Landings Blvd* 4/7/ Tampa Rd** 8/21/ CR 95 8/19/ N of Curlew 8/19/ Curlew Rd** 8/19/ Congress Ave* 8/19/ Northside Dr* 8/21/ Riviera Dr/Via Granada* 8/21/ Estancia Blvd/Silk Oak* 8/20/ Republic Dr** 8/20/ Evans Rd* 8/20/ Mainlands Blvd W 12/3/ Gateway Center Blvd 12/10/ th Ave N 12/1/ Duke Energy Trail 4/9/ Ream Wilson Trail 4/22/ Notes: The morning (AM) period begins at 7:00 AM and ends at 9:00 AM, the mid day period begins at 11:00 AM and ends at 2:00 PM, and the afternoon (PM) period begins at 3:00 PM and ends at 6:00 PM. No abnormal weather events occurred while counts were completed. *Bike and pedestrian activity at this location includes an area of just under 1,000 ft along the highway, generally centered on the cross street listed. **Bike and pedestrian activity at this location was included in vehicle turning movement counts and includes only activity crossing at the intersection. 67

73 Map 2 34: Pedestrian Count Locations 68

74 Section 3. Outreach Efforts Project Advisory Committee To help facilitate feedback and provide a point of collaboration with local governments and other stakeholders, the Pinellas County MPO established a Project Advisory Committee. The first meeting of the committee took place on June 24, 2015, at 1:00 PM in the Pinellas MPO office in Clearwater. The committee was presented with an overview of the project scope and purpose, schedule, and progress to date. Information collected and reviewed to that point was presented, including local policies, socioeconomic data, and pedestrian and bike crash data. Feedback received from this first meeting was critical to the preparation of this technical memorandum and resulted in the additional review of local planning documents to provide a more complete project context. A second Project Advisory Committee meeting was held on September 23, 2015, at the MPO office at which time the committee reviewed and provided comments on socioeconomic, population, land use, crash, and bus stop ridership data as well as feedback received from focus group meetings and bus rider and operator surveys. On Board Survey of PSTA Route 19 As part of the data collection effort for developing PSTA s 2015 Transit Development Plan (TDP), an onboard survey of bus passengers using Route 19 was conducted in June This on board survey was designed to collect information on the travel behavior of bus riders (i.e., trip origin and destination) on this route and solicit rider opinions on possible bus stop and route improvements. As part of a separate effort, another on board survey of Route 19 bus passengers was conducted by PSTA and was also completed in June These data were used to supplement the original survey data. The initial June 2015 on board survey generated 50 surveys and the supplemental data yielded 15 additional surveys, for a total of 65 surveys. Copies of both survey instruments are provided in Appendix E. The on board surveys were conducted in person, and data were recorded using an electronic tablet. The final draft survey instrument was stored in a tablet application to enable proper completion by trained surveyors during the interview process. Most of the trained surveyors used were bilingual so both Englishand Spanish speaking riders could be accommodated during the survey process. Data collected from both survey efforts were aggregated for further analysis and are presented in the following sections. For purposes of comparison, the results of a 2012 on board survey are also included in the discussion. The on board survey questions were organized into two major categories: Travel Characteristics, which included questions about individual trip attributes. Service Improvements, which included questions about potential service improvements and capital improvements. 69

75 Travel Characteristics Travel characteristic questions were designed to ask respondents about their individual trip attributes and travel behavior. Topics covered by the travel characteristics questions on the survey include: Trip origin type Trip destination type Trip origin destination pattern Transit stop/station access and egress travel mode and distance Transfers The survey asked respondents about the type of place they were coming from (trip origin) and the type of place they were going to (trip destination) on the same one way trip. Figure 3 1 illustrates the distribution of responses pertaining to trip origin and compares the 2015 on board survey results to responses collected in From both survey efforts, trips originating from home had the largest proportion of responses among all trip origins, followed by trips originating from work. However, there were 2.4% more home based trips in 2015 than in 2012 and 3.9% more work based trips in 2012 than in 2015, indicating a slight shift in home work travel patterns for bus riders along US 19. In both the 2012 and 2015 surveys, trips for shopping/errands were the third most common trip origin. Recreational trips were more than 3.5 times more common in 2015 than in 2012, and trips originating from locations other than the choices provided in the survey question tripled in 2015 compared to Figure 3 1: Trip Origins Summary (2012 and 2015) Figure 3 2 illustrates the distribution of responses pertaining to trip destinations and compares the results from 2015 to those collected in Similar to those for the trip origin, home and work based destinations were the most frequent responses. In comparing the survey data, Route 19 was more frequently used to travel to education based destinations in 2012 (2.5%) than in 2015 (0.7%). Consistent 70

76 with the trip origin data, there were more home based trips observed in the 2015 survey than in 2012 and more work based trips in 2012 than in However, this gap was wider for trip destinations, at 8.3% for home based trip destinations (compared to 2.4% for trip origins) and 6.5% for work based trip destinations (compared to 3.9% for trip origins). Figure 3 2: Trip Destinations Summary (2012 and 2015) The survey asked respondents what mode of transportation they used to access the bus stop. Figure 3 3 illustrates the results for this question, indicating walking is the predominant mode of transportation to access the bus stop. Being dropped off at the bus stop and bicycling were the other most frequent responses. There is no significant difference between the 2012 and 2015 survey results for any stop access mode, as all responses for the two surveys are within 0 1.5% of each other. As a follow up question, respondents who stated that they walked or bicycled to the bus stop were also asked how many blocks they traveled. As shown in Figure 3 4, the majority of respondents who walked (93.4%) traveled six blocks or less to get to the bus stop. Figure 3 5 illustrates that the distance bicycled to access the bus stops varies significantly. Overall, the average distance traveled by bicycle is about six blocks. Only three respondents indicated the number of miles they rode before boarding the bus stop, from 1 4 miles. US 19 runs north south down a peninsula and is generally 3 5 miles from Tampa Bay or Lake Tarpon to the east and miles from the Gulf of Mexico to the west. Therefore, it is assumed that distance traveled to a bus stop by car or bike is relatively low, most likely not exceeding a few miles. 71

77 Figure 3 3: Bus Stop Access Mode Summary (2012 and 2015) Figure 3 4: Walking Distance to Access Bus Stop (2015) 72

78 Figure 3 5: Bicycling Distance to Access Bus Stop (2015) Survey respondents also were asked what mode of transportation they use to get from the bus stop to their final destination. As shown in Figure 3 6, the responses closely mirror the modal distribution shown in Figures 3 2 and 3 3. Driving, riding with someone who parked, or using another transportation mode other than those listed all received a higher percentage of responses in 2015 compared to 2012, although still a low number of responses compared to the percentage of bus passengers who walked to their final destination. 73

79 Figure 3 6: Stop Egress Mode Summary (2012 and 2015) Similar to their trip to the bus, respondents were asked two follow up questions related to the distance they must travel if walking or bicycling to their final destination from the bus. As shown in Figure 3 7, the percentage of respondents who walk six blocks or less to their final destination closely mirrors the percentage of respondents who walked to access the stop. The distances respondents travel by bicycle to reach their final destination varies. Overall, the average distance traveled by bicycle is about seven blocks. Only four respondents indicated the number of miles they drive to get to their final destination, which was 1 5 miles. Again, the peninsular nature of the county and central location of US 19 limits the likelihood of anyone driving more than a few miles. Figure 3 7: Walking Distance to Access Final Destination (2015) 74

80 Figure 3 8: Bicycling Distance to Access Final Destination (2015) Respondents were asked to list all of the bus routes they use to make the one way trip in order of travel. Table 3 1 summarizes the percentage of respondents that had or planned to make zero, one, two, or three or more transfers to complete their one way trip. The majority of respondents (93%) indicated that they either make no transfer or one transfer. Table 3 1: Summary of Number of Transfers # of Transfers Counts Percent None % % % % Total % To further analyze the transfer data, responses to this question were reviewed for quality control purposes and used to develop a transfer matrix, similar to that created for PSTA s 2012 on board survey effort. Table 3 2 presents the top five single transfer pairs from both the 2015 and 2012 surveys. Transfers between Route 19 and Route 52 (possible at Pinellas Park Transit Center and Tri City Plaza) were the transfer pair taken most often in 2012 and Route 52 provides a connection between Clearwater and St. Petersburg, a significant inter county connection. Four of the top five transfer pairs remained consistent between the two surveys, including transfers between Route 19 and Route 52, Route 18, Route 60, and Route

81 Table 3 2: Top Five One Transfer Pairs for 2012 and One Transfer Pair Percent One Transfer Pair Percent Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Route 19 Route % Note: Increase in transfers to Route 52 may be attributable to Safe Harbor Shelter location on 49 th St. Tables 3 3 and 3 4 summarize the number of 2015 on board survey respondents indicating that they had transferred to (Table 3 3) or planned to transfer from (Table 3 4) PSTA Route 19 on their current trip. 76

82 Table 3 3: Riders Transferring from Route 19 (2015) Transferring from Route 19 to Number of Respondents Central Ave Trolley 2 Jolley Trolley X Total 99 Table 3 4: Riders Transferring to Route 19 (2015) Transferring to Route 19 from Number of Respondents X PCPT Route 19 1 Total 61 For comparison purposes, Tables 3 5 and 3 6 show the survey respondents that indicated they had transferred to (Table 3 5) or planned to transfer from (Table 3 6) PSTA Route 19 on their current trip in the 2012 on board survey. When comparing transfer data between the two surveys, the total number of transfers to and from decreased in 2015 compared to 2012, particularly for transfers from other routes to Route

83 Table 3 5: Riders Transferring from Route 19 (2012) Transferring from Route 19 to Number of Respondents Total 119 Table 3 6: Riders Transferring to Route 19 (2012) Transferring to Route 19 from Number of Respondents Trolley 1 Total 112 Respondents were asked to provide their trip origin and destination location in terms of a location/business name, specific address, or the nearest major intersection. The most frequentlyreferenced origins and destinations are summarized in Table 3 7. These origins and destinations include major commercial developments, universities/colleges, schools, and medical facilities, among others. The responses received for both trip origins and trip destinations were geocoded and are illustrated on an origin destination map (Map 3 1). 78

84 Table 3 7: Top Trip Origins and Destinations Summary Origin Destination Total Location Address Counts Counts Counts Countryside Mall 2700 US 19 N Shoppes at Park Place 400 US 19 N Grand Central Station Central Ave & 32nd St N Tyrone Mall nd Ave N St Pete College 2465 Drew St Walmart th St N St. Pete College th Ave N Pinellas Technical College th St S Walmart 8001 US 19 N Walmart th St S Bay Pines VA Bay Pines Blvd /7 In Touch US 19 N Enterprise High School 2461 N McMullen Booth Rd Social Security Office 30 Dr. MLK Jr. St S

85 Map 3 1: Route 19 On board Survey Origins and Destinations 80

86 Service Improvements Respondents were asked what types of infrastructure improvements should be considered for bus stops serving Route 19. Respondents could either choose from a list of bus stop improvements or offer opinions outside of those listed. Respondents were allowed to select one or multiple options. As shown in Figure 3 9, the top preferred bus stop infrastructure improvement was to improve the lighting around bus stops, followed by improving roadway crossings. The third most frequently cited improvement was to provide better sidewalks, followed closely by other types of improvements categorized. Providing better shade was the most frequent suggestion made by respondents other than those listed on the survey. Just over 10% of respondents indicated that no changes were needed. The percentages shown are based on the total number of respondents and, because a person could select multiple responses, the percentages total more than 100%. Figure 3 9 : Bus Stop Infrastructure Improvements (2015) Respondents were also asked what improvements could be made to Route 19 to enhance their travel experience. Respondents could choose from a list of route improvements or offer options outside of those listed. Respondents were allowed to select one or multiple options. As shown in Figure 3 10, improving route frequency and expanding the service hours of the route were cited equally as the most preferred improvement, by 41.2% of respondents. The most commonly noted service span improvement noted by respondents was increasing service to 24 hours, and the most commonly noted service frequency improvement was increasing service to 15 minute headways. The third most frequently cited route modification was to provide more service on weekend days, selected by 38.4% of respondents, followed by adding or improving benches and shelters at bus stops, selected by 81

87 26.0% of respondents. It should be noted that improving bus timeliness and adding an express route were the most common improvements mentioned when respondents answered other. Figure 3 10: Preferred Modifications for Route 19 (2015) Respondents were asked if Route 19 were to be split to reduce travel time, where they would recommend the split occur. Splitting bus routes can be effective in improving their timeliness and decrease the use of plug buses to fill gaps in service that necessitate PSTA dispatching an extra bus to fill a void between buses. Peak hour traffic congestion and periods of heavy ridership can contribute to this effect, which can lead to bus bunching and long gaps in service. Splitting up a long route assists in improving on time performance by reducing the impact that delays have on the entire corridor by splitting the route at a central point, such that the second half on the route can maintain scheduled times more consistently. Respondents could choose one of four locations from the survey or offer their own opinion as to a different location. As shown in Figure 3 11, nearly 38% of respondents had no preference regarding the potential location for splitting Route 19. Clearwater Mall was the most frequent location cited (18.9%), followed by an equal split of respondents suggesting Countryside Mall and Shoppes at Park Place (14.8%). Of the four locations listed as choices, Largo Commons/Whitney Road received the fewest responses (10.7%). 82

88 On Board Survey General Conclusions Figure 3 11: Preferred Split Locations for Route 19 (2015) Data collected through the on board survey provided valuable insight into the existing behavior and future needs/preferences of public transportation users along US 19. Information gathered from this survey can help inform future decisions regarding corridor safety improvements for all users of the roadway including bus riders. Conclusions drawn from the on board survey analysis are summarized below. The largest share of bus trips on Route 19 are commute based trips (trips from home to work or work to home), followed by trips from home to locations for shopping and errands or vice versa. The distribution of trip origin and trip destination were similar between 2012 and 2015, although some slight changes were noted. The most common mode for bus riders to both access the bus stop and leave the bus stop to reach their final destination was by walking. The majority of respondents indicated they walked 6 blocks or less to access their respective bus stops or to reach their final destination. Getting dropped off or being picked up from the bus stop was the second most frequent mode for bus riders to access the bus stop or reach their final destination. These trends remained consistent between the 2012 and 2015 surveys. The most frequent single transfer pair in both the 2012 and 2015 surveys was a transfer between Route 19 and Route 52, which provides a connection between Downtown Clearwater and Downtown St. Petersburg along 49 th Street, East Bay Drive, and Alternate US 19. Four of the top five single transfer pairs from the 2012 on board survey remained in the top five single transfer pairs from the 2015 survey. 83

89 Most frequently cited transit trip origins and destinations included the following: o Countryside Mall; o Shoppes at Park Place; o Grand Central Station; o Tyrone Square Mall; o St. Petersburg College (2465 Drew St); o Walmart ( th St N); and o St. Petersburg College ( th Ave N). Regarding needed improvements to bus stops along Route 19, respondents most frequently cited a need for improved lighting followed by improvements to roadway crossings. The most common modifications to Route 19 suggested by survey participants was to improve the frequency of the route, expand route service hours, provide more service on weekends, and improve benches/shelters at bus stops. The most common service frequency request was to provide 15 minute headways, and the most common service span request was to provide 24 hour service. The majority of respondents indicated they did not have a preference on where to split Route 19 to shorten the route. Of those respondents who did provide a preferred location, Clearwater Mall was the most frequent response, followed by an equal percentage of responses for Countryside Mall and the Shoppes at Park Place. PSTA Route 19 Operator Interviews Bus operators serve on the front lines of transit service and regularly observe firsthand the behaviors and patterns of passengers. Bus operators also can share critical knowledge of operations and needed improvements. To gather this valuable insight, interviews with bus operators familiar with Route 19 were held on August 4, 2015, from 12:00 2:00 PM in the PSTA Operator Lounge. Operators interviewed were Mike Ralston, Doug Kocher, Patricia Davidson, Robert Gieselman, John Pimentel, Nehemia Guerra, and Leon Smiley. A copy of the bus operator questionnaire is provided in Appendix F. It must be noted that the views and opinions reflected in the summary below were expressed by PSTA bus operators who are familiar with Route 19. Although these interviews can provide a valuable perspective, the statements herein are not meant to reflect positions or opinions of FDOT, the Pinellas MPO, other representatives of either agency, or consultants. Summary of Bus Operator Interviews Summary of General Comments Received Bus bunching is a critical issue for PSTA on this corridor. This occurs when two consecutive buses that are scheduled at minute intervals arrive within a few minutes of each other due to various reasons such as traffic congestion and periods of high ridership. Plug buses (extra buses that are temporarily added to a route to help buses get back on schedule) are used on almost a daily basis to fill the resulting gaps in service. 84

90 The schedule on Route 19 is tight, and it is sometimes difficult to make the time points. Additional scheduled time for the route would help, particularly during rush hours. The buses are frequently late during peak periods, and it is very difficult to catch up. Operators are specifically cautioned against waiting for passengers who are not at the bus stop on time for this route. A waiting bus may encourage unsafe pedestrian behavior such as people rushing to catch the bus, particularly if it requires crossing US 19. US 19 has too many lanes for crossing at most places, and traffic moves too fast. Challenges of operating a bus north of the Countryside area: o The bus must change lanes near major intersections to avoid the drop right turn lane. During non peak periods, this is difficult due to the high speed of through traffic. During peak periods, it can be difficult due to traffic backups near intersections. o The bus generally owns the right lane during non peak periods, and it stays fairly open. People expect it to go slower, so through traffic avoids the right lane. Challenges of operating a bus between Countryside and Pinellas Park: o Where the bus operates on frontage roads, the bus must sometimes stop where the road is one lane and therefore blocks traffic. It would be better for traffic flow if there were additional lanes or if traffic could be routed around a stopped bus specifically for bus stops near Tri City Plaza, south of Enterprise Road, and north of Sunset Point Road. o Dealing with merging traffic can be an issue near access ramps. o Route 19 is the only route that pulls into the Countryside Mall and serves a bus stop close to one of the entrances. Many boardings for Route 19 occur here, whereas for other routes they occur at bus stops along the perimeter of the mall property. Navigating a large bus around a parking lot is often a challenge, and if there are large trucks or many shoppers, the turns are very tight and difficult to make. Challenges of operating south of Pinellas Park: o Bus stops are too close together through high ridership areas and cannot accelerate because they must stop, which takes a lot of time and slows down route travel time. Something should be done to make the route faster, as it takes more than 2.5 hours to traverse one way. By comparison, it takes about 45 minutes to drive. Splitting the route, adjusting the schedule, adding an express overlay, adding some sort of limited stop service, consolidating some stops, providing signal priority, or including treatments to reduce dwell time and increase average bus speed should be considered. An express overlay should serve stops at: o Tarpon Springs (provide a connection to PCPT routes); o SPC Tarpon (on street stops at Klosterman Rd); o Countryside Mall (on the US 19 frontage roads near Countryside Blvd); o St. Petersburg College Clearwater campus (on street stops near Drew St); o Clearwater Mall (on the US 19 frontage roads near SR 60); o Whitney Road (connection to Route 52); o Shoppes at Park Place; o Grand Central Station; and o Eckerd College. 85

91 Splitting the route into two shorter routes is being considered by PSTA. Preferred options for splitting the route varied among operators. However, many comments were shared expressing a desire that it should be as close to the middle of the route as possible, either by distance or by time. o o o Whitney Road was most frequently mentioned as the preferred location for a split. Many operators also expressed concern, however, about the lack of passenger facilities and the lack of a restroom nearby for operators at Whitney Road. A nearby Walmart could offer one alternative for a split near Whitney Road that would have better facilities. However, ongoing construction issues have caused a delay in providing bus service to that facility. Connections to Route 52, which is among the busiest transfers, also takes place at Whitney Road. Clearwater Mall was also mentioned as a good place to split the route due to the connections available there. Splitting the route there could open up some options to deal with the delays experienced by serving the mall due to congestion and out of direction travel there. Clearwater Mall is also a connection for regional transit transfers. Due to their location relative to the middle of the route, operators were concerned that a split at Countryside Mall or the Shoppes at Park Place would result in one of the routes being too long, although some favored a split at the Shoppes at Park Place for the amenities and number of transfers available there. Many people make the transfer from PCPT in Tarpon Springs, but the passenger loads vary. On average, there are seven or eight passengers, although there can be more or fewer depending on the time of day. The PCPT bus comes less frequently than Route 19, so good coordination with PCPT on the time points could help to keep people from extended wait times. A rest area or some other operator or passenger facility is needed in Tarpon Springs. Operators are running across a field to go to the shopping center at US 19 and Tarpon Ave for a break. If the stops were shifted somewhat farther south, operators may be able to use facilities in the Tarpon Springs Police Station. It is often difficult to see people waiting in a shelter with smoked glass. Sometimes people are passed by, or the bus cannot stop quickly enough to be in front of the stop and patrons must walk to get to the door (if they are able). Homeless people sometimes will sleep in shelters or on benches, and it is difficult to determine if they have an interest in boarding the bus. This is more obvious where stops are served only by Route 19, since there are no other buses on which people could be waiting. Few people travel the route from one end to the other, with a majority of passengers traveling no more than one half of the route for any given trip. Key areas where passengers have been observed crossing US 19 frequently to reach busy stops are: o In front of the Walmart in Pinellas Park; o Near Republic Drive and Curlew Road to reach a call center (roughly near Boy Scout Rd); o Near Tampa Road or Curlew Road to reach retail; o Near 66 th Street to reach a call center; 86

92 o o o Near Ulmerton Road and US 19 to reach a call center; Near 110 th Avenue North (overpass south of Bryan Dairy Rd); and Southbound stop just before Ulmerton Road (in front of Gearhead Automotive Engineering). The stretch near Curlew Road and Tampa Road seems to be the most dangerous crossing for transit users. Where there are barriers for sections between overpasses, able bodied transit passengers typically will use adjacent bus stops and jump over the barriers when they need to cross US 19. This is a common occurrence for the stops between Enterprise and Sunset Point (at McCormick Dr) despite the presence of grade separated crossings that are about one half mile on either side of the stop. Some passengers are not knowledgeable about how to ride the bus for example, they do not have their fare ready, thus taking up a lot of time as they board the bus, or they use headphones that make them less aware of their surroundings. Bike racks fill up quickly and are consistently full. Waiting for a rider to lock up a bike if the racks are full can take a lot of time. Entering the Clearwater Mall causes significant delay, particularly during the holidays and peak tourist times in the spring. Delays can be up to 15 minutes given the time it takes to get into and out of the mall and due to congestion on SR 60. Where reconstruction has occurred, ridership is concentrated at the stops near bridges. For example, before construction, there was a social services center near Harn Boulevard that generated a significant amount of ridership. During construction, they relocated further south to be closer to an overpass. Ridership at the Harn Boulevard bus stop has plummeted, which also may be an indication of the difficulty in getting across US 19 at this location. Stops that are between the bridges lose so much ridership that these stops could probably be eliminated. Key Takeaways from Bus Operator Interviews Treatments that could help to reduce dwell time at the stops, shorten the route, or allow for a different pattern of service could address the bunching issue. Encouraging buses to operate continuously in the right lane has encouraged motorists to travel in the through lanes during the day. The lane functions more as a continuous right turn lane compared to the other through lanes. For service to Countryside Mall, bypassing the mall by not pulling all the way into the parking lot could save a lot of time on the route, simplify connections, and remove several obstacles buses must navigate around during busy shopping days. Planned automated smartcards may help alleviate delays due to boarding and fare payment. An education program for riders on the passenger code of conduct, including the proper way to board and alight the, bus also may be helpful. 87

93 Improving the frequency of Route 19 by one bus per hour may alleviate the bunching issue, as 15 minute service is the upper limit for schedule free service. In this way, headways can be managed according to a frequency of service per stop, making it easier to keep buses at an equitable distance and allowing dispatchers more leeway in how they ameliorate this issue. Improving the reliability of travel time for buses along the corridor will be another key issue. As with any long route, deviations in travel time for Route 19 caused by congestion, signalization, heavy passenger load, or other variables compound quickly and result in random bunching of buses. Reducing bus dwell time at busy stops by providing off board fare collection or providing some travel time advantages for buses can help to alleviate bus bunching. An express bus in the short term, particularly if it were part of a plan to incrementally develop a faster on highway premium bus service in the longer term, also may help to alleviate bunching and make the service more attractive for additional riders and regional transfers. Stop consolidation, particularly on the portion of Route 19 along 34 th Street, could allow for a more efficient and reliable service. Shifting bus stops away from one lane frontage roads or providing space to route through traffic around a stopped bus could have a benefit for traffic operations along the frontage roads. Bike racks for bus stops in the middle of the route might help people feel more comfortable leaving their bike secured at the stop. US 19 Focus Group Workshops To gain a better understanding of how safe access to multimodal transportation on US 19 generally affects the surrounding community, four discussion workshops were conducted with various focus groups. The goal of theworkshops was to obtain input from community stakeholders representing varied interests along the corridor and to talk about their experiences and opinions related to US 19. The workshops allowed the project team to gather detailed input from stakeholders. To keep the discussions on track and allow the facilitator to encourage meaningful input from each participant, the focus groups were limited to six participants each. The date and location of the workshops is summarized below, and a detailed summary is included in Appendix G. Workshop #1 Wednesday, June 17, 2015 Began at 10:00 AM St. Petersburg College, Clearwater Campus Workshop #2 Wednesday, June 17, 2015 Began at 12:00 PM St. Petersburg College, Clearwater Campus Workshop #3 Thursday, June 18, 2015 Began at 10:00 AM St. Petersburg College, Clearwater Campus Workshop #4 Thursday, June 18, 2015 Began at 4:00 PM St. Petersburg College, Tarpon Springs Campus 88

94 Potential focus group participants were identified with input from MPO and local government staff representatives. The focus groups included a mix of residents, landowners, business representatives, students, and public sector interests. The workshops were hosted by St. Petersburg College (SPC) at the Clearwater and Tarpon Springs campuses. The opinions and perspectives expressed by the individual participants did not necessarily reflect positions or opinions of FDOT or the Pinellas MPO. The opinions of the individual participants are presented in this section. Several themes were noted from input received from workshop participants. Most of the participants were not regular bus riders. In addition to safety concerns, most saw the significant difference in travel time versus drive time as a main reason for not regularly using the bus. Several participants noted that the bus is the only option for several workers they knew along the corridor. There were also several participants who suggested that additional visibility for bus stops would help people feel safer at the stops and help drivers anticipate the possible presence of transit riders as they crossed the roadway. In general, there was positive reaction to recent road capacity improvements that have been made to US 19 through Clearwater. The majority of participants were regular drivers of the highway and saw the improved travel times and ease of use for the new lanes as community benefits. However, participants in the Tarpon Springs workshop were concerned that similar improvements through their community would make it difficult to establish a sense of place in the area and may offer challenges for businesses in Tarpon Springs to draw visitors from the highway. It was also noted that crossing the highway where it was gradeseparated was difficult or impossible and that transit use would not be practical on those segments that do not provide crossing options. Safety for walkers and bikers along the corridor was a key concern, and the lack of pedestrian facilities, particularly on the northern end, was mentioned by multiple participants. It was noted that single point urban interchanges, such as those at US 19 and Drew Street, break up crossing each street into separate segments. Although these intersections were seen as crossable, they were still perceived as challenging due to the time required to cross each segment if waiting for a walk signal. Participants observed that people would ignore the signal and cross when traffic was clear, particularly if they had to wait for more than one cycle to get all the way across. This was observed by one participant during major events in the area of Bright House Field, where there is a concentration of pedestrians that necessitate additional controls during event days. Providing pedestrian safety improvements was seen as a necessary step for enhancing and encouraging transit use along the corridor. Property owners and businesses also were generally concerned about providing transit access along the highway for employees, although there were liability concerns from owners about passengers who might encroach onto private property while waiting for the bus. Students mentioned that the low frequency of bus service does not make Route 19 a viable mode choice to reach campus, and it was noted that other students they knew drove or found a ride to attend classes. Despite two SPC campuses located within one half mile of Route 19 and students frequently taking classes concurrently at both campuses, bus connectivity between the two was not seen as a practical option due to the required travel time and the need to walk across US 19 to access the Tarpon Springs campus from the bus stop. 89

95 Section 4. Summary of Conditions Summary of Conditions by Corridor Segment Tables 4 1 and 4 2 on the following pages were developed as tools to assist FDOT project managers assigned to the US 19 construction projects. Table 4 1 provides a listing of factors affecting access on the corridor and is intended to serve as a reference guide for Table 4 2. Table 4 2 describes assigns these factors to individual corridor segments. Project managers can use this information to assess the access issues needs corresponding to the segments and to ensure these needs are addressed in the project design work to the extent possible. The segments identified in Table 4 2 are listed in geographical order from north to south through the end of the study area. Table 4 2 also includes roadway numbers for reference (on this project, ). The improvement projects on these road sections are either completed, in progress, or planned. The FDOT Financial Management (FM) Number is noted for each segment for reference. Many issues apply to more than one section and/or project. To help place each issue in the proper context and identify how they may differ or relate to each other, the issues are color coded. 90

96 Table 4 1: Note Guide for Corridor Segment Tables Note Category Description Note 1: Income Note 2: Age Note 3: Safety Note 4: Transit Market Note 5: Transit to Work Note 6: Walk/ Bike to Work Note 7: Crossing Separation The average annual income of households is lower than surrounding areas. 14.1% or more of the population is age 65 years and over. Bike/pedestrian crash locations are noted for fatalities, incapacitating injuries, and locations at which clusters of crashes occurred within close proximity. Transit markets indicate high transit ridership areas containing stops that record a higher number of daily boardings and alightings relative to most bus stops and/or higher residential or employment densities. 2.7% of the population take public transportation to work. 2.7% of the population walk or bike to work. Distance to nearest planned crossing is more than reasonable walking distance. Note: Population references are made for Pinellas County, FL (2013) Low income areas have a higher tendency towards alternative modes of transportation such as walking, biking, or using transit. Low income populations are protected by Title VI of the Civil Rights Act. Lower income areas also can be indicative of retired populations that report no income who are also more likely to have limited mobility and, therefore, may use alternative modes of transportation. Older adult populations have a higher incidence of mobility challenges and, therefore, may be more likely to require access to transit at some point in the near future, even if they do not currently use transit service. The 10 year crash history of the corridor indicates existing locations on US 19 at which pedestrians and bicyclists have had conflicts. Often, these locations coincide with higher ridership bus stops, or other demographic characteristics suggest the presence of populations that may use public transit and may have issues crossing the highway. All bus stops should be considered pedestrian crossing locations and, per FHWA, should be provided in locations that are safe and convenient for pedestrian access. Busy bus stop locations indicate where riders cross the corridor at some point during the day and, therefore, represent locations where there may be a higher demand for future crossing availability. Persons who report using public transit are most likely accessing transit by walking. Block groups that have a higher percentage of persons reporting public transit use represent an increased demand for crossing US 19 to access public transit for at least one of their daily trips. Individuals who walk/bike to work also likely walk/bike for additional trips. Crossing US 19 may be a regular need for many residents in and around these communities. Locations that are more than ½ mile to the nearest crossing would require an extra mile of out of direction travel to cross the street and may preclude future transit operations at that location. 91

97 NUMBER Table 4 2: Pertinent Attributes by Segment for US 19 Transit Access From MP US Highway 19 Corridor Attributes Spruce St to Lake St To MP Descriptive Location Spruce St Spruce St Spruce St Description of Significant Issue A concentration of persons with an average annual income less than $18,000 west of US 19 (Note 1). A concentration (4.3%) of workers walk or bike to work west of US 19 (Note 6). A concentration (3.9%) of workers take public transportation to work west of US 19 (Note 5) Cypress St 1 incapacitating injury pedestrian crash (Note 3) Lime St 3 incapacitating injury pedestrian crashes (Note 3) Lime St 2 bus stops with an estimated average of 650 total daily PSTA or PCPT boardings and alightings per day are present. Transit activity is concentrated on the west side of US 19 with end of line stops for both PSTA and PCPT behind the Tarpon Mall Shopping Center, increasing the need for efficient bus turnaround movements. This is the main point of connection between PSTA and PCPT systems (Note 4) Lake St Lake St Lake St A concentration of persons with an average annual income less than $16,000 west of US 19 (Note 1). A concentration (47.9%) of the population in the block group west of US 19 is over age 65 (Note 2). A concentration (6.2%) of workers take public transportation to work west of US 19 (Note 5) Lake St 1 fatal pedestrian crash (Note 3) Lake St 1 bus stop averaging a total of 62 boardings and alightings per day (Note 4). Section # FM# : US Highway 19 Corridor Attributes Lake St to Timberlane Rd From MP To MP Descriptive Location Lake St Lake St Lake St Description of Significant Issue A concentration of persons with an average annual income less than $16,000 west of US 19 (Note 1). A concentration (47.9%) of the population in the block group west of US 19 is over age 65 (Note 2). A concentration (6.2%) of workers take public transportation to work west of US 19 (Note 5) Lake St 1 fatal pedestrian crash (Note 3) Lake St 1 bus stop averaging a total of 62 daily boardings and alightings (Note 4) Mango St 1 incapacitating injury pedestrian crash (Note 3) Parkview Blvd A concentration (42.5%) of the population in the block group west of US 19 is over age 65 (Note 2). 92

98 NUMBER From MP US Highway 19 Corridor Attributes Spruce St to Lake St To MP Descriptive Location Parkview Blvd Anderson Park Driveway S of Klosterman Rd S of Klosterman Rd Timberlane Rd S of Timberlane Rd Description of Significant Issue A concentration of persons with an average annual income less than $17,000 west of US 19 (Note 1). More than ½ mile to nearest planned crossing (Note 7). SPC s Tarpon Springs campus is a key transit market (Note 4). 2 fatal or incapacitating injury pedestrian crashes (Note 3). 2 bicycle/pedestrian crashes (Note 3). Approximately ½ mile to nearest planned crossing (Note 7). M# : US Highway 19 Corridor Attributes Timberlane Rd to Nebraska Ave From Descriptive Section # To MP MP Location Description of Significant Issue Timberlane bicycle/pedestrian crashes (Note 3). Rd Meadow More than one half mile to nearest planned crossing (Note Brook Dr 7) Meadow Brook Dr Innisbrook Dr/Eagle Chase Innisbrook Dr A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1). 15 bicycle/pedestrian crashes, with 7 fatal or incapacitating injuries (Note 3). A concentration (27.2%) of individuals over age 65 in the block group east of US 19 (Note 2) Lake Tarpon Dr Approximately ½ mile to nearest planned crossing (Note 7) Colonial Blvd 4 pedestrian crashes with 1 fatality (Note 3) Colonial Blvd Colonial Blvd Colonial Blvd N of Fox Chase Blvd N of Alderman Rd N of Alderman Rd A concentration (5.0%) of workers who take public transportation to work east of US 19 (Note 5). A concentration of persons with an average annual income less than $23,000 per year east of US 19 (Note 1). A concentration (71.9%) of individuals over age 65 in the block group east of US 19 (Note 2). 1 fatal pedestrian crash (Note 3). 3 bicycle/pedestrian crashes (Note 3). 3 bus stops averaging a total of 59 daily boardings and alightings (Note 4). 93

99 NUMBER From MP US Highway 19 Corridor Attributes Spruce St to Lake St To MP Descriptive Location Alderman Rd S of Alderman Rd Pine Ridge Way N Pine Ridge Way N Pine Ridge Way N Pine Ridge Way N Pine Ridge Way S S of Pine Ridge Way S Highlands Blvd Nebraska Ave Nebraska Ave Description of Significant Issue 8 bicycle/pedestrian crashes with 3 fatal/ or incapacitating injuries (Note 3). 2 bus stops averaging a total of 53 daily boardings and alightings (Note 4). Approximately ½ mile to nearest planned crossing (Note 7). 3 bicycle/pedestrian crashes with 1 incapacitating injury (Note 3) A concentration (83.3%) of individuals over age 65 east of US 19 (Note 2). A concentration (5.6%) of workers walk or bike to work east of US 19 (Note 6). 1 fatal pedestrian crash (Note 3). 4 bus stops averaging a total of 58 daily boardings and alightings (Note 4). 5 bicycle/pedestrian crashes, with 3 fatal or incapacitating injuries (Note 3). A concentration (14.2%) of workers who walk or bike to work east of US 19 (Note 6). A concentration of persons with an average annual income less than $25,000 east of US 19 (Note 1). FM# : US Highway 19 Corridor Attributes Nebraska Ave to CR 95 From Descriptive NUMBER To MP Description of Significant Issue MP Location Nebraska Ave 7 bicycle/pedestrian crashes, with 1 fatal injury (Note 3) W Lake Rd 3 bicycle/pedestrian crashes, with 1 fatal injury (Note 3). Coral 6 bicycle/pedestrian crashes, with 4 fatal or incapacitating Landings Blvd injuries (Note 3) Coral Landings Blvd Coral Landings Blvd A concentration (59.7%) of individuals over age 65 east of US 19 (Note 2). 2 bus stops with an average of 39 daily boardings and alightings (Note 4) Tampa Rd 17 bicycle/pedestrian crashes, with 8 fatal or incapacitating injuries (Note 3) Tampa Rd 2 bus stops with an average of 39 daily boardings and alightings (Note 4) S of Tampa Rd 1 bicycle crash (Note 3) Bilgore Grove Blvd 1 incapacitating injury pedestrian crash (Note 3) Bilgore Grove Blvd A concentration (6.0%) of workers walk or bike to work east of US 19 (Note 6) CR 95 2 bicycle/pedestrian crashes, with 1 fatal injury (Note 3). 94

100 CR 95 More than ½ mile to nearest planned crossing. NUMBER From MP FM# : US Highway 19 Corridor Attributes CR 95 to Northside Dr To MP Descriptive Location Curlew Rd Curlew Rd Curlew Rd Description of Significant Issue 4 bus stops with an average of 97 total daily boardings and alightings (Note 4). A concentration (3.9%) of workers walking or biking as means to work east of US 19 (Note 6). 11 bicycle/pedestrian crashes, with 6 fatal or incapacitating injuries (Note 3) Curlew 3 pedestrian crashes, with 2 incapacitating injuries (Note Crossing 3) th Ave A concentration (5.9%) of workers walking or biking as means to work east of US 19 (Note 6) th Ave 5 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3) th Ave 2 bus stops with an average of 42 daily boardings and alightings (Note 4) th Ave 2 pedestrian crashes (Note 3) Northside Dr A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1) Northside Dr A concentration (34.8%) of individuals over age 65 west of US 19 (Note 2) Northside Dr Approximately ½ mile to nearest planned crossing (Note 7). NUMBER FM# : US Highway 19 Corridor Attributes Northside Dr to SR 580(Main St) From MP To MP Descriptive Location Northside Dr Northside Dr Northside Dr Riviera Dr Riviera Dr Winding Creek Blvd Winding Creek Blvd Winding Creek Blvd Description of Significant Issue Approximately ½ mile to nearest planned crossing (Note 7). A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1). A concentration (34.8%) of individuals over age 65 west of US 19 (Note 2). 8 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3). A concentration (44.3%) of individuals over age 65 east of US 19 (Note 2). 2 bus stops with an average of 53 daily boardings and alightings are available (Note 4). Residential density (10 15 persons per acre) east of US 19 (Note 4). A concentration (9.0%) of workers walk or bike to work east of US 19 (Note 6). 95

101 NUMBER From MP FM# : US Highway 19 Corridor Attributes CR 95 to Northside Dr To MP Descriptive Location Winding Creek Blvd Republic Dr Republic Dr Evans Rd 1 bicycle crash (Note 3) Evans Rd Evans Rd Evans Rd Evans Rd Evans Rd Evans Rd S of SR 580 Description of Significant Issue 8 bicycle/pedestrian crashes, with 2 incapacitating injuries (Note 3). Approximately ½ mile to nearest planned crossing (Note 7). 6 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3). A concentration (3.6%) of workers walk or bike to work east of US 19 (Note 6). A concentration (8.1%) of workers walk or bike to work west of US 19 (Note 6). A concentration (11.2%) of workers take public transportation to work west of US 19 (Note 5). A concentration (30.2%) of individuals over age 65 east of US 19 (Note 2). 3 bus stops with an average of 60 total daily boardings and alightings (Note 4). A concentration of persons with an average annual income less than $21,000 west of US 19 (Note 1). A concentration (75.6%) of individuals over age 65 west of US 19 (Note 2) SR bicycle/pedestrian crashes (Note 3) SR 580 NUMBER Main transfer point for PSTA buses with 485 average daily boarding and alightings (Note 4). FM# : US Highway 19 Corridor Attributes SR 580 to Sunset Point Rd From MP To MP Descriptive Location Description of Significant Issue SR bicycle/pedestrian crashes (Note 3) SR Countryside Blvd Countryside Blvd Countryside Blvd Countryside Blvd Countryside Blvd Main transfer point for PSTA buses with 485 average daily boarding and alightings (Note 4). 1 bus stop with an average of 46 total boardings and alightings per day (Note 4). Employment density greater than 15 employees per acre. 2 bicycle/pedestrian crashes (Note 3). A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1). A concentration (9.2%) of workers walk or bike to work west of US 19 (Note 6). 96

102 NUMBER From MP FM# : US Highway 19 Corridor Attributes CR 95 to Northside Dr To MP Descriptive Location Enterprise Rd Enterprise Rd Enterprise Rd st Ave S of 1st Ave N S of 1st Ave N McCormick Dr Description of Significant Issue 6 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3). A concentration (70.3%) of individuals over age 65 west of US 19 (Note 2). A concentration (5.8%) of workers take public transportation to work west of US 19 (Note 5). Residential density of persons per acre present west of US 19 (Note 3). A concentration of persons with an average annual income less than $16,000 west of US 19 (Note 1). A concentration (27.6%) of workers who take public transportation to work west of US 19 (Note 5). 6 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3) Blackburn St More than ½ mile to nearest crossing (Note 7) Blackburn St Blackburn St Blackburn St NUMBER N of Sunset Point Rd N of Sunset Point Rd N of Sunset Point Rd Sunset Point Rd Sunset Point Rd A concentration of persons with an average annual income less than $23,000 west of US 19 (Note 1). A concentration (15.8%) of workers walk or bike to work west of US 19 (Note 6). 2 bus stops with an average of 66 total daily boardings and alightings (Note 4). A concentration (18.3%) of workers take public transportation to work east of US 19 (Note 5). A concentration (32.5%) of individuals over age 65 east of US 19 (Note 2). A concentration (5.8%) of workers walk or bike to work east of US 19 (Note 6). 3 bicycle/pedestrian crashes, with one fatal injury (Note 3). 2 bus stops with an average of 214 total daily boardings and alightings (Note 4). FM# : US Highway 19 Corridor Attributes Sunset Point Rd to SR 590 From MP To MP Descriptive Location Sunset Point Rd Sunset Point Rd S of Sunset Point Rd Description of Significant Issue 3 bicycle/pedestrian crashes, with one fatal injury (Note 3). 2 bus stops with an average of 214 total daily boardings and alightings (Note 4). A concentration of persons with an average annual income less than $24,000 east of US 19 (Note 1). 97

103 NUMBER From MP FM# : US Highway 19 Corridor Attributes CR 95 to Northside Dr To MP Descriptive Location S of Sunset Point Rd Stag Run Blvd 1 bicycle crash (Note 3) SR 590 Description of Significant Issue A concentration (6.7%) of workers walk or bike to work east of US 19 (Note 6). 2 bus stops with an average of 163 total daily boardings and alightings (Note 4) SR bicycle/pedestrian crashes (Note 3) S of SR S of SR 590 NUMBER From MP A concentration of persons with an average annual income less than $19,000 east of US 19 (Note 1). A concentration (7.0%) of workers walk or bike to work west of US 19 (Note 6). FM# : US Highway 19 Corridor Attributes SR 590 to Whitney Rd To MP Descriptive Location Drew St Drew St Description of Significant Issue A concentration (12.2%) of workers who take public transportation to work east of US 19 (Note 5). A concentration of persons with an average annual income less than $16,000 east of US 19 and less than $12,000 farther east (Note 1) Drew St Residential density is persons/acre (Note 4) Drew St Drew St Drew St Cambridge Circle Gulf to Bay Gulf to Bay Seville Blvd Seville Blvd Seville Blvd Seville Blvd Seville Blvd Employment Density is greater than 15 employees/acre (Note 4). A concentration (9.2%) of workers walk or bike to work west of US 19 (Note 6). 4 bus stops with an average of 321 total daily boardings and alightings (Note 4). A concentration (4.1%) of workers walk or bike to work west of US 19 (Note 6). Clearwater Mall main transfer facility with average 662 total daily boarding and alightings (Note 4). 3 bus stops with an average of 84 total daily boardings and alightings (Note 4). A concentration of persons with an average annual income less than $22,000 east of US 19 (Note 1). A concentration (3.2%) of workers who walk or bike to work west of US 19 (Note 6). A concentration (10.7%) of workers who walk or bike to work east of US 19 (Note 6). A concentration (41.6%) of individuals over age 65 west of US 19 (Note 2). 2 bus stops with an average of 47 total daily boardings and alightings (Note 4). 98

104 FM# : US Highway 19 Corridor Attributes CR 95 to Northside Dr From Descriptive NUMBER To MP Description of Significant Issue MP Location Seville Blvd 5 bicycle/pedestrian crashes (Note 3) Tropic Hills Dr Tropic Hills Dr 1 bicycle crash (Note 3). A concentration (35.2%) of individuals over age 65 east of US 19 (Note 2) Harn Blvd 3 bicycle/pedestrian crashes, with 1 fatal injury (Note 3) Harn Blvd Harn Blvd 3 bus stops with an average of 86 total daily boardings and alightings (Note 4). A concentration (40.4%) of individuals over age 65 east of US 19 (Note 2) Harn Blvd Residential density persons per acre (Note 4) Harn Blvd Nursery Rd Nursery Rd Belleair Rd A concentration (14.4%) of workers walk or bike to work west of US 19 (Note 6). 5 bicycle/pedestrian crashes, with 2 fatal or incapacitating injuries (Note 3). A concentration (5.9%) of workers walk or bike to work east of US 19 (Note 6) Belleair Rd 1 pedestrian crash (Note 3) Belleair Rd Belleair Rd Cove Cay Dr Cove Cay Dr Haines Bay Shore Rd Whitney Rd Whitney Rd Whitney Rd Whitney Rd 1 bus stop with an average of 112 total daily boardings and alightings (Note 4). A concentration (30.1%) of individuals over age 65 west of US 19 (Note 2). 3 bus stops with an average of 111 total daily boardings and alightings (Note 4). A concentration (38.0%) of individuals over age 65 east of US 19 (Note 2). A concentration (3.1%) of workers take public transportation to work west of US 19 (Note 5). 5 bicycle/pedestrian crashes, with 1 fatal injury (Note 3). A concentration (4.4%) of workers take public transportation to work west of US 19(Note 5). A concentration of persons with an average annual income less than $24,000 east of US 19 (Note 1). A concentration (47.9%) of individuals over age 65 west of US 19 (Note 2). 4 bus stops with an average of 92 total daily boardings and alightings (Note 4). 99

105 NUMBER FM# : US Highway 19 Corridor Attributes Whitney Rd to Cross Bayou From MP To MP Descriptive Location Whitney Rd Whitney Rd Whitney Rd Description of Significant Issue A concentration (4.4%) of workers take public transportation to work west of US 19 (Note 5). A concentration (47.9%) of individuals over age 65 west of US 19 (Note 2). 4 bus stops with an average of 92 total daily boardings and alightings (Note 4). Whitney Rd 1 incapacitating pedestrian crash (Note 3). S of Whitney Rd S of Whitney Rd N of E Bay Dr N of E Bay Dr A concentration of persons with an average annual income less than $21,000 east of US 19 (Note 1). A concentration (3.8%) of workers walk or bike to work east of US 19 (Note 6). 1 bus stop with an average of 320 total daily boardings and alightings (Note 4). 1 bus stop with an average of 464 total daily boardings and alightings (Note 4). E Bay Dr 1 pedestrian crash (Note 3). E Bay Dr 2 bus stops with an average of 784 total daily boarding and alightings (Note 4). E Bay Dr Residential density persons per acre (Note 4). E Bay Dr A concentration of persons with an average annual income less than $19,000 west of US 19, and less than $21,000 east of US 19 (Note 1) E Bay Dr A concentration (7.6%) of workers walk or bike to work east of US 19 (Note 6) E Bay Dr A concentration (28.2%) of individuals over age 65 west of US 19 (Note 2) th Ave 2 bus stops with an average of 46 total boardings and alightings (Note 4) th Ave A concentration (3.7%) of workers take public transportation to work west of US 19 (Note 5) th St 3 bus stops with an average of 89 total daily boardings and alightings (Note 4) th St A concentration of persons with an average annual income less than $22,000 west of US 19 (Note 1) th St A concentration (62.9%) of individuals over age 65 west of US 19 (Note 2). 100

106 NUMBER FM# : US Highway 19 Corridor Attributes Whitney Rd to Cross Bayou From MP To MP Descriptive Location 66 th St Description of Significant Issue A concentration of persons with an average annual income less than $21,000 west of US 19, and on both sides south of 142nd Ave (Note 1) th St A concentration (10.6%) of workers walk or bike to work west of US 19, and on both sides south of 142nd Ave (Note 6) NUMBER From MP th St N of Ulmerton Rd A concentration (3.1%) of workers take public transportation to work west of US 19, and on both sides south of 142nd Ave (Note 5). 4 bus stops with an average of 415 total daily boardings and alightings (Note 4). Ulmerton Rd 3 bicycle/pedestrian crashes, with 1 fatal injury (Note 3). 126th Ave N 126th Ave N 126th Ave N 126th Ave N S of Ulmerton Rd A concentration (11.0%) of workers walk or bike to work west of US 19 (Note 6). A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1). A concentration (46.1%) of individuals over age 65 west of US 19 (Note 2). A concentration (3.4%) of workers take public transportation to work east of US 19 (Note 5). 2 bus stops with an average of 234 total daily boardings and alightings (Note 4). FM# : US Highway 19 Corridor Attributes Cross Bayou to 49th St To MP Descriptive Location th Ave th Ave th Ave th Ave th Ave N of 102nd Ave N N of 49 th St th St N Description of Significant Issue 9 bicycle/pedestrian crashes, with 2 incapacitating injuries (Note 3). A concentration (21.5%) of individuals over age 65 east of US 19 (Note 2). 4 bus stops with an average of 71 total daily boardings and alightings (Note 4). 6 bicycle/pedestrian crashes, with 2 fatal or incapacitating injuries (Note 3). 2 bus stops with an average of 124 total daily boardings and alightings (Note 4). 2 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3). A concentration of persons with an average annual income less than $22,000 west of US 19 (Note 1). A concentration of persons with an average annual income less than $20,000 west of US 19 (Note 1). 101

107 NUMBER FM# : US Highway 19 Corridor Attributes Whitney Rd to Cross Bayou From MP To MP Descriptive Location S of 49 th St N Description of Significant Issue A concentration of persons with an average annual income less than $25,000 east of US 19 (Note 1). FM# : US Highway 19 Corridor Attributes 49 th St N to 70 th Ave N From Descriptive NUMBER To MP Description of Significant Issue MP Location th St N 1 bicycle crash (Note 3) th St N S of 49 th St N Mainlands Blvd W Mainlands Blvd W Mainlands Blvd W th Ave Gateway Center Blvd th Ave th Ave Gandy Blvd Gandy Blvd Gandy Blvd th Ave th Ave th Ave th Ave A concentration of persons with an average annual income less than $20,000 west of US 19 (Note 1). A concentration of persons with an average annual income less than $25,000 east of US 19 (Note 1). A concentration (65.7%) of individuals over age 65 east of US 19 (Note 2). 9 bicycle/pedestrian crashes, with 4 fatal or incapacitating injuries (Note 3). 4 bus stops with an average of 112 total boardings and alightings per day (Note 4). 5 bicycle/pedestrian crashes, with 2 incapacitating injuries (Note 3). 3 bus stops with an average of 81 total daily boardings and alightings (Note 4). 31 bicycle/pedestrian crashes, with 9 fatal or incapacitating injuries (Note 3). 3 bus stops with an average of 260 total daily boardings and alighting (Note 4). 12 bicycle/pedestrian crashes, with 9 fatal or incapacitating injuries (Note 3). A concentration of persons with an average annual income less than $19,000 west of US 19 (Note 1). 2 bus stops with an average of 46 daily boardings and alightings (Note 4). Shoppes at Park Place Main Transfer Center with an average of 244 total daily boardings and alightings (Note 4). A concentration (27.4%) of individuals over age 65 east of US 19 (Note 2). A concentration (14.9%) of workers walk or bike to work east of US 19 (Note 6). A concentration (3.1%) of workers take public transportation to work east of US 19 (Note 5). 102

108 Prioritized Tables for Future Design Input The project team met with project managers from FDOT to determine what information they might need to incorporate transit considerations into the scoping process for engineering design work on two US 19 projects currently underway. These projects include the segments from north of CR 95 to north of Nebraska Avenue and from north of Northside Drive to north of CR 95. For these segments, it was requested that the significant issues be shown in order of priority as well as geographically. To satisfy this request, the issues outlined in Table 4 2 were ranked according to importance and were public safety, multimodal mobility, and travel market. These categories are further defined in the section below. These priorities were evaluated and developed based on professional judgment using criteria weighted based on importance. Safety implications or characteristics associated with the corridor segments that were severe or at the high end for each category were rated as a high priority. Those that were elevated or noteworthy were rated as a medium priority and those issues with low impacts on safety or mobility or that are less likely to significantly increase crossing demand were rated as low priorities. The results are shown in Table 4 3. This information provides the project managers with further information about issues of concern and corresponding locations in their efforts to improve access to transit through their design work. Comparisons of statistics to countywide averages also helped to identify locations that have specific characteristics, such as income or age, which may imply a desire for enhanced mobility options. #1 Public Safety #2 Multimodal Mobility #3 Travel Market Public Safety Limiting the number of fatal or serious injury crashes and reducing the number of overall crashes is a high priority for public safety. Locations with a high bicycle/pedestrian crash frequency also may indicate a persistent crossing demand. These locations were prioritized based on relative concentration and severity of crashes and were generally placed in a high priority. Multimodal Mobility The potential to solve mobility challenges and provide resilience to traffic congestion also was considered. This review focused on providing continued access to Route 19. Distance between planned or likely crossings was considered with an underlying assumption that locations more than a ¼ mile walk to northbound and southbound bus stops are not considered functionally accessible to transit service. Where future crossing activity is precluded by physical barriers, mobility to adjacent areas is greatly reduced, particularly for individuals who have disabilities or who are mobility challenged. Where transit maneuvers are critical for operations or for regional connection (such as for a local route, bus turnaround, local circulator, planned transit, or potential unmet transit need), the priority is increased. Travel Markets and Demand The number of daily transit boardings and the presence of key socioeconomic factors that can correlate to higher transit dependence also were weighed. Areas with high transit ridership or high concentrations of Title IV populations were identified. Where multiple population factors overlapped (such as a high 103

109 percentage of populations that are both age 65 and over and considered low income), the priority increased. Higher existing transit ridership indicates a stronger transit market generated by land uses near the bus stops or key transfer point and is also given a higher priority. Priorities Identified for Future Design Considerations Based on the above criteria, identified characteristics for each corridor segment were prioritized and are listed in Table 4 3 in order of priority. This information will be used during upcoming design processes to improve access to transit where feasible. Table 4 3: Pertinent Attributes by Priority for US 19 Transit Access Design Segments FM# : US 19 Corridor Attributes Spruce St to Timberlane Rd by Priority Priority From Descriptive To MP MP Location Description of Significant Issue High Lime St 3 incapacitating injury pedestrian crashes (Note 3). High S of Klosterman Rd 2 fatal or incapacitating injury pedestrian crashes (Note 3). High Lime St 2 bus stops with an estimated average of 650 total daily PSTA or PCPT boardings and alightings per day. Transit activity is concentrated on the west side of US 19 with end of line stops for both PSTA and PCPT behind the Tarpon Mall Shopping Center, increasing the need for efficient bus turnaround movements. This is the main point of connection between PSTA and PCPT systems (Note 4). High Anderson Park Driveway More than ½ mile to nearest planned crossing (Note 7). High S of Timberlane Rd Approximately ½ mile to nearest planned crossing (Note 7). High Lake St 1 fatal pedestrian crash (Note 3). High Cypress St 1 incapacitating injury pedestrian crash (Note 3). High Mango St 1 incapacitating injury pedestrian crash (Note 3). S of Klosterman SPC s Tarpon Springs campus is a key transit market (Note Medium Rd 4). Medium Timberlane Rd 2 bicycle/pedestrian crashes (Note 3). Medium Lake St Medium Spruce St Low Spruce St Low Parkview Blvd Low Lake St Low Lake St A concentration (6.2%) of persons take public transportation to work west of US 19 (Note 5). A concentration (3.9%) of persons take public transportation to work west of US 19 (Note 5). A concentration of persons with an average annual income less than $18,000 west of US 19 (Note 1). A concentration of persons with an average annual income less than $17,000 west of US 19 (Note 1). A concentration of persons with an average annual income less than $16,000 west of US 19 (Note 1). A concentration (47.9%) of the population in the block group west of US 19 is over age 65 (Note 2). 104

110 Priority FM# : US 19 Corridor Attributes Spruce St to Timberlane Rd by Priority From MP To MP Descriptive Location Low Parkview Blvd Low Spruce St Low Lake St Description of Significant Issue A concentration (42.5%) of the population in the block group west of US 19 is over age 65 (Note 2). A concentration (4.3%) of workers walk or to work west of US 19 (Note 6). 1 bus stop averaging a total of 62 daily boardings and alightings (Note 4). FM# : US 19 Corridor Attributes Nebraska Ave to Timberlane Rd by Priority From Descriptive Priority To MP Description of Significant Issue MP Location Innisbrook 15 bicycle/pedestrian crashes, with 7 fatal or High Dr/Eagle Chase incapacitating injuries (Note 3). 8 bicycle/pedestrian crashes, with 3 fatal or incapacitating High Alderman Rd injuries (Note 3). 5 bicycle/pedestrian crashes, with 3 fatal or incapacitating High Highlands Blvd injuries (Note 3). High Nebraska Ave 10 bicycle/pedestrian crashes, with 2 fatalities (Note 3). Meadow Brook High More than ½ mile to nearest planned crossing (Note 7). Dr High Lake Tarpon Dr Approximately ½ mile to nearest planned crossing (Note 7). Pine Ridge Way High Approximately ½ mile to nearest planned crossing (Note 7). N High Colonial Blvd 4 pedestrian crashes with 1 fatality (Note 3). Pine Ridge Way 3 bicycle/pedestrian crashes with 1 incapacitating injury High N (Note 3). N of Fox Chase High fatal pedestrian crash (Note 3). Blvd Pine Ridge Way High fatal pedestrian crash (Note 3). S Pine Ridge Way A concentration (83.3%) of individuals over age 65 east of High N US 19 (Note 2). High Nebraska Ave High Nebraska Ave High Colonial Blvd Medium Colonial Blvd A concentration (78.7%) of individuals over age of 65 in the block group east of US 19 (Note 2). A concentration (14.2%) of workers walk or bike to work east of US 19 (Note 6). A concentration (5.0%) of persons take public transportation to work east of US 19 (Note 5). A concentration (71.9%) of individuals over age 65 in the block group east of US 19 (Note 2). Medium S of Alderman 2 bus stops averaging a total of 53 daily boardings and Rd alightings (Note 4). Medium N of Alderman Rd 3 bicycle/pedestrian crashes (Note 3). Medium Timberlane Rd 2 bicycle/pedestrian crashes (Note 3). 105

111 Priority FM# : US 19 Corridor Attributes Spruce St to Timberlane Rd by Priority From MP To MP Descriptive Location Low Colonial Blvd Low Innisbrook Dr Low Low Pine Ridge Way N Meadow Brook Dr Low Nebraska Ave Low Low N of Alderman Rd S of Pine Ridge Way S Description of Significant Issue A concentration of persons with an average annual income less than $23,000 east of US 19 (Note 1). A concentration (27.2%) of individuals over age 65 in the block group east of US 19 (Note 2). A concentration (5.6%) of workers walk or bike to work east of US 19 (Note 6). A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1). A concentration of persons with an average annual income less than $25,000 east of US 19 (Note 1). 3 bus stops averaging a total of 59 total daily boardings and alightings (Note 4). 4 bus stops averaging a total of 58 total daily boardings and alightings (Note 4). 106

112 Appendix A: Crossing History Table

113 Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives County Line Median Opening Median Opening No Access No Access Future Retail Access No Access No Access Directional EBLT RIRO Frontage Rd Brittany Park Blvd Median Opening Directional IBLTs Directional IBLTs RIRO Frontage Rd Beckett Lane Median Opening Signal Signal RIRO Frontage Rd Anclote outparcel Median Opening Median Opening Directional WBLT RIRO Frontage Rd Trail Crossing RR Crossing Only Inactive RR Crossing Trail Crossing Only Trail Crossing Only Live Oak St Median Opening Median Opening Directional EBLT RIRO Frontage Rd Spruce St Median Opening Median Opening Signal Overpass Power Station Access Median Opening RIRO RIRO No Access Pine St Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Retail Center Access Median Opening RIRO RIRO RIRO Frontage Rd Tarpon Ave Signal Signal Signal Interchange Lime St Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Oakwood St Median Opening Directional EBLT RIRO RIRO Frontage Rd MLK Jr. Median Opening Signal Signal RIRO Frontage Rd Melody Way Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Mango St (Future RIRO RIRO RIRO Overpass Meres Blvd) Waffle House Tarpon Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Twin Point Dr Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Parkview Blvd RIRO RIRO Directional IBLTs RIRO Frontage Rd Sunrise Dr Median Opening RIRO RIRO RIRO Frontage Rd Woodhill Dr Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Tookes Rd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Sun Valley Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Tarpon Retail Center Median Opening Median Opening Directional EBLT RIRO Frontage Rd Klosterman Road Signal Signal Signal Interchange About Rita Ln Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Grand Cypress Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Timberlane Rd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Cyprus Dr Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Meadow Brook Dr Median Opening Median Opening RIRO RIRO Frontage Rd Dolly Bay Median Opening Median Opening Directional IBLTs RIRO Frontage Rd KOA Campground Median Opening Median Opening Directional EBLT RIRO Frontage Rd Eagle Chase Median Opening Median Opening Dir. EBLT, Dir. NBLT. Overpass Blvd/Cypress Dr Emergency Signal Emergency signal Old Post Rd Median Opening Median Opening Signal Overpass Oak Ave Median Opening Median Opening RIRO RIRO Frontage Rd Lake Shore Dr Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Colonial Blvd Median Opening RIRO Directional IBLTs RIRO Frontage Rd Lake Tarpon Dr Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Fox Chase Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Retail Access Median Opening Directional EBLT Directional EBLT RIRO Frontage Rd Alderman Rd Median Opening Signal Signal Interchange Retail Access Median Opening Median Opening Directional WBLT RIRO Frontage Rd The Fountains Access Median Opening Median Opening RIRO RIRO Frontage Rd

114 Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives Highland Blvd Median Opening Median Opening Directional WBLT RIRO Frontage Rd Bank plaza No Access Median Opening RIRO RIRO Frontage Rd Pine Ridge Way Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Park Avenue Shops No Access Median Opening Directional WBLT RIRO Frontage Rd Highlands Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Nebraska Ave Signal Signal Signal Interchange CR 74 Median Opening Median Opening Directional WBLT RIRO Frontage Rd Coral Landing Blvd Median Opening Directional IBLTs Directional IBLTs RIRO Frontage Rd Palm Lake Access Median Opening Median Opening RIRO RIRO Frontage Rd Tampa Rd Signal Signal Signal Interchange Office Park Access Median Opening Median Opening Directional WBLT RIRO Frontage Rd Twin Lakes Access Median Opening Temp. signal (2003 Directional IBLTs RIRO Frontage Rd peak only, removed shortly afterwards) Bilgore Grove Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Retail Access No Access Median Opening Directional IBLTs RIRO Frontage Rd CR 95/CR 39 Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Strokes Retail Access Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Car dealer Access Median Opening Median Opening Directional EBLT RIRO Frontage Rd Retail Center Access No Access Median Opening (From Left Turn Lane) Median Opening (From Left Turn Lane) RIRO Frontage Rd Curlew Rd Signal Signal Signal Interchange Home Depot Access Median Opening Median Opening Directional WBLT RIRO Frontage Rd 298th Ave N Median Opening Median Opening RIRO RIRO Frontage Rd Congress Ave Median Opening Median Opening Directional WBLT RIRO Frontage Rd 297th Ave N Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Northside Dr Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Via Granada Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Riviera Dr RIRO Median Opening RIRO RIRO Frontage Rd Royal Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Curlew Creek No Access No Access No Access Overpass Boy Scout Rd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Winding Creek Blvd Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Silk Oak Access Median Opening Median Opening Directional WBLT RIRO Frontage Rd Estancia Blvd Median Opening Median Opening Directional EBLT RIRO Frontage Rd Republic Dr Median Opening Signal Signal RIRO Frontage Rd Retail/Dealer Access Median Opening RIRO Frontage RIRO Frontage Rd RIRO Frontage Rd Evans Rd Median Opening RIRO Frontage RIRO Frontage Rd RIRO Frontage Rd S of Maxwell Drive Median Opening RIRO Frontage RIRO Frontage Rd RIRO Frontage Rd SR 580 Signal Interchange Interchange Interchange Countryside Mall Directional IBLTs RIRO Frontage RIRO Frontage Rd RIRO Frontage Rd (Mid Access) Countryside Mall Directional OBLTs Closed Closed Closed (S Access) Countryside Blvd Signal Interchange Interchange Interchange Macy's Outlet Access Median Opening RIRO Frontage RIRO Frontage Rd RIRO Frontage Rd Petsmart Access Median Opening Closed Closed Closed

115 Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives Enterprise Rd Median Opening Signal (SBLT only) RIRO Frontage Rd RIRO Frontage Rd Duke Energy Trail No Access No Access Ped Overpass Ped Overpass Cypress retail Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 1st Ave N Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Office Park Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Apt Complex Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd McCormick Dr Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Ameritech Way Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Arcade Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Blackburn St Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Haas Ave Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Sunset Point Rd Signal Signal Interchange Interchange Retail Mid Access Median Opening Directional WBLT RIRO Frontage Rd RIRO Frontage Rd Retail South Access Median Opening Directional WBLT RIRO Frontage Rd RIRO Frontage Rd Retail/Pond Access Median Opening Median Opening No Access No Access SR 590 Signal Signal Interchange Interchange Retail/Pond Access Median Opening Median Opening No Access RIRO Frontage Rd Wilson Trail Railroad only Railroad & Trail Railroad & Trail Railroad & Trail Access Road A Median Opening Median Opening Right In Only No Access Frontage Rd Stadium N Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Drew St Signal Signal Interchange Interchange Water Plant Access Median Opening RIRO RIRO Frontage Rd RIRO Frontage Rd Gulf To Bay Blvd Interchange Interchange Interchange Interchange Seville Blvd Signal Signal Overpass Interchange Bank Building Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Tropic Hills Dr Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Arbor Shore N Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Arbor Shore S Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Harn Blvd Signal Signal RIRO Frontage Rd RIRO Frontage Rd Imperial Cove Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Auto Retail Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Nursery Rd Signal Signal RIRO Frontage Rd RIRO Frontage Rd Retail Mid Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Belleair Rd Signal Signal Interchange Interchange Marina/Retail Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Cove Cay N Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Cove Cay S Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd Haines Bayshore Rd Signal Signal RIRO Frontage Rd RIRO Frontage Rd Central Ave Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 2nd St (trailer park) Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Whitney Rd Median Opening Overpass Overpass Overpass Retail north of 1st St Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Retail/SPC Access Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd E Bay Dr Signal Interchange Interchange Interchange Crossroads Access Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd N of 150th Ave N Median opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd 150th Ave N Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd

116 Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives N of 146th Ave N Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd 66th St N Overpass NB 66th Interchange Interchange Interchange 142nd Ave/Wells Rd Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Sun Micro. Access Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Auto Retail Access Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Ulmerton Rd Signal Interchange Interchange Interchange 62nd St N RIRO on N side RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd 62nd St (south side) Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Retail S of 2nd Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd Industrial N of 126th Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd 126th Median Opening Overpass Overpass Overpass 600' S of 126th Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd 1000' S of 126 th Median Opening RIRO Frontage Rd RIRO Frontage Rd RIRO Frontage Rd 600' S of Cross Bayou Median Opening No Access No Access No Access Retail at 58th St Median Opening RIRO RIRO Frontage Rd RIRO Frontage Rd 58th St Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 118th Ave No Access Signal Interchange Interchange 116th Ave Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 115th Ave RIRO Median Opening RIRO Frontage Rd RIRO Frontage Rd Clear Harbor Access Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 100 N of 110th Median Opening RIRO RIRO Frontage Rd RIRO Frontage Rd 110th Ave RIRO Signal Interchange Interchange Retail NW of 108th Median Opening No Access RIRO Frontage Rd RIRO Frontage Rd 108th Ave N No Access Median Opening RIRO Frontage Rd RIRO Frontage Rd Springwood Blvd Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 102nd Ave industrial Median Opening Median Opening RIRO Frontage Rd RIRO Frontage Rd 102nd Ave No Access No Access RIRO Frontage Rd RIRO Frontage Rd 49th St N Interchange Interchange Interchange Interchange Bill Jackson's Access Median Opening Median Opening Directional EBLT RIRO Frontage Rd Hotel Access No Access IBLT (EB only) Directional EBLT RIRO Frontage Rd Mainlands Blvd Signal Signal Signal Overpass Chapel Access Median Opening Median Opening Directional WBLT RIRO Frontage Rd Retail Center Access Median Opening Median Opening RIRO RIRO Frontage Rd Retail Center Access Median Opening Median Opening RIRO RIRO Frontage Rd Gateway Center Median Opening Median Opening Directional IBLTs RIRO Frontage Rd 84th Ave Median Opening Median Opening Directional IBLTs RIRO Frontage Rd 82nd Ave Median Opening Median Opening Directional IBLTs RIRO Frontage Rd 80th Ave Median Opening Median Opening Signal Overpass 78th Ave Median Opening Median Opening Directional IBLTs RIRO Frontage Rd Gandy Blvd Interchange Interchange Interchange Interchange Shoppes at Park Place Access Median Opening Directional IBLTs Directional IBLTs Directional IBLTs 70th Ave Signal Signal Signal Signal Source: Review of aerials available from the Pinellas County Public Works Pinellas Aerial Image Retrieval System (PAIRS), and Preferred Design Alternatives for US 19, December Notes: Green shading indicates a protected pedestrian crossing, yellow an unprotected crossing, and red a prohibited crossing. Large bold text indicates a protected crossing once existed for that location. For Abbreviations: RIRO = Right In/Right Out

117 Appendix B: FDOT 5-Year Work Program

118 Map / Item # Description Type of Work Phase Abbr Name Length (Miles) 1 / / / / / / / / / / / / / US 19 FROM S OF TIMBERLANE RD TO S OF LAKE ST US 19 FROM N OF NEBRASKA AVE TO S OF TIMBERLANE RD US 19 FROM N OF CR 95 TO N OF NEBRASKA AVE US 19 FROM S OF NE COACHMAN RD TO N OF SUNSET POINT RD US 19 FROM N OF WHITNEY RD TO N OF SR 60 US 19 FROM N OF 49TH ST TO S OF 126TH AVE N ADD LANES & RECONSTRUCT ADD LANES & RECONSTRUCT INTERCHANGE (NEW) ADD LANES & RECONSTRUCT INTERCHANGE (NEW) ADD LANES & RECONSTRUCT PRELIMINARY ENGINEERING Preliminary Engineering $12,795 $0 $0 $0 $0 Construction 1.32 $0 $3,111,672 $0 $0 $0 Environmental 1.32 $21,144 $0 $0 $0 $0 Preliminary Engineering Preliminary Engineering Preliminary Engineering Preliminary Engineering 1.74 $4,747,000 $0 $0 $0 $ $7,426,494 $0 $0 $0 $ $435,000 $5,619,000 $0 $0 $ $8,967 $0 $0 $0 $0 Environmental 1.28 $87,830 $0 $0 $0 $0 Preliminary Engineering 1.03 $10,179 $0 $0 $0 $0 Right of Way 1.03 $5,678,300 $1,260,800 $0 $0 $0 Railroad & Utilities 1.03 $0 $0 $0 $0 $4,485,000 Construction 1.03 $0 $0 $0 $0 $57,013,962 Preliminary Engineering 1.06 $47,013 $0 $0 $0 $0 Railroad & Utilities 1.06 $379,825 $0 $0 $0 $0 Construction 1.06 $584,863 $0 $0 $0 $0 Right of Way 1.33 $4,061,631 $0 $0 $0 $0 Construction 2.64 $724,043 $0 $0 $0 $0 Preliminary Engineering 3.03 $8,398 $0 $0 $0 $0 Construction 3.03 $11,558,149 $0 $0 $0 $0 Environmental 3.03 $251,715 $0 $0 $0 $0 Right of Way 1.78 $33,000 $0 $0 $0 $0 Preliminary Engineering 1.76 $11,841 $0 $0 $0 $0 Construction 1.76 $5,124,196 $0 $0 $0 $0 Preliminary Engineering 3.54 $0 $1,000 $2,000,000 $0 $0 14 / PD&E STUDY PD & E 0.00 $1,011,000 $0 $0 $0 $0 US 19 FROM N OR MLK DR TO S OF Construction 0.54 $11,094 $0 $0 $0 $0 CYPRESS ST NA / NA = Not Available US 19 FROM S OF LIVE OAK ST TO N OF BRITTANY PARK BLV US 19 FROM NORTHSIDE DR TO NORTH OF CR 95 US 19 FROM N OF SR 580 (MAIN ST) TO NORTHSIDE DR US 19 FM N OF CR576/SUNSET PNT TO S OF COUNTRYSIDE BLVD US 19 FROM N OF CROSS BAYOU CANAL TO N OF WHITNEY RD US 19 FROM N OF GANDY BLVD TO 49TH ST NORTH US 19 PE and PD&E FROM 70TH AVE TO SR 690/118TH AVE US 19 FROM S OF 49TH ST TO N OF 49TH ST RESURFACING ADD LANES & RECONSTRUCT ADD LANES & RECONSTRUCT ADD LANES & RECONSTRUCT RESURFACING RESURFACING LANDSCAPING Construction 0.44 $18,629 $0 $0 $0 $0

119 Appendix C: Corridor Sidewalk Maps (2015)

120 Map C 1: Sidewalks from Pasco/Pinellas County Line to Mango St

121 PARKVIEW BLVD Map C 2: Sidewalks from Parkview Blvd to Colonial Blvd

122 Map C 3: Sidewalks from Colonial Blvd to Tampa Rd

123 CHELTENHAM DR WINDING CREEK BLVD Map C 4: Sidewalks from Tampa Rd to Winding Creek Blvd

124 REPUBLIC DR Map C 5: Sidewalks from Republic Dr/Hammock Pines Blvd to McCormick Dr

125 Map C 6: Sidewalks from McCormick Dr to SR 60

126 Map C 7: Sidewalks from SR 60 Haines Bayshore Rd

127 Map C 8: Sidewalks from SR 60 Whitney Rd to Ulmerton Rd

128 Map C 9: Sidewalks from Ulmerton Rd to 49 th St

129 Map C 10: Sidewalks from 49 th St to 62 nd Ave

130 Appendix D: PSTA System Map (2014)

131

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