Florida Department of Transportation District 7 Pinellas County Metropolitan Planning Organization

Transcription

1 Florida Department of Transportation District 7 Pinellas County Metropolitan Planning Organization US 19 Pedestrian and Bicycle Safe Access to Transit Corridor Study Technical Memorandum #1 September 2015 Prepared for: FLORIDA DEPARTMENT OF TRANSPORTATION DISTRICT-7 (FDOT) Contract No: C-9B41, FAP No: A, FPN: N. McKinley Drive Tampa, FL PINELLAS METROPOLITAN PLANNING ORGANIZATION (MPO) 310 Court Street Clearwater, FL 33756

2 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 Land Use Future 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 Summary of Input Received from Workshop # Summary of Input Received from Workshop # Summary of Input Received from Workshop # Summary of Input Received from Workshop # i

3 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 List of Tables Table 2-1: Multimodal Corridor Subcategory Intersections Table 2-2: Plans and Policy Review Summary Table 2-3: Top 20 Crash Intersections by Crash Frequency ( ) Table 2-4: Top Five Non-transfer Bus Stop Boarding and Alighting Locations Table 2-5: 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 ( ) ii

4 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 ( ) 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 iii

5 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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: Interchange/Reconstruction Plan... 8 Map 2-5: Resurfacing Status/Year... 9 Map 2-6: Regional Trail Facilities Map 2-7: Existing Sidewalk Facilities Map 2-8: Existing and Proposed Bicycle Facilities Map Map 2-9: Cost Feasible 2040 LRTP Transit Plan Map 2-10: Coverage Priority 2040 LRTP Transit Pan Map 2-11: Existing Land Use Map Map 2-12: Future Land Use Map Map 2-13: Activity Center, Multimodal, and CRA/Special Area Boundaries Map 2-14: 2010 Population Density Map 2-15: 2040 Projected Population Density Map 2-16: Projected Percent Change in Population ( ) Map 2-17: 2010 Employment Density Map 2-18: 2040 Projected Employment Density Map 2-19: Projected Percent Change in Employment ( ) Map 2-20: Average Income per Capita Map 2-21: Percent of the Population Below the Poverty Level Map 2-22: Percent of the Population Age 65 and Over Map 2-23: Percent of Workers Walking or Biking to Work Map 2-24: Percent of Workers Using Public Transportation Map 2-25: Total Crashes by Intersection ( ) Map 2-26: Severe Injury Crashes ( ) Map 2-27: Concentrations of Pedestrian and Bicycle Crashes ( ) Map 2-28: PSTA Route 19 Transfer Locations Map 2-29: Route 19 Northbound Ridership Map 2-30: Route 19 Southbound Ridership iv

6 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-31: Route 19 Northbound Average Passenger Load by Bus Stop Map 2-32: Route 19 Southbound Average Passenger Load by Bus Stop Map 2-33: Pedestrian Count Locations Map 3-1: Route 19 On-board Survey Origins and Destinations List of Appendices Appendix A: Crossing History Table Appendix B: PSTA System Map (2014) Appendix C: Route 19 On-Board Survey Instruments Appendix D: PSTA Bus Operator Interview Questionnaire v

7 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Section 1. Introduction Purpose of Study US Highway 19 (US 19) is the most heavily traveled arterial roadway in Pinellas County. US 19 also carries Pinellas Suncoast Transit Authority s (PSTA) Route 19, the most heavily utilized transit route in Pinellas County. US 19 s main function, in its existing and planned configurations, is to maximize motor vehicle volume, efficiency, and reduce congestion. Because of long-standing safety and congestion issues, the 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. At the same time, PSTA s Transit Development Plan (TDP) has included transit service improvements that include increased frequencies along the US 19 corridor, including potential bus rapid transit (BRT) service. PSTA s Route 19 serves as the north-south spine for the transit network north of Clearwater 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 relationship between transportation access and land use patterns and the effects that each can have on each other. With changes to the design and function of US 19, local jurisdictions have begun to anticipate changes to the land use pattern along the corridor and are planning accordingly. The City of Clearwater has 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 has also done initial planning to incorporate densification and changing uses into key activity centers, such as at East Bay Drive and US 19. While Pinellas Park, Dunedin, Tarpon Springs, and the unincorporated areas of Pinellas County do not specifically address changes to the land use pattern along US 19, it is anticipated that as US 19 is reconstructed they too may adopt similar measures to address the changing roadway environment. Additionally, the Pinellas Planning Council (PPC) has included mixed use zoning for future land use designations along US 19 in the Pinellas County Comprehensive Plan s Future Land Use Map (adopted in August 2015). Balancing the various mobility demands along US 19 requires cooperation to ensure that all users have safe and reasonable access to the roadway. With the pending reconstruction of portions of the corridor and the long-term plan for transit enhancements, there is a heightened need to recognize the multimodal needs of the corridor and ensure that all users can safely travel through the study area. The information derived from this study will be used to demonstrate how the current and future US 19 corridor could be configured to provide safe access for enhanced transit service, pedestrian and bicycle access, as well as how safety improvements can be coordinated to incrementally enhance the constructability of the planned ultimate US 19 configuration. Also, It is important to note that this study is designed to work 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 in order to maximize the operational efficiency and safety of the high-volume through traffic utilizing the facility. 1

8 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY within the already completed or near completed designs for the reconstruction of US 19 to ensure that the already planned projects proceed as scheduled. Study Area As shown in Map1-1, 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 will document 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 is organized into the four sections following this introductory section. The next three sections are: 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, land use analysis, survey of pedestrian activity, 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. This feedback focuses on how bus service currently operates and how people access bus stops along the corridor. Discussions also focused on identifying high level values 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 is also included in this section. Section 4: Summary of Conditions summarizes the information from Sections 2 and 3 in a form useable 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 FDOT scoping processes. This information was also provided in order of priority for segments where engineering design for reconstruction upcoming. is 2

9 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 1-1: US 19 Corridor Study Area 3

10 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Section 2. Summary of Historic, Existing, and Proposed Conditions Transportation Analysis US 19 has historically served as the main thoroughfare for northern Pinellas County. As the Orange Belt Railway extended into Pinellas County in the late 1800s, development north of Clearwater began growing around the railroad depots. These centers 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 development. Construction of US 19 began in the late 1940 s and by the 1970 s it had become the main highway through what was then still somewhat agricultural north 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 northern Pinellas County, traffic volumes along US 19 increased considerably. Beginning in the 1970s, US 19 began transforming from an at-grade arterial into a grade-separated freeway with the construction of some of the first-of-their-kind single point urban interchanges at SR 60 and at Gandy Blvd. Map 2-1 illustrates locations that had a signal along the highway from before reconstruction began in the 1970s through today, all of which were at-grade signals. 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 was previously 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 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 latest preferred design alternative document, dated December As currently planned, the phasing for this reconstruction spans many decades and is illustrated in Map 2-4. Upcoming resurfacing projects along US 19 are illustrated in Map 2-5 and may offer the opportunity to revisit safety issues and propose possible low-cost solutions in those areas. 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 are also expected. Map 2-6 illustrates the existing and proposed regional trail network within northern Pinellas County; note that there are several planned trail crossings along the US 19 corridor. Map 2-7 illustrates the existing sidewalk network, and Map 2-8 illustrates existing and proposed bicycle facilities surrounding the corridor. A copy of the current PSTA transit network is included in Appendix B, and the transit improvements for both the Core Priority and Coverage Priority included in the 2040 LRTP are illustrated on Maps 2-9 and

11 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-1: Historically Signalized Intersections (1980-present) 5

12 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-2: Existing Signals and Interchanges,

13 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-3: Planned Signals and Interchanges 7

14 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY *** (Future) Planned PD&E (TBD) Map 2-4: Interchange/Reconstruction Plan Note: Dates represent actual/anticipated start of construction as of February,

15 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-5: Resurfacing Status/Year Note: Dates represent actual/anticipated start of construction. 9

16 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-6: Regional Trail Facilities 10

17 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-7: Existing Sidewalk Facilities 11

18 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-8: Existing and Proposed Bicycle Facilities Map 12

19 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-9: Cost Feasible 2040 LRTP Transit Plan 13

20 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-10: Coverage Priority 2040 LRTP Transit Plan 14

21 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 and illustrated in Map Commercial retail/office uses within the study area are primarily located adjacent to US 19 and along the other major intersection roadways in the corridor. Residential development, which represents the primary type of development found within a 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 around and south of Ulmerton Road, a key jobs center. Several large residential developments provide higher density housing along the corridor, including multiple apartment complexes in the Clearwater/Countryside area and several senior 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% Institutional 4% Vacant Nonresidential 6% Industrial 5% Recreation, 11% Retail/Office, 13% Residential, 40% Figure 2-1: Distribution of Existing Land Use Vacant Residential 6% 15

22 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-11: Existing Land Use Map 16

23 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Future Land Use As shown in Map 2-12, the PPC future land use map reflects increased densities and intensities for future development along US 19, including through newly designated activity centers and multimodal districts. Multimodal districts are located in primarily in Clearwater near the Clearwater Mall/SR 60, SR 590 (Sunset Point Road) and the Countryside Mall area. These are areas where new development will be more concentrated and will be designed to be more transit supportive than the existing auto-oriented development. Activity centers and special area plans are also designated near the corridor in the Gateway and Pinellas Park areas respectively. These areas may also see more intensive development activity. Figure 2-2 shows the breakdown of future land uses. Compared to Figure 2-1, future land use patterns shift towards denser housing units and intensification of non-residential uses (including mixed-use developments). Future land use plans indicate that 12 percent of development along the corridor will consist of mixed use office/residential buildings. Higher density residential and mixed use office space classifications are not distinguished in current land use categories as they are in the future land use classifications, indicating their increasing importance to the future land use profile. Other notable changes include an increase in industrial uses and a decrease in public use development. The future land use profile along the US 19 corridor also calls for a greater focus on enhancing commercial areas along the corridor to increase employment, including areas in Clearwater near the intersection of US 19 and SR 60 and near US 19 and Countryside Boulevard. These areas are already of higher densities than the surrounding areas and serve as two of the main employment centers for Clearwater. Community redevelopment areas (CRAs), special planning areas, multimodal districts, and activity centers within the study area are shown on Map Preservation 6% Institutional 4% Redevelopment 2% Transportation/ Utility, 2% Industrial 9% Mixed Use Residential/Office, 12% Water 4% Residential Low Density, 23% Residential High Density, 31% Retail/Services 7% Figure 2-2: Distribution of Future Land Use 17

24 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-12: Future Land Use Map 18

25 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-13: Activity Center, Multimodal, and CRA/Special Area Boundaries 19

26 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY The Pinellas Countywide Plan anticipates redevelopment increasingly occurring as the county approaches build-out. 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 planned for the corridor. Where major transit lines intersect, transportation impacts from these more intense developments can more easily be accommodated on transit and will work to reinforce the overall multimodal goals of the county. The amount of increased intensity depends on the anticipated level of transit services that would intersect. Potential intensities fall into three categories depending on what type of corridors they are intersecting, as shown in Table 2-1. Major Centers are the most intense and are located along major regional transit routes, including that planned for US 19. The development levels allowed in these areas are outlined in the Pinellas Countywide Plan: D R AF T 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. Figure 2-3: Pinellas Planning Council Transit-Oriented Land Use Locations Source: Countywide Plan, Adopted

27 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Table 2-1: 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) Supporting Corridor Other Arterial Roadway Other Collector Roadway Major Center Community Center Community Center Neighborhood Center Source: Countywide Plan, Adopted 2015 Community Center Community Center Community Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center Neighborhood Center 35

28 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 2-2, 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. Name of Study, Date (Responsible Agency) Pinellas County Comprehensive Plan, 2010 (Pinellas County) Pinellas Park Comprehensive Plan, 2012 (City of Pinellas Park) Table 2-2: Plans and Policy Review Summary Plan/Program Overview & Key Considerations for US 19 Corridor Study Plan covers all of Pinellas County, some unincorporated areas have overlays and other distinct sections Significant discussion on TOD and mixed use Consistency of development along US 19 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) Identifies need to coordinate with Pinellas County and FDOT in the implementation of small-scale physical and operational improvements and Transportation Demand Management (TDM) strategies as identified in the US 19 Corridor Action Plan. 36

29 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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) 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, community streets, 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, enhances aesthetic qualities of roadways Significant discussion of station areas Goal for activity centers (US 19/Roosevelt) includes a supporting network of urban trails, Community 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, including cooperation with the US 19 Corridor Action Plan ( ) Identifies interim levels of service (LOS) for US 19 and discusses coordinating with Pinellas County and FDOT to ensure LOS 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, utilizing 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 37

30 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Name of Study, Date (Responsible Agency) Tarpon Springs Comprehensive Plan, 2009 (City of Tarpon Springs) 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) Plan/Program Overview & Key Considerations for US 19 Corridor Study 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, utilizing the Planned Development review procedures in the Land Development Code Identifies LOS deficiency links, including US 19 from Klosterman Road to Tarpon Avenue Beckett Way Establishes the need to improve signal spacing on US 19 and to also 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. 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. A 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. Leverages the corridor s unique locational advantages to maximize benefits of planned transit and transportation improvements. Sub districts 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. 38

31 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Name of Study, Date (Responsible Agency) 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 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 Boulevard as a major activity center. Major activity center planning will produce policies and plans to guide redevelopment of the US 19 and Roosevelt Boulevard 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. Formula based uses are types of retail sales activity or retail sales establishments which, along with 15 or more other retail sales establishments located in the US, maintains 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, 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 Formula based uses located along the US 19 corridor from Live Oak Street to Klosterman shall be permitted and reviewed in accordance with the applicable zoning regulations. 2 Section of LDC on US 19 addressing development Long-term concurrency management corridor, development projects may not exceed 50 percent of maximum floor areas, dwelling units/rooms allowed under the applicable zoning district; if applicant agrees to implement a transportation management plan strategy that will reduce transportation impacts, this may be exceed Identified US 19 as scenic corridor. Adult use discussion. Tarpon Land Development Code, (City of Tarpon Springs) Pinellas Land Development Code, (Pinellas County) Clearwater Community Development Code, 2015 (City of Clearwater as 15 or more other restaurants. 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 39

32 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Name of Study, Date (Responsible Agency) Pinellas Park Development Code, 2015 (City of Pinellas Park) PSTA Transit Development Plan, 2010 (PSTA) TBARTA Master Plan, 2015 (TBARTA) Plan/Program Overview & Key Considerations for US 19 Corridor Study Billboard discussion. 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 the 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 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 & St. Petersburg The 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 was identified as a regional freight activity center as one of the 2040 Regional Freight Projects. The Longer 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 40

33 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Name of Study, Date (Responsible Agency) TIGER Grant Application for US 19 ITS Improvements, 2007 (Pinellas County) US 19 Preferred Design Alternatives, 1988 (Florida Department of Transportation) Plan/Program Overview & Key Considerations for US 19 Corridor Study Proposal for a pilot project to demonstrate congestion reduction techniques along US 19 Includes a means to implement, test, evaluate, and measure the impacts of congestion pricing on a congested arterial roadway Enhanced or Premium Transit Services would include variable transit fare pricing policies, queue jump lanes for buses through intersections, transit signal priority, frequency improvements, and upgraded passenger facilities Cutting-edge Intelligent Transportation System (ITS) components are also proposed that would allow congestion pricing to be effected on the proposed queue jump lanes converted from existing continuous right turn lanes. Transit fare would be lowered during periods of peak congestion to encourage a mode-shift towards transit. Enhanced or Premium Transit Service such as BRT on US 19 is a major component of the Pinellas County Congestion Reduction Demonstration. 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 an unmet need for additional transportation capacity through the corridor necessitating conversion to a multi-lane freeway mainline with twolane, 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 Road, Druid Road, 3 rd Ave. S., Michigan Blvd Ext (Boy Scout Rd), Northside Dr, 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 Road, Enterprise Rd, Curlew Rd, Tampa Rd (Depressed), Nebraska Ave, Alderman Rd (Depressed), Klosterman Rd, Tarpon Ave, and SR 595 (Alt 19) After reviewing the documents the 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 41

34 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Population and Employment Analysis Population and employment densities are measures often associated with an expected level of multimodal activity within a specific area. While this deserves some merit, it is important to recognize that the US 19 corridor has already been characterized as having high multimodal activity levels as it is has the highest ridership in the PSTA bus network. Using data developed for the Pinellas County MPO s 2040 LRTP, existing and projected population and employment densities were calculated by traffic analysis zone (TAZ) along the corridor. The existing and future population and employment densities for the corridor are shown in Map 2-14, Map 2-15, 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 percent and a total growth of 6.1 percent. 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 percent. Figure 2-4 illustrates the projected population and employment growth between 2010 and 2040, while Map 2-16 and Map 2-19 illustrate the percent change in population and employment along the corridor between 2010 and The primary areas of concentrated population growth appear to be 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 This corridor is projected to receive a higher proportion of growth as compared to the countywide average. 300, , , , ,000 50,000 Population Employment Figure 2-4: Projected Population and Employment Growth ( ) Data Source: Pinellas MPO 2040 LRTP 42

35 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-14: 2010 Population Density 43

36 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-15: 2040 Projected Population Density 44

37 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-16: Projected Percent Change in Population ( ) 45

38 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-17: 2010 Employment Density 46

39 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-18: 2040 Projected Employment Density 47

40 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-19: Projected Percent Change in Employment ( ) 48

41 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Socioeconomic Analysis An evaluation of key socioeconomic and demographic indicators, including income, age, and commuting patterns was also completed using data from the U.S. Census Bureau Five-Year American Community Survey (2013 ACS) and US 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 there are special populations that could require particular accommodation. 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 ($45,574). 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 modes of transportation such as walking, biking, or using transit than driving a personal vehicle. Low income populations are also 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 single-person 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 percent of the population within the corridor study area live in households below the poverty level, compared to a countywide average of 14 percent. Older populations can also be indicative of a higher need for alternative modes of transportation modes due to limited driving difficulties or limitations that come with age, and therefore may represent a potential demand for public transit use. Map 2-22 illustrates the percent of the corridor study area population that is age 65 and over. In total, 25.5 percent of the corridor study area population is age 65 and over compared to 22.6 percent of the countywide population. 3 Based on data provided by the U.S. Department of Commerce Bureau of Economic Analysis. 49

42 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-20: Average Income per Capita 50

43 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-21: Percent of the Population Below the Poverty Level 51

44 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-22: Percent of the Population Age 65 and Over 52

45 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Using the 2013 ACS data, the existing mode of transportation used to travel to work also was evaluated. Figure 2-5 shows the break-down 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 while a total of 3.8 percent of workers used 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 that where workers walk, bike, or use public transportation as their primary mode of travel to work. Map 2-23 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 percent of workers either walk or bike to work. Map 2-24 illustrates the percentage of workers living within the corridor study area who use public transportation as their primary means to travel to work. While only 1.4 percent of the total working population in the corridor study area use public transportation as their primary mode of travel to work, there are several locations that exhibit higher concentrations than the countywide percentage of 1.7 percent. These locations, such as those near Tarpon Ave, Highland Lakes Blvd, Sunset Point Road, and SR 580, have workers that rely more heavily on increased access to multimodal transportation. Areas on the map are displayed that are adjacent to US 19 and fall within one mile of the corridor even if they don t have a driveway accessing US 19. Making transit more accessible to dense residential development where the distance for connectivity is short will be key for future iterations of US 19 in many areas. 53

46 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-23: Percent of Workers Walking or Biking to Work 54

47 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-24: Percent of Workers Using Public Transportation 55

48 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Crash Data Analysis Total Crashes FDOT and the Pinellas MPO have made a commitment to improve safety and reduce crashes along US 19. An analysis of crash data obtained through the Crash Analysis Reporting System (CARS) was completed for crashes within the corridor over the last five-years ( ). 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. As shown, there has been a slight downward trend in total crashes within the corridor since 2010, when there were nearly 2,200 crashes within the study corridor. Table 2-3 summarizes the top 20 highest frequency crash intersections along US 19, which accounts for nearly half of the total crashes. Map 2-25 illustrates the concentration of total crashes within the corridor by their associated intersection. While there have been crashes at locations along the entire corridor, intersections along the northern section of US 19 (north of Main Street/SR 580) have a prevalence for higher frequencies of crashes. It is assumed that the design of these intersections contribute to the number of crashes at these locations. The intersections north of Main Street are at-grade, while many intersections south of Main Street, especially those of major cross streets, have been or are in the process of being grade-separated. 2,500 2,000 1,500 1, Figure 2-6: Total Crashes by Year ( ) 56

49 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Table 2-3: 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 57

50 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-25: Total Crashes by Intersection ( ) 58

51 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 percent 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 crash (21.6% and 18.3%, respectively). The other category of crash types contains crashes that were either not specifically classified in the crash data extract or crashes within a parking lot or where a fixed object was involved. Angle/Left Turn 21.6% Other 18.3% Rear-End 45.4% Lane Departure 6.1% Figure 2-7: Total Crashes by Crash Type ( ) Ped/Bike 4.4% Sideswipe 1.8% Head-On 1.6% Right-Turn 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 Figure 2-8 through Figure 2-11, nearly 75 percent of crashes within the corridor occurred during daylight hours, over half of the crashes occurred either at an intersection or were within the influence area of an intersection, and nearly one-third of crashes occurred within a four-hour period between 2:00 PM and 6:00 PM. Crashes were fairly evenly distributed throughout the year, though March and December had the highest number of crashes, on average, and crashes tended to decrease slightly during the summer months. This could be indicative of the fewer number of people traveling the corridor during these non-seasonal months. 0.9% 59

52 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Dark/Dusk/Dawn 27.4% Unknown 0.4% Daylight 72.2% Figure 2-8: Total Crashes by Lighting Condition ( ) Intersection Related 15.1% Non-Intersection 37.1% At Intersection 38.3% Driveway/Access Related 7.5% Entrance/Exit Ramp 1.2% Other 0.9% Figure 2-9: Total Crashes by Location ( ) 60

53 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 1, Figure 2-10: Total Crashes by Month ( ) 0 Figure 2-11: Total Crashes by Time of Day ( ) 61

54 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Severe Injury Crashes While 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. While 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 2-26 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. 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 just 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 2013; however, the number of fatal crashes doubled in 2014 compared to the number of crashes in In reviewing the fatal crash type categories (Figure 2-15), pedestrian and bicycle crashes have the highest percent of fatalities at 37.3 percent 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%). 62

55 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-26: Severe Injury Crashes ( ) 63

56 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 2-12: Annual Distribution of Severe Injury Crashes ( ) Other 12.2% Angle/Left Turn 26.8% Lane Departure 10.0% Ped/Bike 13.5% Rear-End 33.2% Sideswipe 1.0% Head-On 3.0% Right-Turn 0.3% Figure 2-13: Severe Injury Crashes by Crash Type Category ( ) 64

57 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 2-14: Annual Distribution of Fatal Crashes ( ) Lane Departure 9.8% Other 11.8% Ped/Bike 37.3% Angle/Left Turn 25.5% Rear-End 11.8% Sideswipe 2.0% Head-On 2.0% Right-Turn 0.0% Figure 2-15: Fatal Crashes by Crash Type Category ( ) 65

58 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Pedestrian and Bicycle Crashes As previously shown in Figure 2-7, pedestrian and bicycle crashes account for 4.4 percent of the total crashes within the US 19 corridor, but they are responsible for 13.5 percent of the severe injury crashes (Figure 2-13) and 37.3 percent 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. Map 2-27 displays the frequency and location of pedestrian and bicycle crash clusters within the US 19 corridor study area. The cluster map was used to best illustrate any patterns in the pedestrian and bicycle crash history that may not be evident by mapping individual crashes at their location. The crash clusters were created by grouping crashes that occurred within 200 feet of each other. As illustrated in 6, there are evident patterns in the pedestrian and bicycle crashes along the corridor. The majority of the higher frequency crash clusters are located at or near many of the major intersections along the corridor and are commonly found near higher ridership PSTA bus stops, confirming that there is a strong connection between pedestrian and bicycle crashes are in close 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. While 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 trend is also consistent when looking at the distribution of severe injury pedestrian and bicycle crashes, (see Figure 2-17). 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 in the four-hour span between 3:00 PM 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 percent of the pedestrian and bicycle crashes have occurred within 200 feet of a bus stop, 72 percent within 500 feet of a bus stop, and 84 percent within one-quarter mile of a bus stop. Only 16 percent 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 two-thirds 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. 66

59 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-27: Concentrations of Pedestrian and Bicycle Crashes ( ) 67

60 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Bicycle Pedestrian Figure 2-16: Annual Distribution of Pedestrian and Bicycle Crashes ( ) Incapacitating Injury Fatal Figure 2-17: Annual Distribution of Severe Injury Pedestrian and Bicycle Crashes ( ) 68

61 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Dark/Dusk/Dawn 35.1% Unknown 0.4% Daylight 64.5% Figure 2-18: Pedestrian and Bicycle Crashes by Lighting Condition ( ) Intersection Related 6.0% Non-Intersection 30.3% Driveway/Access Related 15.9% At Intersection 45.4% Entrance/Exit Ramp 0.8% Other 1.6% Figure 2-19: Pedestrian and Bicycle Crashes by Location ( ) 69

62 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 2-20: Pedestrian and Bicycle Crashes by Month ( ) 0 Figure 2-21: Pedestrian and Bicycle Crashes by Time of Day ( ) 70

63 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Pedestrian & Bicycle Crashes Proximity to Bus Stops Within 200' 41% Within 500' 72% Within 1/4 Mile 84% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% Figure 2-22: Pedestrian and Bicycle Crashes in Relation to Existing Bus Stops 71

64 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Transit Activity PSTA Route 19 is the highest ridership transit route in Pinellas County. This is indicative of the high travel demand along the corridor and a larger trend of increasing reliance on transit. There is already a substantial amount of transit activity along US 19, underscoring its importance to the future of transit in north Pinellas County. In future plans, one of the county s core routes is planned for the corridor. Much of the mobility provided by future transit will require a transfer to or from routes along US 19. Map 2-28 illustrates where transfer locations are planned by PSTA s 2040 Transit Vision Plan. The major transfer stops are differentiated from smaller stops along the corridor. The map includes the core network of the PSTA bus system with local and regional express routes identified. Existing transit activity is reflected in Map 2-29, which shows the total boardings and alightings for northbound bus stops serving Route 19, and 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. Transfer points along US 19 are located in Tarpon Springs, around the Countryside Mall, in the Clearwater Mall, at Whitney Road, behind 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 2-4 summarizes the top five bus stops, in terms of total daily ridership, that only serve Route 19, meaning 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. Table 2-4: Top Five Non-transfer Bus Stop Boarding and Alighting Locations Total Average Bus Stop Locations Daily Boardings and Alightings Drew Street & East Service Road 156 US 19 & Ulmerton Road (northbound) 133 US 19 & Belleair Road (northbound) 112 US 19 & Ulmerton Road (southbound) 106 US 19 & Belleair Road (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-June 8, As shown in 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. 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 Avenue where this route connects to PCPT, providing a crucial regional transit connection between Pinellas and Pasco counties. This is the most active regional transit connection between Pasco and Pinellas Counties. 72

65 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-28: PSTA Route 19 Transfer Locations 73

66 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-29: Route 19 Northbound Ridership 74

67 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-30: Route 19 Southbound Ridership 75

68 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-31: Route 19 Northbound Average Passenger Load by Bus Stop 76

69 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-32: Route 19 Southbound Average Passenger Load by Bus Stop 77

70 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Pedestrian and Bicycle Activity To evaluate the level of pedestrian and bicycle activity along and across US 19, 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 were also 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. The locations for all counts are shown on Map 2-33 and summarized in Table 2-5. US 19 has a reputation for being a dangerous highway and could be considered a difficult road to cross on-foot, one that many pedestrians avoid if they can. As such, many of these crossings may represent trips where another mode of transportation was not available and crossing the highway on-foot or by bike was the most logical course, despite the potential for risk. These individuals are thus highly motivated to find the quickest and most convenient way across the highway that does not exceed their tolerance for risk. One notable exception to this motivation are recreational users of trails that cross US 19. These locations were by far the busiest crossings of the highway for bikes. The two trail crossings of US 19 are both underpasses (i.e. the trail goes under the highway) and both were originally constructed as rail crossings. The Ream Wilson Trail still parallels an active freight rail line as it crosses under the highway. A third grade separated pedestrian crossing has been constructed for the planned Duke Energy Trail (formerly the Progress Energy Trail). Trail connections are being constructed as funding becomes available, however, and have not reached the overpass as of September, As such, this overpass was not as well utilized as the other underpass trail crossings. Crossing counts here were closer to those for signalized intersections at local cross streets that were not east-west connections, such as Republic Drive. Long time users of this overpass might have previously crossed at grade using a signal at Enterprise Road, which was removed around the time the overpass was constructed. Some pedestrians may also perceive the climb up to the overpass as more difficult and might be less willing to use an overpass than an underpass if it did not require climbing. Without further analysis, it cannot be determined if perceived difficulty in climbing was a factor in the differing levels of use between overpass and underpass locations. The overall function of this bridge as it exists today, given that it has yet to be connected to a trail, may provide a preview as to the level of use that could be expected of a pedestrian overpass that was constructed solely to provide for crossing US 19. It is anticipated that as this bridge is connected to the existing pedestrian network and planned multimodal trails, its usage will increase. Several crossings saw significant levels of activity, particularly where they connected to major east-west thoroughfares with one exception. The signalized intersections of Alderman Road, Nebraska Avenue, Tampa Road, and Curlew Road saw the most activity, with each logging more than 50 crossings during the counting periods. Klosterman Road, Innisbrook Drive, and Republic Drive, which all provide limited eastwest connectivity, each saw between 25 and 35 crossings. This level is consistent with crossings at the bridge for Duke Energy Trail overpass, which replaced a similar signalized crossing at Enterprise Road. Interestingly Tarpon Avenue, which does connect to an east-west corridor, saw the lowest pedestrian count among the signalized intersections. Other locations near non-signalized areas saw lower levels of crossing, with many showing less than 10 crossings observed during the count period, and several showing no crossings at all. This is lower than 78

71 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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, especially those near the north end of the transit route, may see riders traveling around past the end of the line stop to avoid crossing the road, which was reported to be one obstacle to using transit in the area. This was mentioned anecdotally from riders but was not a behavior that was reported during interviews with PSTA operators. Table 2-5: 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 Drive** 8/20/ Evans Rd* 8/20/ 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 2:00PM, and the afternoon (PM) period begins at 3:00 PM and ends at 6:00 PM. *Bike and Pedestrian activity at this location includes an area of just under 1,000 feet 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 intersection. at the 79

72 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 2-33: Pedestrian Count Locations 80

73 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 Metropolitan Planning Organization has established a project-specific advisory committee. The first meeting of the committee took place on June 24 th, 2015 at 1:00PM in the Pinellas MPO in Clearwater. The committee was given an overview of the project scope and purpose, schedule, and progress to date. Several of the preliminary datasets were presented, including from the local policies reviewed to-date, the socioeconomic data, and pedestrian and bike crash concentrations. Feedback received from this first meeting was critical to the layout of this technical memorandum, and resulted in the addition of review from several local planning documents to provide a more complete project context. Another Project Advisory Committee meeting is scheduled for September 23, 2015 which will discuss the completed dataset outlined in this technical memorandum. 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 Route 19 is PSTA s longest fixed-route, providing trunk line service along US 19, and is also PSTA s most utilized route. This on-board survey was designed to collect information on travel behavior of bus riders (i.e., trip origin and destination questions) 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 This data was used to supplement the original survey data. The initial June 2015 on-board survey generated 50 surveys, while the supplemental data yielded 15 additional surveys for a total of 65 surveys from which to base this analysis. Copies of both survey instruments are provided in Appendix C. The on board surveys were conducted interview style and data recorded using an electronic tablet. The final draft survey instrument was stored in a tablet application so that it could be filled out properly by trained surveyors during the interview process. Most of the trained surveyors used were bilingual so that both English and Spanish speaking riders could be accommodated during the survey process. Data collected from both survey efforts were aggregated for further analysis. When applicable, the aggregated 2015 on-board survey results are compared to data collected through a previous US 19 onboard survey completed in The on-board survey questions are organized into two major categories: Travel Characteristics, which include questions about individual trip attributes. Service Improvements, which include questions about potential service improvements and capital improvements. Travel Characteristics Travel characteristics questions were designed to ask respondents about their individual trip attributes and their travel behavior. Topics covered by the travel characteristics questions on the survey include: Trip origin type 81

74 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 are going to (trip destination) on the same one-way trip. Figure 3-1 illustrates the distribution of responses pertaining to the 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 are 2.4 percent more home-based trips in 2015 than in 2012, while 3.9 percent 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 are the third most common trip origin. Recreational trips are more than 3.5 times more common in 2015 than in 2012, while trips originating from other locations 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 with the trip origin data, there are more home-based trips observed in 2015 than in 2012 and more workbased trips in 2012 than in However, this gap is wider for trip destinations at 8.3 percent for homebased trip destinations (compared to 2.4% for trip origins) and 6.5 percent for work-based trip destinations (compared to 3.9% for trip origins). 82

75 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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, followed by bicycling are 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 to 1.5 percent of each other. As a follow up question, respondents who stated 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, with no significant concentration on a certain distance level. Overall, the average distance traveled by bicycle is about 6 blocks. Only three respondents indicated the number of miles they drove before boarding the bus stop, ranging from 1 to 4 miles. US 19 runs north-south down a peninsula and is generally between 3 to 5 miles from Tampa Bay or Lake Tarpon to the east, and 2 to 9.5 miles from the Gulf of Mexico to the west. It can be assumed that distance traveled to a bus stop by car or bike is relatively low and could not reasonably exceed a few miles. 83

76 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 3-3: Bus Stop Access Mode Summary (2012 and 2015) Figure 3-4: Walking Distance to Access Bus Stop (2015) 84

77 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 3-5: Bicycling Distance to Access Bus Stop (2015) Survey respondents were also asked what mode of transportation they will use to get from the bus stop to their final destination. As shown in Figure 3-6, the response closely mirror the modal distribution to access the bus stops with walking, getting picked up, and bicycling the most frequently responses. 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 will walk to their final destination. 85

78 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 will walk six or less blocks to their final destination closely mirrors the percentage of respondents who walked to access the stop. The distances respondents will travel by bicycle to reach their final destination is varied, with no significant concentration on a certain distance. Overall, the average distance traveled by bicycle is about 7 blocks. Only four respondents indicated the number of miles they drive to get to their final destination, which ranged from 1 to 5 miles. Again, the peninsular nature of the county and central location of US 19 limit the distance traveled to no more a few miles. 86

79 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 3-7: Walking Distance to Access Final Destination (2015) Figure 3-8: Bicycling Distance to Access Final Destination (2015) 87

80 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Respondents were asked to list all of the bus routes they will use to make the one-way trip in order of travel. Table 3-1 summarizes the percentage of respondents that will make zero, one, two, or three or more transfers to complete their one way trip. The majority of respondents (93%) indicated that they will 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 are the most one-transfer pair in both 2012 and 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 74. 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 % The following tables 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. 88

81 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY The following tables show the survey respondents that indicating indicated they had transferred to, or planned to transfer from, PSTA Route 19 on their current trip for the survey completed during the 2015 on-board survey. Table 3-3: Riders Transferring from Route 19 (2015) Transferring From Route 19 To Number of Respondents Central Avenue Trolley 2 Jolley Trolley X Total 99 Table 3-4: Riders Transferring to Route 19 Transferring to Route 19 From (2015) Number of Respondents X PCPT Route 19 1 Total 61 For comparison purposes, the following tables 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 for the survey completed during 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

82 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Table 3-5: Riders Transferring from Route 19 (2012) Table 3-6: Riders Transferring to Route 19 (2012) Transferring from Route 19 to Number of Respondents Total 119 Transferring to Route 19 from Number of Respondents Trolley 1 Total

83 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 responses received for both trip origins and trip destinations were geocoded and illustrated on an origin-destination map (see Map 3-1). The most frequently referenced 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. Table 3-7: Top Trip Origins and Destinations Summary Location Address Origin Destination Total 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

84 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Map 3-1: Route 19 On-board Survey Origins and Destinations 92

85 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 additional 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 is to improve the lighting around bus stops, followed by improving roadway crossings. The third most frequently cited improvement is to provide better sidewalks, followed closely by other types improvements categorized than those listed. Providing better shade is the most frequent suggestion made by respondents other than those listed on the survey. Just over 10 percent of respondents indicated that no changes are 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 percent. 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 additional 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 equally cited as the most preferred improvement by 41.2 percent of respondents. The most commonly noted service span improvement noted by respondents is increasing service to 24 hours, while the most commonly noted service frequency improvement noted is increasing service to 15 minute headways. The third most frequently cited route modification is to provide more service on weekend days, selected by 38.4 percent of respondents, followed by adding or improving benches and shelters at bus stops, selected by 26.0 percent of respondents. It should be noted that improving bus timeliness and adding an express route are the most common improvements mentioned when respondents answered other. 93

86 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Figure 3-10: Preferred Modifications for Route 19 (2015) Respondents were also asked, if Route 19 were to be split to reduce travel time, where they would recommend the split occur. 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 percent of respondents have no preference regarding the potential location for splitting Route 19. Clearwater Mall is 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 (10.7%). responses 94

87 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY On-Board Survey General Conclusions Figure 3-11: Preferred Split Locations for Route 19 (2015) Data collected through the on-board survey provide 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. Salient 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, though there were some slight changes as noted in the analysis. The most common mode for bus riders to both access the bus stop and leave the bus stop to reach their final destination is by walking. The majority of respondents indicated they walked 6 blocks or less to access their respective bus stops or to each 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 one-transfer pair in both 2012 and 2015 was a transfer between Route 19 and Route 52. 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. Transit trip origins and destinations were most commonly found around the following major activity locations: o Countryside Mall o Shoppes at Park Place o Grand Central Station 95

88 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY o Tyrone Square Mall o St. Petersburg College (2465 Drew St) o Walmart ( th St N) 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 is to improve the route 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 is to provide 15 minutes headways and the most common service span request is to provide 24 hour service. The majority of respondents indicated they did not have preference on where to split Route 19 to shorten the route. Of those respondents that did provided 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 provide 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 included 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 D. The views and opinions reflected in the summary below were expressed by PSTA bus operators who are familiar with Route 19. Though these interviews can provide a valuable perspective, the statements herein are not meant to reflect positions or opinions of FDOT, the Pinellas MPO, staff, other representatives of either agency, or consultants. Summary of Bus Operator Interviews Summary of General Comments Received Bus bunching is a critical issue for this corridor. Plug buses are used on almost a daily basis. 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 encourages unsafe pedestrian behavior as people rush to catch the bus, particularly if that 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 drop right turn lane. During non-peak periods, this is tough due to the high speed of through traffic. During peak periods, it can be difficult due to traffic backups near intersections. 96

89 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY o The bus generally owns the right lane during non-peak periods and it stays pretty open. People expect it to go slower and so through traffic will wind up avoiding 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 were 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 actually pulls into the Countryside Mall and serves a bus stop close to one of the entrances. Many boardings for Route 19 occur here, whereas they occur for other routes 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 big trucks or a lot of 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 a high ridership area. The bus can never accelerate because it is always having to stop. It takes a lot of time and slows down travel time for the route. Something should be done to make the route faster as the route takes more than two and a half 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 Road) o Countryside Mall (on the US 19 frontage roads near Countryside Boulevard) o St. Petersburg College Clearwater campus (on-street stops near Drew Street) o Clearwater Mall (on the US 19 frontage roads near SR 60) o Whitney Road (connection to Route 52) o The Shoppes at Park Place o Grand Central Station o Eckerd College 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 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 Rd. 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. o Clearwater Mall was also mentioned as a good place to split the route due to the connections that are available there. Splitting the route there could open up some 97

90 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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. o 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 leave one of the resulting routes as too long, though some favored a split at the Shoppes at Park Place for the amenities and number of transfers that are 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 reach the shopping center at US 19 and Tarpon Avenue 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 hard to determine if they have an interest in boarding the bus. This is more obvious where stops are only served by Route 19, since there are no other buses that people could be waiting on. 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. Some key areas that passengers are observed to be 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 Road) o Near Tampa Road or Curlew Road to reach retail o Near 66 th Street to reach a call center o Near Ulmerton Road and US 19 to reach a call center o Near 110 th Avenue N (overpass south of Bryan Dairy Road). o 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 in between overpasses, able-bodied transit passengers will typically 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 Drive), despite the presence of grade separated crossings that are about a half-mile on either side of the stop. Some passengers are not educated as to how to ride the bus. They are not ready with their fare and take up a lot of time as they board the bus, and they use headphones that make them less aware of their surroundings. 98

91 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Bike racks fill up fast and are constantly full. Waiting for a rider to lockup the bike if the racks are full can take a lot of time. Entering into 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 the 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 may also be an indication of the difficulty in getting across US 19 at this location. Stops that are inbetween 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 the bus to operate continuously in the right lane has encouraged motorists to travel in the through lanes during the day. The lane functions as more of a continuous right turn lane compared to the other through lanes. For service to the 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 educational program for riders as to a code of conduct for passengers, including the proper way to board and alight the bus may also be helpful. 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, and making it easier to keep buses at an equitable distance an 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 the bus 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, may also help to alleviate bunching and may 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. 99

92 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 focus-group style discussion workshops were conducted. The goal of these workshops 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 focus group format allowed the project team to gather deeper input from stakeholders that are more difficult to reach in a cost effective way. To keep the discussion on-track and to allow the facilitator to ensure meaningful input came from each participant, the focus groups were limited to six participants each. The date and location of the workshops is summarized below. Workshop #1 Wednesday, June 17, 2015 Workshop #2 Wednesday, June 17, 2015 Workshop #3 Thursday, June 18, 2015 Workshop #4 Thursday, June, 2015 Began at 10:00 AM St. Petersburg College, Clearwater Campus Began at 12:00 PM St. Petersburg College, Clearwater Campus Began at 10:00 AM St. Petersburg College, Clearwater Campus Began at 4:00 PM St. Petersburg College, Tarpon Springs Campus Potential participants were identified with input from Pinellas MPO committee members. Focus groups were created for each workshop to include 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, though valuable, do not necessarily reflect positions or opinions of FDOT or the Pinellas MPO. The opinions of the individual participants are reflected here as closely as practical to how they were expressed during the workshops. This input is provided for the benefit of the project team so that they might gain insight through issues and perceptions deemed important enough by participants to share with the group. Several themes were noted from input received from workshop participants. Most of the participants were not regular bus riders and in addition to safety concerns, most saw the significant difference in travel time versus drive time as one main reason they do not regularly use the bus. Several participants noted that the bus is the only option for a number of employees they knew along the corridor. There were also several participants who suggested that additional visibility for bus stops would help the stops to feel safer and help drivers anticipate the possible presence of transit riders as they crossed the roadway. 100

93 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY In general there was positive reaction to recent 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. Participants in the Tarpon Springs workshop, however, were also 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 grade separated 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. Single point urban interchanges, such as can be found at US 19 and Drew Street, break up crossing each street into several separate segments. Though these were seen as crossable, they were still perceived as challenging due to the time required to cross each segment if waiting for the walk signal. Participants noted observations that people would ignore the signal and cross when traffic was clear, particularly if they had to wait for more than one to get all the way across. This was noted by one participant during major events in the area of Bright House Field, where there are a concentration of pedestrians that necessitate additional controls during event days. Providing pedestrian safety improvements was seen as necessary step for transit use along the corridor. Property owners and businesses were also generally concerned about providing transit access along the highway for employees, though there were liability concerns from owners about passengers who might encroach onto private property while waiting for the bus. Students also mentioned that low frequency of bus service does not make the Route 19 a viable mode choice to reach campus, and it was noted that most students drove or found a ride to attend classes. Despite two SPC campuses located along 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. The views and opinions reflected in the summaries below were expressed by the workshop participants and, though they provide valuable perspective, are not meant to reflect positions or opinions of FDOT, the Pinellas MPO, staff, consultants, or other representatives of either agency. Summary of Input Received from Workshop #1 The first focus-group workshop was held on June 17, 2015 at 10:00 AM at SPC s Clearwater campus. The following is a summary of the general comments received from workshop participants. Bus stops are barely visible, particularly to drivers who are going by fast. If they were more visible people might be more inclined to expect pedestrians. Bus stops should look special along the side of the road, particularly where they want to showcase transit. Visibility is a key potential asset for bus stops along the corridor. Bike racks on buses are constantly full, there should be more bike racks at bus stops. Potentially they could be sponsored by artists or other business owners. There is concern about inadequate sidewalks (crosswalks) for pedestrians walking along the northern section of US 19. They are not striped adequately and sometimes lack incorporation into the signal. 101

94 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY In the future, it will be important to incorporate transit into a more urban environment. Maintaining transit as a choice will be important for the marketability of the region. A key frequent question for visitors to the Dunedin Chamber of Commerce is how to get from Downtown Dunedin to anywhere else without a car. Honeymoon Island is a frequent destination, but it is not accessible by bus. Current buses are not frequent enough and Chamber volunteers generally advise tourists against using transit as a viable mode of transportation, except for the Jolly Trolley that runs only on weekends. Having a service to connect the downtowns in northern Pinellas County (Sponge Docks, Tarpon Springs, Palm Harbor, Dunedin, and Clearwater) during the week similar to the Jolly Trolley on weekends would be helpful. One resident observes people trying to get from a nearby hotel to a theatre (just south of Klosterman Road). They could see the theater from the hotel and want to walk but have to dodge traffic to get there. Tourists staying in hotel may not be aware of the danger if they are not familiar with US 19 and its reputation. Taking US 19 is better since the overpasses have opened. One student mentioned they will drive it for fun to go fast in a car, but only south of Clearwater and not on northern segments. The student remarked that having US 19 as an expressway has been great for drivers. Biking along US 19 is difficult, one resident did so occasionally to get to work. On southern sections near 34 th Street it was possible to take the lane on a bike, but due to high speeds the northern segments are really dangerous for cyclists. One participant who bikes the corridor frequently observed that there are typically 20 to 30 cyclists in the roughly nine miles between 1 st Avenue North in St. Petersburg to Ulmerton Road in Largo. The overpass sections, with their wide shoulders, seem safer for bikers. Even getting across ramps/merge lanes it still seems safer compared to crossing those lanes at grade and then having to cross multilane thoroughfares such as 49 th Street. One person rode the bus as an experiment but was not prepared for all of the deviations. They started in Pinellas Park and went to just north of Innisbrook but were surprised by the jog at Hampton Road. One person took bus from Hudson to St. Petersburg. They were vision impaired so they needed a ride if they ever had to work late. It was a real challenge for them and they were seriously hampered in their career because of it. One resident took the bus as part of a vacation. They traveled from Florida to Canada on alternative transportation and took a bus from the Palm Harbor area to Pinellas Park to meet up with a charter bus. They had to cross US 19 at Alderman Road to take advantage of the signal, which was a very far walk. The US 19 segment was the biggest challenge for the whole trip, and the corridor really needs to address walking issues. Sometimes parents of minors approach Chamber volunteers about how to get to or from the beach on a bus, and Chamber volunteers tell those parents that it is not practical. From Countryside Boulevard to the south the crossings along US 19 are very difficult. There are no places to cross safely, so taking the bus away from a major intersection is nearly impossible. 102

95 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Due to the three or four crossings of smaller segments required, it takes a couple of signal cycles to walk across the interchanges if obeying the signals. Most people do not wait for the lights to change, they just go when traffic is clear. Right turning traffic makes it especially difficult for pedestrians to assert the right of way at interchanges. Drivers move very fast around the turn, and even when a signal provides a pedestrian with the right of way, it is next to impossible to get turning traffic to stop. It is sometimes easier to just cross when traffic is clear, even if it is against the signal. For the crossing at 118 th Avenue, there are five or six smaller roads that you have to cross, so it is difficult and time consuming to cross without a car. The cultural acceptance of pedestrians will be a challenge for this corridor as there are thousands of cars compared to not many pedestrians. Summary of Input Received from Workshop #2 The second focus-group workshop was held on June 17, 2015 at 12:00 PM at SPC s Clearwater campus. The following is a summary of the general comments received from workshop participants. The general perception was that US 19 is unsafe and congested; however, the grade-separated interchange sections do move pretty well now that they are open. One resident mentioned a preference for the U-turn lanes provided under the overpasses over left turns on non-grade separated portions of the corridor. Retail/commercial property values adjacent to the raised sections of US 19 have fallen due to lack of access to the roadway. Falling property values are detrimental for those tasked with building or maintaining a tax base and investment in Pinellas County. Most commercial property was de-facto changed from commercial zoning to warehouse or some other use that would not be reliant on access to traffic when the highway was elevated. There was no planning to anticipate this change and people no longer think of these sections of US 19 as retail hubs. Municipalities along US 19 do not coordinate between urban, industrial, warehouse, retail, and vacant land uses. Five weeks during Phillies spring training games the hotels are full near Bright House Field located at US 19 and Drew Street. Traffic is congested and pedestrians are abundant, which is very unsafe. Getting across the access roads and US 19 is not convenient and takes a long time, some people just run across when there is no traffic. Property owners near Bright House Field are required by the City of Clearwater to pay for an offduty police officer to direct traffic and get pedestrians across the highway. This is due to the current transportation design, which was designed and constructed by public entities, and it is felt that this is an unfair burden for business owners. The Bright House Field is used infrequently enough that the benefits for retail from the additional traffic do not outweigh the drawbacks for business owners. A pedestrian bridge similar to the Ream Wilson trail bridge over McMullen Booth Road would be helpful across US 19 south of Drew Street. Pedestrian walkability is vital to successful transit. 103

96 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Land use planning along US 19 seems to be disjointed between the City of Clearwater, who is planning for more intensity, and Pinellas County which seems to favor less intense or industrial uses. Redevelopment planned through Clearwater will need incentives to be successful and will need to address the parking situation and pedestrian safety. It is still unknown are what the incentives would be and how they would be paid for. Bus stops should be located on the far sides of intersections. The transit vision for US 19 should include a better quality walking and biking environment, bus travel time that is comparable or better than drive time, wait times for buses that provide schedule-free service, wait areas that are comfortable and deal with heat, and safer intersections. Jobs and affordable living options should be provided along mixed use corridors. Reliability is tough for people who depend on transit, sometimes they lose their jobs because the bus is late. Greater land use flexibility is needed along US 19. At grade pedestrian boxes or panther tunnels could provide crossing, but would need to be big enough and straight enough for visibility and safety. Ulmerton Road has been under construction for a long time. Participants are asking if cones can be moved temporarily so that the buses can pull off the road for stops and safely get back on the road after loading and unloading passengers. Local governments, particularly the City of Pinellas Park, also suggest US 19 be elevated over Park Boulevard instead of the reverse (Park Boulevard elevated over US 19) as is the current condition for safety. It was also noted that 10-foot sidewalks be provided leading to Sawgrass Lake Park, Freedom Lake Park and the Pinellas Trail. Summary of Input Received from Workshop #3 The third focus-group workshop was held on June 18, 2015 at 10:00 AM at SPC s Clearwater campus. The following is a summary of the general comments received from workshop participants. Transit needs to accomplish travel within a reasonable amount of time. The pedestrian environment needs to be temperature comfortable and safe, long crosswalks (too far/too much time) are an issue for some people. Most transit users are people trying to get to their jobs as well as patrons of retail/commercial establishments. Few inter-county connectors exist, transit needs improved regional connections. US 19 acts as a Berlin Wall that cuts through the central part of Pinellas County. Some sort of circulator system might help improve connectivity. Where overpass or underpasses are being considered for crossing US 19, use will depend on location, for example a connection between a parking garage and a hospital. Overpasses are tricky for elderly or disabled people, or those with young children who cannot easy use stairs. People might use overpasses to access buses in the right direction if the bus stops are nearby. 104

97 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Where bus stops are adjacent to private property, there are liability concerns caused by people cutting across the property to get to the bus stop, or if people are physically waiting for the bus in unauthorized areas on private property. The trip takes a long time and is unpredictable, college students who take the bus risk being late to class, which is an issue for most professors. For SPC s Clearwater campus, the connecting bus picks up on Drew Street and only has 1-hour headways. If you miss the bus, you can t catch the next one and still be on-time.. There is a phone app to track buses, but there needs to more late night buses for transit to be useful to students. Crossing US 19 sometimes requires a far walk north or south to get to a crossing location. If you have a car, US 19 south of Countryside Mall is a preferable drive compared to north of Countryside Mall. People run across US 19 north of Countryside Mall daily. They cross away from signals, especially at crossings near Tampa Road or Curlew Road. People are trying to get across the road to catch the bus in the right direction, and may end up walking a long way to get to a crossing to get back home. PSTA should consider operating an express bus in addition to the local bus service on US 19. Express bus would be better on long range time scale. Real estate valuation site selection considers the transportation environment. Redevelopment needs to provide activity centers first so the bus can serve them. Roosevelt Boulevard and US 19 has become an activity center because of the road development. US 19 has an identity problem. What is it in the future? Is it an interstate? Should it be more permeable? It an Interstate, so how do we support the land use? It used to be a road with lots of curb cuts. Look at the frontage roads along US 19 and make them one lane, with larger sidewalks, speeds lower than 45 mph (more of a complete street). Bike share could be a good idea. How does the trail system integrate into the pedestrian environment along US 19? Trail access should be provided/mandatory for businesses that are near the trail/us 19 crossings. Properties between the trail and US 19 could be destinations for people on bikes. Rezone the properties not near US 19 crossings to be something other than retail. There are a lot of small properties along US 19 and it is harder to redevelop with little pieces. Parking is a barrier to density. Surface lots are affordable with current land use, but parking structures would require higher rents to justify the extra cost. Summary of Input Received from Workshop #4 The fourth and final focus-group workshop was held on June 18, 2015 at 4:00 PM at SPC s Tarpon Springs campus. The following is a summary of the general comments received from workshop participants. Belcher Road is often used as a preferred alternative to US 19 north near Tarpon Springs due to perceived safety and ease of use. Fewer cross-streets through Tarpon Springs make east-west travel difficult. Residential land uses along US 19 give it a different character and function than to the south. Overpasses make the little towns along US 19 more invisible and may have a detrimental effect on businesses. 105

98 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Signage being missing or hard to find distracts drivers, however signs are for wayfinding, not advertising. Less signage in general also means fewer distractions, but then you miss exits if you are looking for retailers or other destinations. Many people often use landmarks instead of directions with street names and addresses. Coming from another area where they were discouraged, U-turns were hard to get used to. US 19 is scary and seems to be always under construction. It takes a long time to take the Jolly Trolley from Tarpon Springs and you have to transfer to the beaches to get to Indian Rocks. It was a comfortable temperature and the experience was fine, but it took a long time (2.5 hours) and the bus stopped a lot. Sometimes the bus drivers on US 19 drive crazily. Students have to get on a bus at 7:00 AM to get to a class at 9:00 AM and may have to get to another class afterwards at a different campus, providing many disincentives for bus use. Transit in other places can be a model. In Atlanta, transit is used quite a lot with good park-andride lots that were planned on the periphery. The system also looked good with well-marked stops and stations. In New York, high occupancy vehicle (HOV) lanes are available at rush hour. Quite a few people at the Shepherd Center cannot afford cars and have a hard time making connections using the bus. Regional transportation connections from Tarpon Springs to Pasco County are good for economic development. The transfer center is also in a good central location of town. US 19 is congested in the morning going south and in the evening going north. Few east-west connections for Tarpon Springs make travel to or from the city sometimes difficult. The Sponge Docks, downtown Tarpon Springs, and US 19 are disconnected. The distance is approximately 1.5 miles between the bus stops at Tarpon Mall and the Sponge Docks via downtown Tarpon Springs. It is not intuitive how to get from downtown Tarpon Springs to the Sponge Docks, especially by bus. Bus stop infrastructure along US 19 is sometimes unclear. Concerns about the legality or safety of leaving a car in shopping centers, or the legitimacy of bus stops were raised. Existing land use in the Tarpon Springs area is lower density residential. The city is receptive to a Lowe s planned along US 19 north of Tarpon Avenue. The Tarpon Springs area has flexible enough zoning to allow a bunch of different uses. The area could use a few more hotels, particularly near the Sponge Docks. Several participants said they would never cross US 19 on foot, or even the narrower Alternate US 19. Participants observed that that people would wait to cross near the hotel south of Klosterman Road to get to the movie theatre. After a while they would just turn around and go back to their hotel. Some major intersections (with signals) do not have pedestrian signals. There needs to be a higher quality pedestrian environment. Pedestrian crossings in Clearwater (single point urban interchange crossings) are not better than crossing wide signalized intersections. Neither is desirable. 106

99 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Students at SPC ride the bus for free, but most students still drive. Less than 1 percent rely on the bus because they need timely connections to other campuses. Student Life also buys hundreds of bus passes from PCPT every semester for connections to Pasco County. Students walk sometimes to get home if bus service is done for the day and they took the bus to class. Drivers along US 19 do not know where the bus stops are because they cannot see them. There is an attitude that if you do not ride the bus, the bus stops do not pertain to you. The yellow lights change abruptly at signalized intersections along US 19, and seem unusually short for the speed of this road. There should be longer yellows or an alert for people that the light is about to change. Developing alternative parallel routes to US 19 and some east-west connectors would be helpful. 107

100 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Section 4. Summary of Conditions Summary of Conditions by Corridor Segment Transit access along US 19 is affected by a number of complicated factors. These factors were discussed in detail in previous sections and include interrelated data from numerous sources. Ultimately, a greater understanding of how these issues affect specific locations along the corridor is desired so that it can be incorporated into future design and planning practices. After a discussion with several FDOT project managers who are familiar with working on construction projects on US 19, it was determined that presenting the data in tabular format could be more easily incorporated into a scoping process. A selection of the data the data reviewed in this technical memorandum is summarized into tables and sorted in geographic order from north to south. It is the intent of these tables to become a useful reference for upcoming efforts to improve transit access, reduce congestion, improve safety, and increase overall mobility along the US 19 corridor in such a way as to ensure efficient operation for years to come. The following tables are broken out by segment according to an improvement plan from FDOT. The segments begin from the north and continue progress to the south through the end of the study area. Each table also includes the roadway number for reference, which on this project will always be These corridor segments correlate to various improvement projects either completed, in progress, or planned for US 19. The FDOT Financial Management Number (FM Number) is noted for each segment for reference. Many issues overlap depending on the segment issues and project limits. To help place each issue in the proper context, and how they may differ or relate to each other, the issues were categorized and color coded. The key for this categorization with some brief notes on each issue is below in Table 4-1. Table 4-1: Note Guide for Corridor Segment Tables Note Category Description Note 1: Income Note 2: Age Note 3: Safety The average annual income of households is lower than surrounding areas. 14.1% or more of the population is 65 years and over. Bike/Pedestrian crash locations are noted for fatalities, incapacitating injuries, and locations where clusters of crashes occurred within close proximity. 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 can also be indicative of retired populations that report no income who are also more likely to have limited mobility and therefore may utilize alternative modes of transportation. Elderly 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 indicates an existing location on US 19 where 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. 108

101 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Note Category Description Note 4: Transit Market Note 5: Transit to Work Note 6: Walk/ Bike to Work Note 7: Crossing Separation 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) All bus stops should be considered pedestrian crossing locations and per the Federal Highway Administration (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 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 a half-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. 109

102 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY NUMBER From MP Table 4-2: Pertinent Attributes by Segment for US 19 Transit Access US Highway 19 Corridor Attributes - Spruce St to Lake St To MP Descriptive Location 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) Spruce St 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 A concentration of persons with an average annual income less than $16,000 west of US 19 (Note 1) Lake St A concentration (47.9%) of the population in the block group west of US 19 is over age 65 (Note 2) Lake St 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) FM# : US Highway 19 Corridor Attributes Lake St to Timberlane Rd Section # From Descriptive To MP MP Location Description of Significant Issue Lake St A concentration of persons with an average annual income less than $16,000 west of US 19 (Note 1) Lake St A concentration (47.9%) of the population in the block group west of US 19 is over age 65 (Note 2) Lake St 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) 110

103 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes Lake St to Timberlane Rd Section # From Descriptive To MP MP Location Description of Significant Issue Parkview A concentration (42.5%) of the population in the Blvd block group west of US 19 is over age 65 (Note 2) Parkview A concentration of persons with an average annual Blvd income less than $17,000 west of US 19 (Note 1) Anderson Park Driveway S of Klosterman Rd S of Klosterman Rd Timberlane Rd S of Timberlane Rd More than one-half 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 one-half mile to nearest planned crossing (Note 7) FM# : US Highway 19 Corridor Attributes - Timberlane Rd to Nebraska Ave Section # From Descriptive To MP MP Location Description of Significant Issue Timberlane Rd 2 bicycle/pedestrian crashes (Note 3) Meadow More than one half mile to nearest planned crossing Brook Dr (Note 7) Meadow A concentration of persons with an average annual Brook Dr income less than $25,000 west of US 19 (Note 1) Innisbrook 15 bicycle/pedestrian crashes, with 7 fatal or Dr/Eagle incapacitating injuries (Note 3) Chase Innisbrook A concentration (27.2%) of individuals over age 65 in Dr the block group east of US 19 (Note 2) Lake Approximately one-half mile to nearest planned Tarpon Dr crossing (Note 7) Colonial Blvd 4 pedestrian crashes with 1 fatality (Note 3) Colonial Blvd Colonial Blvd 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) 111

104 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes - Timberlane Rd to Nebraska Ave Section # From Descriptive To MP MP Location Description of Significant Issue Colonial A concentration (71.9%) of individuals over age 65 in Blvd the block group east of US 19 (Note 2) N of Fox Chase Blvd 1 fatal pedestrian crash (Note 3) N of Alderman Rd 3 bicycle/pedestrian crashes (Note 3) N of 3 bus stops averaging a total of 59 daily boardings Alderman and alightings (Note 4) Rd Alderman 8 bicycle/pedestrian crashes with 3 fatal/ or Rd incapacitating injuries (Note 3) 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 2 bus stops averaging a total of 53 daily boardings and alightings (Note 4) Approximately one-half 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) Nebraska Ave Nebraska Ave 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) A concentration (78.7%) of individuals over the age of 65 in the block group east of US 19 (Note 2) 112

105 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes Nebraska Ave to CR 95 From Descriptive NUMBER To MP Description of Significant Issue MP Location Nebraska 7 bicycle/pedestrian crashes, with 1 fatal injury Ave (Note 3) 3 bicycle/pedestrian crashes, with 1 fatal injury W Lake Rd (Note 3) Coral 6 bicycle/pedestrian crashes, with 4 fatal or Landings incapacitating injuries (Note 3) Blvd Coral Landings Blvd Coral Landings Blvd Tampa Rd Tampa Rd S of Tampa Rd Bilgore Grove Blvd Bilgore Grove Blvd CR 95 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) 17 bicycle/pedestrian crashes, with 8 fatal or incapacitating injuries (Note 3) 2 bus stops with an average of 39 daily boardings and alightings (Note 4) 1 bicycle crash (Note 3) 1 incapacitating injury pedestrian crash (Note 3) A concentration (6.0%) of workers walk or bike to work east of US 19 (Note 6) 2 bicycle/pedestrian crashes, with 1 fatal injury (Note 3) CR 95 More than one-half mile to nearest planned crossing FM# : US Highway 19 Corridor Attributes - CR 95 to Northside Dr NUMBER From Descriptive To MP MP Location Description of Significant Issue Curlew Rd 4 bus stops with an average of 97 total daily boardings and alightings (Note 4) Curlew Rd A concentration (3.9%) of workers walking or biking as means to work east of US 19 (Note 6) Curlew Rd 11 bicycle/pedestrian crashes, with 6 fatal or incapacitating injuries (Note3) Curlew 3 pedestrian crashes, with 2 incapacitating injuries Crossing (Note 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) 113

106 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes - CR 95 to Northside Dr NUMBER From Descriptive To MP MP Location Description of Significant Issue 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 one-half mile to nearest planned crossing (Note 7) FM# : US Highway 19 Corridor Attributes - Northside Dr to SR 580(Main St) NUMBER From Descriptive To MP MP Location Description of Significant Issue Northside Dr Approximately one-half mile to nearest planned crossing (Note 7) Northside Dr A concentration of persons with an average annual income less than $25,000 west of US 19 (Note 1) Northside Dr Riviera Dr Riviera Dr Winding Creek Blvd Winding Creek Blvd Winding Creek Blvd Winding Creek Blvd Republic Dr 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) 8 bicycle/pedestrian crashes, with 2 incapacitating injuries (Note 3) Approximately one-half mile to nearest planned crossing (Note 7) Republic Dr 6 bicycle/pedestrian crashes, with 1 incapacitating injury (Note 3) Evans Rd 1 bicycle crash (Note 3) Evans Rd A concentration (3.6%) of workers walk or bike to work east of US 19 (Note 6) Evans Rd A concentration (8.1%) of workers walk or bike to work west of US 19 (Note 6) 114

107 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes - Northside Dr to SR 580(Main St) NUMBER From Descriptive To MP MP Location Description of Significant Issue Evans Rd A concentration (11.2%) of workers take public transportation to work west of US 19 (Note 5) Evans Rd A concentration (30.2%) of individuals over age 65 east of US 19 (Note 2) Evans Rd Evans Rd S of SR 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 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 Descriptive NUMBER To MP MP Location Description of Significant Issue SR bicycle/pedestrian crashes (Note 3) SR Countryside Blvd Countryside Blvd Countryside Blvd Countryside Blvd Countryside Blvd Enterprise Rd Enterprise Rd Enterprise Rd st Ave S of 1st Ave N 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 is 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) 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 is 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) 115

108 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes SR 580 to Sunset Point Rd NUMBER From Descriptive To MP MP Location Description of Significant Issue S of 1st Ave N A concentration (27.6%) of workers who take public transportation to work west of US 19 (Note 5) McCormick 6 bicycle/pedestrian crashes, with 1 incapacitating Dr injury (Note 3) Blackburn St More than one-half mile to nearest crossing (Note 7) Blackburn St A concentration of persons with an average annual income less than $23,000 west of US 19 (Note 1) Blackburn St Blackburn St N of Sunset Point Rd N of Sunset Point Rd N of Sunset Point Rd Sunset Point Rd Sunset Point Rd 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 NUMBER From Descriptive To MP MP Location Description of Significant Issue Sunset Point 3 bicycle/pedestrian crashes, with one fatal injury Rd (Note 3) Sunset Point 2 bus stops with an average of 214 total daily Rd boardings and alightings (Note 4) S of Sunset A concentration of persons with an average annual Point Rd income less than $24,000 east of US 19 (Note 1) S of Sunset A concentration (6.7%) of workers walk or bike to Point Rd work east of US 19 (Note 6) Stag Run Blvd 1 bicycle crash (Note 3) SR bus stops with an average of 163 total daily boardings and alightings (Note 4) SR bicycle/pedestrian crashes (Note 3) S of SR 590 A concentration of persons with an average annual income less than $19,000 east of US 19 (Note 1) 116

109 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes Sunset Point Rd to SR 590 NUMBER From Descriptive To MP MP Location Description of Significant Issue Sunset Point 3 bicycle/pedestrian crashes, with one fatal injury Rd (Note 3) Sunset Point 2 bus stops with an average of 214 total daily Rd boardings and alightings (Note 4) S of SR 590 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 NUMBER From Descriptive To MP MP Location Description of Significant Issue Drew St A concentration (12.2%) of workers who take public transportation to work east of US 19 (Note 5) Drew St 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 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) Seville Blvd 2 bus stops with an average of 47 total daily boardings and alightings (Note 4) Seville Blvd 5 bicycle/pedestrian crashes (Note 3) 117

110 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes SR 590 to Whitney Rd NUMBER From Descriptive To MP MP Location Description of Significant Issue Tropic Hills A concentration (35.2%) of individuals over age 65 Dr east of US 19 (Note 2) Tropic Hills Dr 1 bicycle crash (Note 3) Harn Blvd 3 bicycle/pedestrian crashes, with 1 fatal injury (Note 3) Harn Blvd 3 bus stops with an average of 86 total daily boardings and alightings (Note 4) Harn Blvd A concentration (40.4%) of individuals over age 65 east of US 19 (Note 2) Harn Blvd Harn Blvd Nursery Rd Nursery Rd Residential density is between 10 and 15 persons per acre (Note 4) 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 bus stop with an average of 112 total daily boardings and alightings (Note 4) Belleair Rd 1 pedestrian crash (Note 3) Belleair Rd A concentration (30.1%) of individuals over age 65 west of US 19 (Note 2) Belleair Rd 3 bus stops with an average of 111 total daily boardings and alightings (Note 4) Cove Cay Dr Cove Cay Dr Haines Bay Shore Rd Whitney Rd Whitney Rd Whitney Rd Whitney Rd 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) 118

111 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes - Whitney Rd to Cross Bayou NUMBER From Descriptive To MP MP Location Description of Significant Issue Whitney Rd A concentration (4.4%) of workers take public transportation to work west of US 19 (Note 5) Whitney Rd A concentration (47.9%) of individuals over age 65 west of US 19 (Note 2) Whitney Rd 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 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) N of E Bay Dr 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 is between 10 and 15 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 E Bay Dr th Ave th Ave th St th St th St th St A concentration (7.6%) of workers walk or bike to work east of US 19 (Note 6) A concentration (28.2%) of individuals over age 65 west of US 19 (Note 2) 2 bus stops with an average of 46 total boardings and alightings (Note 4) A concentration (3.7%) of workers take public transportation to work west of US 19 (Note 5) 3 bus stops with an average of 89 total daily boardings and alightings (Note 4) A concentration of persons with an average annual income less than $22,000 west of US 19 (Note 1) A concentration (62.9%) of individuals over age 65 west of US 19 (Note 2) 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) 119

112 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes - Whitney Rd to Cross Bayou NUMBER From Descriptive To MP MP Location Description of Significant Issue 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) th St N of Ulmerton Rd Ulmerton Rd th Ave N th Ave N th Ave N th Ave N S 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) 3 bicycle/pedestrian crashes, with 1 fatal injury (Note 3) 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 NUMBER From Descriptive To MP MP Location Description of Significant Issue th Ave 9 bicycle/pedestrian crashes, with 2 incapacitating injuries (Note 3) th Ave A concentration (21.5%) of individuals over age 65 east of US 19 (Note 2) th Ave 4 bus stops with an average of 71 total daily boardings and alightings (Note 4) th Ave 6 bicycle/pedestrian crashes, with 2 fatal or incapacitating injuries (Note 3) th Ave 2 bus stops with an average of 124 total daily boardings and alightings (Note 4) N of 102nd 2 bicycle/pedestrian crashes, with 1 incapacitating Ave N injury (Note 3) N of 49 th St A concentration of persons with an average annual income less than $22,000 west of US 19 (Note 1) th St N A concentration of persons with an average annual income less than $20,000 west of US 19 (Note 1) 120

113 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US Highway 19 Corridor Attributes Cross Bayou to 49th St From Descriptive NUMBER To MP MP Location Description of Significant Issue S of th St A concentration of persons with an average annual N 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 MP Location Description of Significant Issue th St N 1 bicycle crash (Note 3) th A concentration of persons with an average annual St N income less than $20,000 west of US 19 (Note 1) S of St A concentration of persons with an average annual N income less than $25,000 east of US 19 (Note 1) 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 (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) 121

114 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Prioritized Tables for Future Design Input The project team met with project managers from the Department of Transportation to determine what information they might need to incorporate transit considerations into the scoping process for upcoming highway designs. There were two segments that were preparing to go into scoping for engineering design of highway improvements. On these segments, it was requested that the issues be shown in order of priority in addition to geographically. To satisfy this request, the issues outlined in the above tables were ranked according to importance. Priorities for crossing need will aid in assessing design options as these projects move further into design. These priorities were evaluated and developed based on professional judgment using criteria weighted based on importance. These considerations were used to develop low, medium, and high priorities relative to other locations within each corridor segment planned for a design project in the near term. Comparisons of statistics to countywide averages also helped to identify locations that have specific characteristics, such as income or age, which may imply mobility limitations. Safety implications or characteristics that were severe or at the high end for each category were weighed 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 less likely to significantly increase crossing demand were rated as low priorities. #1 Public Safety Priority #1: 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 may also 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. Priority #2: Multimodal Mobility #2 Multimodal Mobility The potential to solve mobility challenges and provide resilience to traffic congestion was also 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 one-quarter 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 disabled or mobility-challenged individuals. 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. #3 Travel Market 122

115 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Priority #3: Travel Markets and Demand The number of daily transit boardings and the presence of key socioeconomic factors that can correlate to higher transit dependence were also weighed. Areas with high transit ridership or high concentrations of Title IV populations were identified. Where multiple population factors overlapped (such as a high 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 2 fatal or incapacitating injury pedestrian crashes Klosterman Rd (Note 3) 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 High Lime St 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 More than one half mile to nearest planned crossing Driveway (Note 7) High S of Approximately one-half mile to nearest planned Timberlane Rd 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) Medium S of SPC s Tarpon Springs campus is a key transit market Klosterman Rd (Note 4) Medium Timberlane Rd 2 bicycle/pedestrian crashes. (Note 3) Medium Lake St A concentration (6.2%) of persons take public transportation to work west of US 19. (Note 5) Medium Spruce St Low Spruce St 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) 123

116 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US 19 Corridor Attributes - Spruce St to Timberlane Rd by Priority From Descriptive Priority To MP MP Location Description of Significant Issue A concentration of persons with an average annual Low Parkview Blvd income less than $17,000 west of US 19. (Note 1) Low Lake St Low Lake St Low Parkview Blvd Low Spruce St Low 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 (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 Priority From Descriptive To MP MP Location Description of Significant Issue High Innisbrook 15 bicycle/pedestrian crashes, with 7 fatal or Dr/Eagle Chase incapacitating injuries (Note 3) High Alderman Rd 8 bicycle/pedestrian crashes, with 3 fatal or incapacitating injuries. (Note 3) High Highlands Blvd 5 bicycle/pedestrian crashes, with 3 fatal or incapacitating injuries (Note 3) High Nebraska Ave 10 bicycle/pedestrian crashes, with 2 fatalities (Note 3) High Meadow Brook More than one-half mile to nearest planned crossing Dr (Note 7) High Lake Tarpon Dr Approximately one-half mile to nearest planned crossing (Note 7) High Pine Ridge Approximately one-half mile to nearest planned Way N crossing (Note 7) High Colonial Blvd 4 pedestrian crashes with 1 fatality (Note 3) High Pine Ridge 3 bicycle/pedestrian crashes with 1 incapacitating Way N injury (Note 3) High N of Fox Chase 1 fatal pedestrian crash (Note 3) Blvd High Pine Ridge 1 fatal pedestrian crash (Note 3) Way S High Pine Ridge A concentration (83.3%) of individuals over age 65 Way N east of US 19. (Note 2) High Nebraska Ave A concentration (78.7%) of individuals over age of 65 in the block group east of US 19. (Note 2) 124

117 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY FM# : US 19 Corridor Attributes - Nebraska Ave to Timberlane Rd by Priority Priority From MP To MP Descriptive Location High Nebraska Ave High Colonial Blvd Medium Colonial Blvd Description of Significant Issue 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 Rd and alightings. (Note 4) Medium N of Alderman 3 bicycle/pedestrian crashes (Note 3) Rd Medium Timberlane Rd 2 bicycle/pedestrian crashes (Note 3) Low Colonial Blvd A concentration of persons with an average annual income less than $23,000 east of US 19. (Note 1) 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 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) 125

118 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Appendix A: Crossing History Table A-1

119 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 1

120 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY 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 Median Opening RIRO Frontage Rd (From Left Turn Lane) (From Left Turn Lane) 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 2

121 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives Petsmart Access Median Opening Closed Closed Closed 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 3

122 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives 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 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 4

123 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Location 1980 Status 1995 Status 2015 Status Preferred Design Alternatives 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: - EBLT = Directionalized Eastbound Left Turn Only; - WBLT = Directionalized Westbound Left Turn Only; - NBLT = Directionalized Northbound Left Turn Only; - SBLT = Directionalized Southbound Left Turn Only; - IBLT = Directionalized Inbound Left Turns (east-west); - OBLT = Directionalized Outbound Left Turns (East-West); - RIRO = Right-In/Right Out 5

124 US 19 PEDESTRIAN AND BICYCLE SAFE ACCESS TO TRANSIT CORRIDOR STUDY Appendix B: PSTA System Map (2014) 2

125 HUEY AV STONYBROOK DR 15 Town Shores Apartments ST PETE BEACH SHORE BLVD GULFPORT St Petersburg College 25 ST S 4 32 Federal Bldg 4 L 12 AV S DR ORE 2 AV NThe Pier 4 DR AV CA AN BL A D Don CeSar R Beach Resort 21 A P IN E L V 8 AV SA IT AN CA AR 1 AV HORE H DR CAT B E AC CENTRAL AV 50 AV S 90 Y WAY LAS BA Eckerd College RACE TRACK RD 4 ST N 7 ST N 275 Maximo Park 11 PINELLAS PT DR 90 St Petersburg Library B C Demens Landing 11 4 T J Bayfront Center/ Mahaffey Theater Waterfront Park L Albert Whitted Airport USF Bayboro Campus Coast Guard Station Poynter Institute CAT 100x 200x 300x 444 Dali Museum 5 ST N Southside Fund. M. S. S H O R E A C R E S B LV 1 ST N BAY ST NE OAK ST NE LOCUST ST NE BEA CH D R NE NOR TH S HOR E DR 2 ST S 1 ST S 3 ST S 8 ST S Bayfront, All Children s & Suncoast Medical Complex The Pier 1 AV S 2 AV S 5 AV S 6 AV S 7 AV S Albert Whitted Airport Coast Guard Station 4 18 AV S Bartlett Park Kindred Hospital St Petersburg 4 COQUINA KEY ELKC A M 39 AV S 20 Lakewood E.S. Coquina Key Plaza 54 AV S Lakewood High School Skyway Bay Point Lake Shopping Center E.S. Vista Park Bay Village Shopping Ctr 45 AV S/LEWIS BLVD 4 Bay Vista Fund. E.S. 62 AV S Tax Collector Dept. of Motor Vehicles PINELLAS PT DR Key to landmark symbols/ Clave de los símbolos de puntos de referencia importantes 15 PSTA bus routes/rutas de autobúses PSTA School or university/ 97 Escuela ó universidad SM Suncoast Beach Trolley /Trole que viaja por la Playa Suncoast Shopping center or mall/ Jolley Trolley (727) operates a Clearwater Circulator and a North Coastal route; PSTA GO Cards accepted / Centro ó galería comercial Jolley Trolley opera un circulador de Clearwater y una ruta Norte Costeña; se aceptan Tarjetas GO de PSTA. Airport/Aeropuerto Downtown Looper is part of the downtown St. Petersburg Trolley Service; separate fare required (727) / Government building/ Downtown Looper es parte del servicio de trolebús en el centro de St. Petersburg; se reqiuere tarifa separada. Edificio gubernamental Central Avenue Trolley; fare depends on zone; ask driver for details or call the Infoline. La tarifa depende de la zona, pide los detalles al chofer o llame a la Línea de Información (Infoline). Hospital/Hospital Commuter Service to Downtown Tampa/Servicio de lunes a viernes al Centro de Tampa Public library/biblioteca pública HART Express to Tampa/Expreso HART a Tampa Park & Ride lot/ Express Service to Downtown Tampa/Servicio Expreso al Centro de Tampa Lote de estacionamiento y viaje Pinellas Park Shuttle (not shown)/pinellas Park Shuttle autobús de enlace (no aparece en el plan) Industrial or office park/ Arrow indicates one way service on a street; dashed line indicates intermittent service/ Parque industrial ó oficina La flecha indica servicio de una vía en una calle; las líneas intermitentes indican servicio intermitente Fresh produce stand/ Pinellas Trail/Senda Pinellas Puesto de verduras frescas This map is current as of June 8, Since changes are likely to occur on some routes, readers should refer to individual passenger schedules for the most current and detailed routing information./este mapa tiene efecto a partir del 8 de Junio, Debido a que pueden ocurrir cambios en algunas de las rutas, los lectores deben referirse a los itinerarios para pasajeros individuales para obtener la información actual y detallada de las rutas 23 D 2 ST N 8 ST N 16 ST S Pinellas Suncoast Transit Authority A AV N 38 CAT 1 AV N 4 ST S 16 ST N 20 ST N Y R ON N A HA R D Bay Point M.S. 1 ST N 4 ST N 16 ST N DR M. L. KING ST 21 ST N 19 ST N 28 ST N AV N Legend/Leyenda 3 ST S L AV S 4 ST S Bayfront, All Children s & Suncoast Medical Complex H DR L B AY S L 4 AV S 5 AV S B E AC 4 AV N Vinoy Park Spa Beach Park 1 ST S 2 ST S 4 14 N O R TH SH NE OAK ST NE LOCUST ST NE BAY ST NE 1 ST N 2 ST N 8 ST N 4 ST N 5 ST N 2 AV S Vinoy Resort 5 AV N Museum of Fine Arts 7 AV S 11 AV S 12 ST S 13 AV S 1 AV S North Shore Pool L L 46 AV S North Shore Pool (One Trip/ Day) Lake Maggiore Park Maximo Shopping Center Maximo E.S. Bay Pointe Plaza 11 AV N 9 AV N 8 AV N 7 AV N 2 AV N Boyd Hill Nature Park 42 AV S M BayWalk City Hall AV S Florida Int l Museum 3 AV S Jordan Park Campbell Pk 9 AV S 7 26 ST S ST S CAT Elem. School 28 ST S AV N 1 AV N Campbell Park John Hopkins Middle School State Office Bldg 6 ST S 7 Jamerson Elem. School 37 ST S 10 ST S 175 Gibbs H.S ST S Tropicana Field 79 PTEC DR. M. L. KING ST 15 ST N FREEMONT TER Tr a i l County Courthouse 8 AV N ST S 11 MIRROR LAKE CENTRAL AV 5 AV S 19 2 AV N P i n e l la s AV N 2 AV N ARLINGTON AV CAT ST S Greyhound Terminal The Coliseum Sunshine Senior Center 9 ST S ST N ST N 28 ST N 31 ST N 32 ST N 34 ST N ST S 37 ST N 3 AV N 9 AV N L CAT GULF WAY Security Office CAT Enoch Davis Center LAKE MAGGIORE 38 AV S PA S S - A - G R ILLE WAY Grand Central Station DARTMOUTH AV Social St. Petersburg Challenge Walmart 20 VD St Petersburg High School 11 5 AV N T 5 St Anthony s Hospital DS 7 AV N 275 AN 7 HL 15 HIG 20 9 AV N Williams Park AV S 15 AV S AV S/LAKEVIEW AV Lakeview Fund. E.S. 4 BL ST N 14 Thurgood Marshall M.S. City Gulfport Shopping Lakeview Hall Center Shopping Center Library 22 AV S/ GULFPORT BLVD VD ST N 37 ST N 18 AV S 13 AV S Perkins E.S. BL AV N K T E WAY C T R P GA 43 ST N 40 ST N St Petersburg Public Library LF Edward White Hospital TradeWinds Resort AV S 23 Gulfport Casino DR. M.L. KING ST 34 ST N Gulfport E.S. Woodlawn E.S. 4 ST S 79 GU D VD BL OR AY S H 46 ST N 49 ST N 49 ST N 55 ST N Crescent Lake Sunken Park Gardens 6 ST S CO US CA V 58 ST N VD Pasadena PASADENA Apartments LF 12 AV S Melrose Ruth Clarke E.S. Health Center LV D EB ISL L L E S NC OF F PO TB LVD 1 DR M.L. KING ST DR DR M.L. KING ST YA CAT SOUTH E GU 22 AV N 7 22 ST S RE OR 15 AV S Hamilton Disston School Child s Park North Shore E.S AV S 14 ST PETERSBURG 15 Johnnie 25 WAY S AV CO Stetson College Pinellas Trail 40 AV N 34 AV N Tropicana Field FREEMONT TER 31 ST S Bethany Towers Boca Ciega H.S Fairmount Pk. E.S. Shorecrest School D CAT 79 CAT AV S Pasadena Shopping S H Center D Bear Creek E.S Northeast Shopping Center 59 5 Grand Central Station See inset for details x N 7 8 AV ST S Palms of Pasadena Hospital 90 Edward White Hospital Weedon Island State Reserve Gateway Mall 54 AV N ST S SR CENTRAL AV ST S ST AV 60 FF Bear Creek Park ENA HU ALT Woodlawn Park RD 4 38 AV N 11 A 62 AV N Meadowlawn M.S. Northeast H.S. Town Apts Sexton E.S. RD 100x E 92 TIC PA R ID G 59 DMV Norwood E.S. 34 ST S PA R K Gulf Beaches M A M A N W AY THE E.S. S W 7 5 ES Madrid Square St Petersburg Main Library AV S OLEANDER WAY 76 Downtown St. Petersburg & Grand Central Station St Petersburg Main Library BAYVIEW BLVD MCMULLEN-BOOTH RD MCMULLEN-BOOTH RD BAYVIEW AV 5 AV N St Petersburg Collegiate H.S. Pasadena Fundamental E.S. TREASURE ISLAND 9 AV N 7 CAT Tyrone Gardens Shopping Center 76 AV N Fossil Park Pub. Lib. Fossil Rutland Plaza 75 Park 30 AV N 37 ST S Pinellas Trail St Petersburg College ST S 77 ST N Adm. Farragut Academy ALT St Petersburg Catholic School 19 Shopping Center 40 ST S 13 AV N 1 77 AV N 77 AV N x 100x 4 83 AV N Joe s Creek Industrial Park 31 ST N 66 ST N 7 79 Fuller Park IN DY B Derby Lane KOGER BLVD 94 AV N D AV N 18 BEACH BLVD/55 ST S Azalea E.S. 74 ST N HAMPTON RD SKY HARBOR DR 66 ST N BELCHER RD 7 HA St Petersburg Shopping Center 1 ER Gladden Park AV N Court House Tax Collector 16 AV N ST S CHESTNUT ST PHILIPPE PKWY U CO BELCHER RD 75 ST N 72 ST N ANVIL ST Tyrone Square Mall 7 PA S A D PIERCE ST CO M ME WEST LAKE RD BELCHER RD BELCHER RD ENTERPRISE RD RD BELC H BELCHER RD ROBINSON DR 5 79 G N TA GAN 4 Koger Executive Center Disston Plaza Northwest E.S Crossroads Shopping Center FRO 74 Tyrone E.S. 30 Northwest Park Tyrone M.S. 5 Clearview Av E.S. 30 AV N 30 BL PROSPECT AV P in e l la s Tr ail Jungle Prada Park Westgate E.S. St Petersburg General Hospital Y 11 Lealman Comp. M.S. 38 RT Pinellas Trail HERCULES AV MADEIRA BEACH PO MYRTLE AV VD RE EW Y AY GARDEN AV BL W Sawgrass Lake Park Crystal Heatherwood Lakes Apartments Manor AV N 38 Cleveland Plaza PARK ST MISSOURI AV FT HARRISON AV DREW ST OSCEOLA AV DRUID RD NE 75 Dixie Hollins H.S. PARC 68 Crosswind Azalea Mall M.S. Pinellas 30 AV N 5 Science 26 AV N Center 22 AV N GA CIE VD CA BL Y BO L F WA GU NA D S QUI CO RO 75 SR J T MARTIN LUTHER KING ST AV N 100x To Tampa Goodwill Industries Post Office RD GE N TA D O V R L F YB ND GA AV N 59 Gateway Crossing Shopping Center Benefits Office Northside Hospital &Heart Institute 62 AV N 116 AV N 100x 4 EE COURT ST 73 Park Street Terminal TY S PA 14 Police 74th Street E.S. 18 IND Pinellas County Courthouse PARK ST ST Bay Pines War Veterans VA Medical Memorial Park Center 67 CLEVELAND ST TALL PINES DR ALT BL Fire Station 11 ST R OAD 1 ER 68 Madeira Beach E.S. Madeira Beach M.S. Nina Harris Exceptional Ed E.S. 46 AV N 73 N AV Florida Jobs & AV N T Clearwater City Hall T J CO U N T Y KEENE RD KEENE RD VA Regional Office Walmart Blanton E.S. Fidelity National Information D AV N 75 LV Pinellas Park City Hall Richard L. Sanders School Pinellas Park Public Library Pinellas Park E.S. PARK BLVD/74 AV N 62 EL TB DS 60 KEENE RD LAKE HAVEN RD Five Towns Condominiums Home Shopping Network Pinellas Park Transit Center 58 ST N DUHME RD ail EV 11 PINELLAS PARK Rawlings E.S. OS AV N 82 AV N RO 97 Windmoor Healthcare 1 Talking Library Bank of America RD Carillon Business Center (AM) AN AY 118 AV N Publix HL SEW SCHERER DR 300x 98 HIG AU IRY ULMERTON RD PSTA 59 Headquarters West Central Shopping Center YA A ND 74 T Coachman Park KS LC PINELLAS AV CARLTON RD PINEHURST RD PATRICIA AV Starkey E.S. Feather Sound Shopping Center 19 Cross Bayou E.S. R PA IA Pinellas Park H.S. 58 ST S ail s Tr ella Pin O OR 79 STARKEY RD LAKE Lake Seminole Park BAY PIN ES BLV D IC EM Osceola H.S. & M.S. T x (PM) AV N PSTA 34th Street Transfer Center 97 ICOT Center A 300x DGE St Petersburg Clearwater International Airport 140 AV N Pinellas County Judicial Complex 58 Bardmoor Village Shopping Center H U.S. Coast Guard Station FR BRI E DN s Tr 61 DREW ST Ulmerton Pointe Plaza PARK BLVD/74 AV N ella ULMERTON RD Tech Data 98 RD ND B LV VD EX M x 52 A OW LA NK TIN BL Pin Y A B A MP M AR LF M 13 A T D L O 150 AV N 142 AV N BR Downtown Clearwater J 52 Pinellas Tech Ed Center Bardmoor Morton Plant Mease Outpatient Clinic Beach Access Parking Lot Pinellas County Health Dept 200x ROOSEVELT BLVD AV N 1 OLD COACH RD NEW YORK AV HIGHLAND AV Southern Oak E.S. SEMINOLE 104 ST N 118 AV 113 ST N AY L CA U SE W L Schiller International University Mid County Tax Collector s Office Walsingham E.S. Orange Grove E.S. AV CA M PB EL Bay Vista Office Park Tri City Plaza AV N Enterprise Village 74 Madeira Beach Shopping Center CO U RT N EY m pa op WHITNEY RD EAST BAY DR 59 John s Pass Village Fuguitt E.S. Seminole E.S. 50 SE V I L L E B 62 Largo Mall X to Ta H AR T erat ed by Terminal BELCHER RD SEMINOLE BLVD RIDGE RD Everest University JOHNSON BLVD REDINGTON BEACH NORTH REDINGTON BEACH 200x To Tampa NB 200x xGreyhound 1 Seminole Public Library REDINGTON SHORES T SEMINOLE GU Redington Shores Beach Access Park 19 E Directions for Mental Health Belcher E.S. LAKE SEMINOLE BRIDGE DREW ST Ruth Eckerd Hall 300x To Northern Terminal 19 Seminole Mall D Safety Harbor Spa Safety Harbor City Hall 19 Imperial Palms Apartments Largo Public Library OTC Philippe Park Oak Grove M.S. 18 PARK BLVD/78 AV N 74 NR Gulf to Bay Plaza STARKEY RD 4 ST SW Central Post Park Office Largo M.S. 86 AV N Seminole H.S. HIGHLAND AV KING S HWY BET TY LN LARGO OTC To Tampa, HART Northwest Transfer Center RD N INDIAN SHORES 62 Bayside Bridge Plaza Eddie C. Moore C O Bright House E Complex N Network Field Clearwater Social Collection Eisenhower Security SHARKEY RD Shopping Center E.S. A HM BELLEAIR RD ALT St Petersburg College Walmart Plaza Safety Harbor M.S. Safety Harbor Public Library Sunset Pt. 19 S.C. 73 JASPER ST 58 Bauder E.S. Seminole M.S. MAIN ST NURSERY RD 18 TA M P A ST PETERSBURG DR Clearwater Mall LAKEVIEW RD Ponce De Leon E.S. Oldsmar City Hall 62 SAFETY HARBOR CEDAR ST McMullen Booth E.S DRUID RD 67 OLDSMAR 611 UNION ST Harbor Square Clearwater H.S. DOUGLAS RD 67 Northwood Oaks ENTERPRISE RD Cypress Point Shopping Center Top of the World East St Petersburg College GULF-TO-BAY BLVD 60 DPC SA Oakhurst Shopping Plaza MILWAUKEE AV DOUGLAS AV MISSOURI AV Pinellas Trail 119 ST N 102 AV N Clearwater Plaza 110 AV Oakhurst E.S. CLEVELAND ST St. Cecelia s School SEMINOLE BLVD N TO ING SH WA RAILROAD AV DR 121 ST N TROT TER RD 120 ST N IND VONN RD 131 ST OAKHURST RD CLEARWATER-LARGO RD LENTZ RD D IAN RO CKS R LV D GULF B 74 D Village at Countryside DREW ST Heritage Walsingham Park B LV E AC Skycrest E.S. Oldsmar 67 E. S. GE RY SID The Long Center PALMET TO ST 122 AV Apartments WALSINGHAM RD Clearwater Airpark Clearwater Fundamental M.S. PARK ST PIERCE ST Mary Grizzle State Office Bldg/ Social Services Pinewood Cultural Park Sandy Ln. E.S. Kings Hwy E.S. 580 STATE ST RID NT SUNSET POINT RD 66 OTC Nielsen Media Research Leila Davis E.S. Northwood Countryside Plaza Village Sq. 76 Top of the World West LV 67 Mease Countryside Hospital EB Anona E.S MAIN ST 62 OTC A MONTCLAIR RD ULMERTON RD Ridgecrest Park AVALON AV 61 WILCOX RD R EB Connector buses will travel off-route to pick up riders with advance notice. Call to learn more and for reservations./ Los omnibuses Connector recogerán pasajeros fuera de la ruta normal con aviso anterior. 3/4/ mile pickup/droff zone / zona de carga/dsecarga. ELC Countryside H.S. 58 ST N 134 PL N 134 AV N 66 GOODENS CROSSING RD RIA D B LV Forest Lakes Elementary School RD RC North Country Connector ICO T BLV D 62 ST N Suncoast Hospital INDIAN ROCKS BEACH Ridgecrest E.S. ENB UNION ST Dunedin E.S. Central Park Plaza Largo Largo H.S. City Hall & Largo Police Dept Central E.S. 61 Taylor Park GRE 67 Midway Plaza 66 DRYER AV 66 JEFFOR DS ST OTC Countryside Plaza Granada Crossing Chi Chi Rodriguez Youth Foundation Westfield Countryside VIRGINIA ST Shopping Center 73 ALT DPC 580 OTC 19 Coastal Plaza 78 Acadamie Da Vinci E.S. Curtis Fundamental E.S. Dunedin Highland M.S Mildred Helms SUNSET BLVD E.S. WEST BAY DR 66 Largo Medical Center Pinellas County School Board 8 AV SW 61 SKINNER BLVD Belleair E.S. MEHLENBACHER RD Indian Rocks Beach Access Park Indian Rocks Shopping Center Health South Rehabilitation Hospital - Largo H C AU S E WAY Imperial Shopping Ctr DPC DUNEDIN Mease Dunedin Hospital 19 Palm Lake Village TA M P A Pinellas County Tax Collector LV D 67 OTC SID 66 Dunedin H.S. SAN CHRISTOPHER DR COURT ST Wright Park BELLEAIR ARFARAS AV FLORIDA AV VD BL RE HO B AY S Pinellas Trail MARTIN LUTHER KING ST San Jose E.S. Woodland Square Curlew Creek Elementary School 586 F B ST LAKES ORE B AY DRUID RD 66 BELLEVIEW BLVD I R B EA C CURLEW RD Garrison Jones Elementary School 67 MARTIN LUTHER KING ST BL F G Morton Plant Hospital T 4 AV MIAMI AV Hammock Park East Lake 584 Seabreeze Shopping Center 61 Highlander Park CLEARWATER 18 South Ward E.S. Bay Park BELLEA MARTIN LUTHER KING ST N AV ISO RR HA FT GARDEN AV MYRTLE AV CHESTNUT ST The Shoppes of Boot Ranch 19 Pinellas County Sheriff s Office MICHIGAN BLVD 78 2 ST SW M A N D A L AY AV B R U C E AV CLEA R PA S S WAT E R B R ID GE J Clearwater Sailing UL Sheraton Center Sand Key Resort Marriott Sand Key Resort Caladesi Shopping Center Clearwater Intermediate M.S. 78 Coral Landing Shopping Center Lake St George E.S. Athenian Elem. Academy J AY Palm Harbor Middle School 611 Highland Lakes E.S. DPC D U N E D IN C A U S E WAY 61 Effective: June 8,2014 InfoLine (727) Causeway Plaza See inset for details EW Shopping Center AY D R PA R K W US VD Sand Key Park F F O 12 SOUTH B LV D CLEARWATER BEACH GUL 11 WAY B LV D Bayway All PSTA buses and trolleys are wheelchair accessible Todos los omnibuses y las tranvías de PSTA son accesibles a personas en sillas de ruedas VD 10 IEW PALM HARBOR 1 61 Highland Lakes Shopping Center DPC GE 9 B AY L 8 FV CA ELC Carwise M.S AL Plan del sistema de omnibuses N NEBRASKA AV ALT ACACIA ST RI O 19 TAMPA RD J MO DPC Palm Harbor Elem. School Ozona E.S. JESSAMINE CIRCLE KIPLING PLAZA ME 19 Walmart B Alderman Plaza Fountains Shopping Center Palm Harbor University H.S. FLORIDA AV Grant Field Dunedin Public Library T 66 Stansel Park NORTH CLEARWATER BEACH S. GU 7 J ALT Clearwater Marina RP ALDERMAN RD 19 J A A V IL L DR C Sutherland Elem. School City Hall Pier 60 St Petersburg College Innisbrook DPC Clearwater Marine Aquariaum Bus System Map KLOSTERMAN RD 19 Caladesi Island Publix Island Estates Plaza Anderson Park Helen Ellis Memorial Hospital J 66 TRANSIT AUTHORITY 19 Tarpon Springs Fundamental Elementary School ALT WILSON ST Mandalay Shores PINELLAS SUNCOAST C C R E E K B LV D KER OO T E V E N S A V E S 5 TARPON SPRINGS CURLEW PL Florida Jobs & Benefits Off. BR 4 Clearwater Antonio T Fresh Produce S. Highland Ave E7 Bob & Daughter Produce Cleveland St D6 Fruteria Tres Hermanos Mexico N. Highland Ave E6 Fruteria Tres Hermanos Mexico Gulf to Bay Blvd F7 John s Fresh Produce Market S Belcher Rd F7 Kilpatrick Produce Belleair Rd D7 Lakeview Produce Lakeview Rd E7 NE Coachman Farmers Market NE Coachman Rd..... F6 Tom and John s Garden Produce Drew St E6 Tommy s Fresh Produce N Belcher Rd F6 Dunedin Dunedin Produce Patricia Ave E5 T s Market Produce Alt E3 Gulfport Front Porch Pickings Gulfport Blvd H14 Kenneth City Farmers Market th St N G11 Graham s Produce Market th Ave N G11 Largo Havana Harry s Market Walsingham Rd..... C9 JAMS Produce Clearwater Largo Rd N. D8 Yellow Banks Grove Walsingham Rd..... C9 Oldsmar Joe s Market Tampa Road Suite A-1. H4 Palm Harbor Steve s Produce Alt E3 Pinellas Park J.C. Produce Park Blvd G11 Pinellas Park s Fresh Produce th St N H11 Safety Harbor Tommy s Fresh Produce State Rd H4 Seminole DBA Lee s Farm Fresh Produce Park Blvd C11 Florida Citrus Country Seminole Blvd E11 Market Place Produce Seminole Blvd..... E10 South Pasadena Honeymoon Island Pasadena Produce & Deli Gulfport Blvd S #1... G14 St Pete Beach St Pete Beach Produce & Deli Gulf Blvd F15 St Petersburg Ari s Produce th Ave N G11 C&J s Grocery th Ave. South..... H14 City Produce th St N # K12 Elias Deli & Produce Market th St N J12 First Fruits Hydroponics th Avenue J11 George s Open Air Market th St S H13 J & A Produce Palace th St South J14 Jo s Fresh Produce Haines Rd N J11 Stan s Fresh Produce Central Ave G13 VGP Produce th Ave N # F12 Tarpon Springs Renardo Family Produce S Pinellas Ave F1 Simply Fresh Produce & Peanuts S Pinellas Avenue..... F2 Tarpon Produce and Deli S Pinellas Avenue F1 Tommy s Produce Inc Alt E3 DR. M.L. KING DR66 ELC T 3 TARPON AV Tarpon Springs High School 582 Tarpon Springs RD K-Mart NE O T S Tarpon Mall K E Y City Hall GULF RD Sunset Hills Elem. School Pasco County Public Transportation Route 19 to 19 Bayonet Point Plaza 19 LAKE 2 SUNSET DR Tarpon Springs Middle School Produce stands are shown on this map in partnership with the Department of Health, Pinellas County. Locations subject to change without notice. 1 ST 2 ST 1 Fresh Produce Stands The Pier...H15, L13 Pier 60...C6 Pinellas County Courthouse...B13, G13 Pinellas County Health Department...B13 Pinellas County Judicial Complex...H8 Pinellas County School Board...E8 Pinellas County Sheriff s Office...F4 Pinellas County Tax Collector...G4, G13, J16 Pinellas Science Center...F12 Pinewood Cultural Park...D9 Ponce De Leon Elementary School...E8 PSTA Headquarters...H9 Publix Island Estates Plaza...D6 Redington Shores Beach Access Park...C11 Ridgecrest Park...D9 Rutland Plaza...K11 Safety Harbor City Hall...H6 Safety Harbor Middle School...H5 Safety Harbor Public Library...H5 Safety Harbor Spa...H6 St Anthony s Hospital...E15 St Petersburg Catholic School...G12 St Petersburg Challenge...J14 St Petersburg City Hall...F15 St Petersburg County Courthouse...E15 St Petersburg High School...C15 St Petersburg College...D10, F2, G6, G13, H14 St Petersburg Collegiate High School...G13 St Petersburg General Hospital...G12 St Petersburg High School...B15 St Petersburg Main Library...A14, H12 St Petersburg Public Library...H13, J16 St Petersburg Shopping Center...H12 Sand Key Park...C7 Schiller International University...E8 Seabreeze Shopping Center...G4 Seminole Mall...D10 Seminole Public Library...E10 74th Street Elementary School...E11 Sexton Elementary School...J11 Sheraton Sand Key Resort...C7 Shoppes at Park Place...H10 Shopping Center...H12 Shorecrest School...K11 Skycrest Elementary School...F6 Skyway Shopping Center...K15 Social Security...G6 Social Benefits Office...B15 South Ward Elementary School...D7 Southern Oak Elementary School...E9 Southside Fundamental Middle School...K14 State Office Building...F15 Stetson College...G13 Suncoast Hospital...C9 Sunken Gardens...K12 Sunset Point 19 Shopping Center...G6 Sunshine Senior Center...F15 Tarpon Mall...F1 Tarpon Springs KMart...F1 Tarpon Springs Sponge Docks...F1 Taylor Park...D8 Tech Data...H8 Top of the World East...G5 Top of the World West...F5 Town Apartments...J11 Town Shores Apartments...G14 TradeWinds Resort...F15 Tri City Plaza...G8 Tropicana Field...D16, J13 Tyrone Gardens Shopping Center...H12 Tyrone Middle School...G12 Tyrone Square Mall...F12 Ulmerton Pointe Plaza...G9 VA Regional Office...E11 Village at Countryside...G5 Vinoy Resort...G15 Walmart...J15 Walsingham Elementary School...E9 War Veterans Memorial Park...E11 Waterfront Park...G16 West Central Shopping Center...G13 Westfield Countryside...G4 Williams Park...F14 Windmoor Healthcare...G10 Woodlawn Elementary School...J12 Woodlawn Park...J12 Wright Park...E7 100 WAY Places to Visit/Lugares para visitar Acadamie Da Vinci Elementary School...F5 Admiral Farragut Academy...F13 Alderman Plaza...F2 All Children s Hospital...F16, K13 Anderson Park...G1 Anona Elementary School...C9 Azalea Middle School...F12 Bank of America/Social Security Office...A13 Bardmoor Morton Plant Mease Outpatient Clinic..F9 Bardmoor Village Shopping Center...F9 Bartlett Park...K14 Bay Pines VA Medical Center...E11 Bay Point Elementary School...J15 Bay Point Middle School...J15 Bay Pointe Plaza...J15 Bay Village Shopping Center...J15 Bay Vista Fund. Elementary School...K15 Bay Vista Office Park...H8 BayWalk...G15 Bayfront Hospital...F16, K13 Bayview Gardens...G7 Bear Creek Park...G13 Belcher Elementary School...F8 Belleair Elementary School...E7 Bethany Towers...G13 Blanton Elementary School...G11 Boca Ciega High School...G13 Boot Ranch, The Shoppes of...h3 Bright House Network Field...G6 Caladesi Island...D4 Caladesi Shopping Center...E4 Campbell Park...D16 Campbell Park Elementary School...E16 Carillon Business Center...J9 Causeway Plaza...E3 Central Park...E8 Central Park Plaza...E8 Chi Chi Rodriguez Youth Foundation...G4 Clearview Avenue Elementary School...H12 Clearwater City Hall...B13 Clearwater Collection Shopping Center...G6 Clearwater Fire Station...B13 Clearwater High School...F7 Clearwater Intermediate Middle School...F6 Clearwater Marina...C6 Clearwater Marine Aquarium...D6 Clearwater Sailing Center...C7 Cleveland Plaza...C13 Clearwater Police Station...B13 Coachman Fundamental Middle School...F6 Coachman Park...B13 Coastal Plaza...F5 Coliseum...F15 Coquina Key Plaza...K15 Coral Landing Shopping Center...G3 Countryside High School...G5 Countryside Mall...G4 Countryside Plaza...F5 Countryside Village Square...G5 Crescent Lake Park...K12 Crossroads Shopping Center...G12 Crosswind Shopping Center...G13 Curlew Creek Elementary School...G4 Curtis Fundamental Elementary School...E6 Cypress Point Shopping Center...G5 Dali Museum...F17 Demens Landing...G16 Derby Lane...L10 Department of Motor Vehicles (DMV)...J11, J16 Directions for Mental Health...F8 Disston Plaza...H12 Don CeSar Beach Resort...F15 Dunedin City Hall...E5 Dunedin Elementary School...E5 Dunedin High School...E4 Dunedin Highland Middle School...E5 Dunedin Public Library...E5 Eckerd College...H15 Eddie C. Moore Complex...G6 Edward White Hospital...C14, J12 Enoch Davis Center...J14 Enterprise Village...F9 Everest University...F8 Fairmount Park Elementary School...H13 Feather Sound Shopping Center...J9 Federal Building...G15 Five Towns Condominiums...F11 Florida Jobs & Benefits Office...F1, H10 Forest Lakes Elementary School...J4 Fossil Park...K11 Fossil Park Public Library...K11 Fountains Shopping Center...F2 Fuguitt Elementary School...F9 Fuller Park...K12 Garrison Jones Elementary School...F4 Gateway Crossing Shopping Center...K10 Gateway Mall...K10 Gibbs High School...B17 Gladden Park...H12 Goodwill Industries...L10 Granada Crossing Shopping Center...F5 Grand Central Station...C15, E8, J13 Grant Field...E5 Greyhound Terminal...E15, G7 Gulf Beaches Elementary School...F14 Gulf to Bay Plaza...F7 Gulfport Casino...H14 Gulfport City Hall...H14 Gulfport Elementary School...H14 Gulfport Library...H14 Gulfport Shopping Center...H14 Harbor Square...G5 Health South Rehabilitation Hospital - Largo...D9 Helen Ellis Memorial Hospital...F1 Heritage Apartments...E9 Highland Lakes Shopping Center...G3 ICOT Center...G9 Imperial Palms Apartments...F8 Imperial Shopping Center...F5 Indian Rocks Beach Access Park...C8 Indian Rocks Shopping Center...C9 Jamerson Elementary School...B17 John Hopkins Middle School...D16 John s Pass Village...E12 Johnnie Ruth Clarke Health Center...E12 Jordan Park...C17 Jungle Prada Park...F12 Kindred Hospital St Petersburg...K17 Koger Executive Center...K10 Lake Maggiore Park...J14 Lake Seminole Park...E10 Lake Vista Park...J15 Lakeview Elementary School...K15 Lakeview Shopping Center...H14 Lakewood Fundamental Elementary School...J14 Lakewood High School...J15 Largo City Hall...E8 Largo High School...E8 Largo Mall...E9 Largo Medical Center...D8 Largo Middle School...E8 Largo Police Dept...E8 Largo Public Library...E8 Leila Davis Elementary School...G5 Long Center...F6 Madeira Beach Elementary School...E11 Madeira Beach Middle School...E11 Madeira Beach Shopping Center...E11 Madrid Square...J12 Mandalay Shores...C5 Mary Grizzle State Office Bldg/Social Services...D9 Maximo Park...J15 Maximo Shopping Center...J15 Meadowlawn Middle School...J11 Mease Countryside Hospital...H4 Mease Dunedin Hospital...E5 Melrose Elementary School...J13 Mid County Tax Collector s Office...F9 Midway Plaza...E8 Mildred Helms Elementary School...E8 Morton Plant Hospital...D7 Motor Vehicle Inspection Station...F2 Museum of Fine Arts...G15 Nielsen Media Research...J4 Northeast High School...J11 Northeast Shopping Center...K11 Northside Hospital & Heart Institute...H11 Northwest Elementary School...H12 Northwest Park...G12 Northwood Oaks...H5 Northwood Plaza...G5 Oak Grove Middle School...F7 Oakhurst Elementary School...C10 Oakhurst Shopping Plaza...C10 Oldsmar City Hall...K4 Orange Grove Elementary School...E11 Ozona Elementary School...E3 Palm Lake Village...F4 Palms of Pasadena Hospital...F14 PARC...F12 Park Street Terminal...B13 Pasadena Apartments...G14 Pasadena Fundamental Elementary School...G13 Pasadena Shopping Center...G13 Perkins Elementary School...J14 Philippe Park...J5 Pasco County Public Transportation Route 18 to DODECANESE BLVD Tarpon Springs New Port RicheyTarpon Sponge Docks LIVE OAK ST Springs Tarpon R I V E R S I DE 66 E.S. DR Springs 18 E F G Map designed by Michael Hertz Associates. New York, NY H J K L