Downtown Tampa Transportation Vision

Transcription

1 Downtown Tampa Transportation Vision Final Report August 1, 2006 Hillsborough County Metropolitan Planning Organization County Center, 18 th Floor Tampa, Florida

2 DOWNTOWN TAMPA TRANSPORTATION VISION Hillsborough County Metropolitan Planning Organization Councilman Shawn Harrison, Chairman, City of Tampa Mayor Joe Affronti, Vice Chairman City of Temple Terrace Louis E. Miller Hillsborough County Aviation Authority Commissioner Kathy Castor Board of County Commissioners Tom Gibbs Tampa-Hillsborough Expressway Authority Commissioner Rick A. Lott City of Plant City Commissioner Seth Boots* The Planning Commission John Dingfelder Hillsborough Area Regional Transit Authority Board Councilwoman Linda Saul-Sena City of Tampa Commissioner Thomas Scott Board of County Commissioners Commissioner Ken Hagan Board of County Commissioners Donald Skelton, P.E.* Florida Department of Transportation Commissioner Ronda Storms Board of County Commissioners Richard Wainio Tampa Port Authority Councilman Kevin White City of Tampa Lucilla L. Ayer, Executive Director Hillsborough County Metropolitan Planning Organization Linda M. Ferraro, Administrative Assistant Hillsborough County Metropolitan Planning Organization * MPO Ex Officio Members

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5 Downtown Tampa Transportation Vision Project Team Members Beth Alden, AICP Hillsborough County Metropolitan Planning Organization Mahdi Mansour, P.E. City of Tampa Christine Burdick Tampa Downtown Partnership Karen Kress Tampa Downtown Partnership Lee Royal, AICP Florida Department of Transportation Mary Shavalier Hillsborough Area Regional Transit Authority Martin Stone, AICP Tampa-Hillsborough County Expressway Authority ii

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7 EXECUTIVE SUMMARY The Downtown Tampa Transportation Vision is the product of a partnership between the Hillsborough County Metropolitan Planning Organization (MPO); City of Tampa; government agencies; downtown organizations; and Tampa residents, employees and visitors. Initiated by the MPO, the transportation vision was developed over a 12-month period. The Downtown Tampa Transportation Vision provides a framework for the implementation of transportation strategies that will address current and future mobility needs within Downtown Tampa while addressing the diverse interests and values of the downtown community. Complimenting the land use and urban design strategies defined within the Downtown Tampa Vision, completed in March 2005 by the Tampa Downtown Partnership (TDP) and the City of Tampa, the objective of the transportation vision is to provide guidance for future transportation and land use decisions in order to achieve a safe, balanced and accessible downtown transportation network that supports seamless connections for all modes of travel. While the Downtown Tampa Transportation Vision articulates a specific picture of how the transportation network within downtown should look and function, the vision serves as a living concept, remaining flexible to accommodate changing market and growth conditions while continuously working to improve the performance of the downtown transportation network. The MPO will support ongoing efforts of the City of Tampa and agency partners to successfully implement the Downtown Tampa Transportation Vision. PLANNING AREA The planning area defined for this visioning effort includes the Tampa Central Business District (CBD) and three surrounding sub-areas. The three districts include the Cultural Arts District, East Tampa/Ybor and the Channel District. The study area is defined by the following boundaries: 22nd Street and Causeway Boulevard on the east, Martin Luther King, Jr. Boulevard on the north, Armenia Avenue and Howard Avenue on the west, and Areas north of the intersection of Bayshore Boulevard and Howard Avenue on the south. Page ES-1

8 DOWNTOWN TAMPA TRANSPORTATION VISION PROJECT TEAM AND STAKEHOLDER COMMITTEE The Downtown Tampa Transportation Vision was developed through the collaboration and partnership of the agencies and organizations composing the project team and the stakeholder committee. The project team and stakeholder committee provided technical assistance in the transportation visioning effort, facilitated public outreach activities and provided policy level input in the development of the vision policy recommendations. The members of the project team and stakeholder committee are charged with supporting City of Tampa efforts in implementing the Downtown Tampa Transportation Vision. PUBLIC OUTREACH The public outreach activities pursued during the visioning effort provided valuable information in the development of the Downtown Tampa Transportation Vision. A facilitated public workshop was conducted to document the concerns and desires of the general public regarding downtown transportation. Concerns voiced by the public include: High vehicle speeds, Lack of bike lanes and facilities, Limited transit service and routes, and Unsafe, uncomfortable environments for pedestrians and cyclists. Potential solutions expressed by the public to improve the downtown transportation network include: Slow traffic, narrow streets and provide on-street parking; Provide lighting, shade and street furniture; Provide dedicated bike lanes, trail connections, as well as lockers and racks; Extend transit service hours and routes; and Use existing waterways for travel purposes. Page ES-2

9 Executive Summary The public also expressed the need for safe, convenient connections available to all individuals (pedestrians, cyclists, transit riders, persons with disabilities, etc.) between downtown and surrounding areas. DOCUMENTED ISSUES AND OPPORTUNITIES Issues, needs and opportunities regarding downtown transportation services and facilities and the character of the downtown street environment were identified by downtown stakeholders through interviews, surveys and public involvement activities. Key issues expressed by stakeholders regarding the downtown transportation network include: Access and Circulation, Destination Connectivity, Pedestrian Mobility and Safety, Bicycle Mobility and Safety, Transit Service, Truck Traffic and Other Roadway Issues, Parking, Signalization, Signage, and Special Events Traffic. The following opportunities were expressed by the stakeholders to remedy the voiced issues: Establish a balanced system of east-west and north-south multi-modal links to improve access, circulation and connectivity; Reduce vehicle travel speeds, increase crossing times at crosswalks, expand and connect sidewalks, and provide design elements to improve pedestrian safety and mobility; Provide dedicated bicycle lanes, trails, racks on buses, storage racks and facilities to improve bicycle mobility and safety; Page ES-3

10 DOWNTOWN TAMPA TRANSPORTATION VISION Provide regularly scheduled east-west and north-south downtown transit circulators with convenient stops at key downtown attractions, increase hours of operation and extend routes to improve transit service; Identify other preferred and efficient truck routes around downtown to sustain the business and residential character of the area; Study the implementation of the conversion of one-way streets to twostreets to improve multi-modal access, circulation and connectivity between downtown districts, neighborhoods and attractions; Identify downtown gateways to define the character of the downtown area; Provide convenient and affordable parking structures and lots on the periphery of downtown near gateways and key attractions, and serve these facilities with transit circulators; Review the current traffic signal timing system and adjust the traffic signal times to reduce speeding and accommodate pedestrians, cyclists and transit; Update the wayfinding signage system so that it reflects the character of downtown and surrounding areas, yet is also clear to both locals and tourists alike; and Use transit to connect remote parking to special event sites, establish affordable parking and employ Intelligent Transportation System (ITS) technology at downtown entry points to inform motorists about delay time and parking availability. PEER CITY REVIEW Best practices, goals and principles were compiled from downtown transportation master plans of five cities to inform the City of Tampa of successful strategies to consider for improving the downtown transportation network. The five cities included Austin, Texas; Hamilton, California; Raleigh, North Carolina; San Francisco, California; and St. Louis, Missouri. Page ES-4

11 Executive Summary Each plan promoted the following common themes: Pedestrian needs should govern downtown transportation and land use decisions, Downtown streets should serve as places of social interaction, Active streets are well designed, Streetscape design elements should be scaled and oriented for pedestrian use, Ground level building uses should be required along downtown streets, and Downtown access and circulation should be improved by converting one-way streets to two-way streets and establishing multi-modal connections between the downtown core and surrounding districts, neighborhoods and attractions. POLICY AND GUIDELINE REVIEW Existing City of Tampa codes and land development regulations, applicable within the Central Business District and the surrounding CBD environs, were examined to identify policies supporting the Downtown Tampa Transportation Vision, as well as those needing modification to ensure the transportation vision is executed. The review focused on policies guiding building design, orientation, and use; public and private open spaces; public views; and parking as these elements influence the transportation environment. The examination revealed that the majority of policies needed to achieve the Downtown Tampa Transportation Vision currently exist in the codes and regulations of the City of Tampa. DOWNTOWN TAMPA TRANSPORTATION VISION COMPONENTS The following components serve as the foundation of the Downtown Tampa Transportation Vision. These components will guide the implementation of the vision. VISION STATEMENT AND GUIDING PRINCIPLES The project team, the stakeholder committee and the public crafted a vision statement and set of supporting guiding principles to direct future land use and transportation decisions in order to achieve the Downtown Tampa Transportation Vision. Page ES-5

12 DOWNTOWN TAMPA TRANSPORTATION VISION The vision statement and guiding principles of the Downtown Tampa Transportation Vision are presented as follows: VISION STATEMENT Create a vibrant, pedestrian oriented downtown that successfully connects people to places through a safe, effective and accessible transportation network supporting seamless connections for all modes of travel. Page ES-6

13 Executive Summary GUIDING PRINCIPLES Implement the Downtown Tampa Transportation Vision to create a sense of place, provide mobility choices and support vibrant neighborhoods Create pedestrian-oriented streets and places that are comfortable, safe and accessible to people with and without disabilities Use transportation assets to reinforce downtown as a destination that evokes a sense of civic pride and to reflect the unique identity and distinct character of the city and its designated downtown districts Maximize circulation and mobility within downtown Provide information to link people with places Provide and maintain multimodal access and connections to downtown districts, neighborhoods and attractions Maintain a sustainable and environmentally sound transportation network Minimize conflict between vehicles, pedestrians and bicyclists Maintain and support downtown as a transit hub and passenger intermodal center Provide programs and facilities to manage congestion RECOMMENDED STRATEGIES AND ACTIONS The recommended strategies and actions were developed to unite the efforts of implementing agencies in order to strengthen existing standards that regulate the design of streets, remedy current concerns regarding the downtown transportation network, and ultimately attain the Downtown Tampa Transportation Vision. The recommended strategies serve as ongoing methods to achieve the guiding principles of the transportation vision. The recommended strategies are summarized as follows: Annually review the Downtown Tampa Transportation Vision to confirm project priorities and program funding for project implementation; Implement pedestrian-friendly transportation design; Maintain a street grid pattern; Page ES-7

14 DOWNTOWN TAMPA TRANSPORTATION VISION Develop and implement a transportation marketing strategy to maximize the use of available multi-modal facilities and services; Update wayfinding system through the coordination of transportation and downtown agencies; Enhance the Intelligent Transportation System (ITS) strategy for downtown to inform people about traffic conditions, transit operations and services, parking availability and special events; Coordinate land use and transportation planning; Provide two-way streets where appropriate based on engineering analysis; Develop and maintain strong linkages to the Riverwalk; Provide multi-modal links and facilities between activity centers; Plan for future transit investments; Promote the Port of Tampa as a major passenger intermodal center; Employ transportation demand management to encourage the use of alternative transportation modes; Minimize congestion during special events; Provide a functional and adequate parking system; and Support freight mobility in and around downtown. The following recommended actions are fiscal, physical or operational steps to be taken to achieve the implementation strategies: Employ policies that support the Vision; Establish transportation related standards for all downtown streets; Develop and adopt a street grid map that provides planning and design guidance for new streets and connections; Coordinate with downtown agencies to include information about downtown transportation services in their marketing publications and outreach activities; Develop graphically simple and uniform signs and maps that provide clear directions to downtown attractions and transportation facilities; Develop ITS plan for downtown that includes improved messaging for access to and from downtown; Page ES-8

15 Executive Summary Provide incentives for mixed use development to support existing and planned multimodal infrastructure and services; Convert one-way streets to two-way streets where appropriate; Connect the Riverwalk to surrounding streets, bridges and trails; Improve transit service to and from downtown; Coordinate state and regional passenger rail initiatives to preserve station sites that provide seamless intermodal transfers; Upgrade staging areas and identify new locations to facilitate efficient cruise ship passenger pick-ups and drop-offs; Implement a trip reduction ordinance; Open the most direct vehicular routes to and from venues to improve vehicular access; Implement low cost peripheral public parking with shuttle service; and Identify preferred and efficient truck routes used to access activity centers and intermodal facilities through signage. DOWNTOWN TAMPA TRANSPORTATION NETWORK A Downtown Tampa Conceptual Street Network was created based on a review of existing and planned transportation improvements and development patterns within the downtown and surrounding area, best practices for downtown transportation strategies in peer cities and the expressed desires of the project team, stakeholder committee and public. The concept map designates three different types of streets, each with varying levels of pedestrian amenities, bicycle amenities, transit service and streetscape design elements. These include Main Streets, Storefront Streets and Gateways. The envisioned character and function of downtown streets was defined to provide guidance for future transportation and development strategies that positively support and enhance the Downtown Tampa environment. Page ES-9

16 DOWNTOWN TAMPA TRANSPORTATION VISION Page ES-10

17 TABLE OF CONTENTS Section 1 Introduction This section outlines the approach used to develop the Downtown Tampa Transportation Vision. Section 2 Vision Statement and Guiding Principles The vision statement and guiding principles of the Downtown Tampa Transportation Vision are declared in this section. Section 3 Recommended Strategies and Actions The recommended strategies and actions of the Downtown Tampa Transportation Vision are declared in this section. Section 4 Downtown Tampa Transportation Network This section presents the transportation elements of the Downtown Tampa Transportation Vision. Section 5 Public Outreach and Involvement Activities This section describes the results of the public workshop held on March 3, The public involvement process, including the strategies and techniques employed during the development of the Downtown Tampa Transportation Vision, is also discussed in this section. Section 6 Documented Issues and Opportunities This section describes the issues, concerns, needs and opportunities identified by downtown stakeholders through interviews and surveys regarding the existing transportation network serving Downtown Tampa. Section 7 Peer City Review This section describes the best practices employed by cities with vibrant downtown environments. The review was limited to cities of similar size and facing similar downtown growth and development issues as Tampa. Section 8 Policy and Guideline Review This section presents the existing codes, regulations and policies that support the principles of the Downtown Tampa Transportation Vision and recommends minor revisions.

18 DOWNTOWN TAMPA TRANSPORTATION VISION FIGURES Figure 1.1 Study Area Map Figure 4.1 Downtown Tampa Planned Transportation Network APPENDICES Appendix A Exhibit A.1 Public Involvement Plan Exhibit A.2 Public Involvement Plan Communication Tool: Media Kit Exhibit A.3 Public Involvement Plan Promotional Tool: Project Fact Sheet Exhibit A.4 Public Involvement Plan Promotional Tool: Brochure Exhibit A.5 Public Workshop Facilitator Packet: Instructions Exhibit A.6 Public Workshop Participant Packet: Exercises Exhibit A.7 Public Workshop Results: Summary Report Appendix B Exhibit B.1 Documentation of Stakeholder Committee meetings, participants and issues Appendix C Exhibit C.1 Peer City Review

19 Secttiion 1 INTRODUCTION DOWNTOWN TAMPA TRANSPORTATION VISION FRAMEWORK To create and maintain a vibrant downtown environment, a transportation network that is equally dynamic must exist. Transportation is a key component in promoting downtown as a residential community, attracting new jobs, maintaining a high quality of life and ensuring that continued downtown growth occurs. Downtown transportation networks are unique in that they support diverse land uses while meeting the mobility needs of residents, commuters, visitors and downtown businesses. Downtown streets sustain distinct civic, commercial, cultural and social activities that define central business districts and enhance the overall character of the downtown environment. Well-designed downtown streets shape the identity of the urban environment rewarding the traveler with a sense of arrival and a positive image of the place. The Downtown Tampa Transportation Vision provides a framework for the implementation of transportation strategies that will improve current and future mobility needs within Downtown Tampa. Complimenting the land use and urban design strategies defined within the overall Downtown Tampa Vision, completed in March 2005 through efforts conducted by the Tampa Downtown Partnership (TDP) and the City of Tampa, the objective of the transportation vision is to provide guidance for future transportation and land use decisions in order to achieve a safe, balanced and accessible downtown transportation network that supports seamless connections for all modes of travel. Page 1-1

20 DOWNTOWN TAMPA TRANSPORTATION VISION Derived from goals, objectives, and desired scenarios of the community, the Downtown Tampa Transportation Vision is the product of a partnership between government agencies; downtown organizations; and Tampa residents, employees and visitors. The Hillsborough County Metropolitan Planning Organization (MPO) initiated the visioning process. The MPO coordinated stakeholders over a 12-month period to develop a transportation vision that addresses existing and future transportation issues, as well as reflects the diverse interests, values and needs of the downtown community. The MPO will continue to support the ongoing efforts of the City of Tampa and agency partners in order to successfully implement the Downtown Tampa Transportation Vision. While the Downtown Tampa Transportation Vision articulates a specific picture of how the transportation network within downtown should look and function, the vision serves as a living concept, remaining flexible to accommodate changing market and growth conditions while continuously working to improve the performance of the downtown transportation network. PLANNING AREA The planning area defined for this visioning effort includes the transportation network serving the Tampa Central Business District (CBD) and its surrounding environs, as illustrated on Figure 1.1. The boundaries of this transportation network are as follows: 22nd Street and Causeway Boulevard on the east, Martin Luther King, Jr. Boulevard on the north, Armenia Avenue and Howard Avenue on the west, and Areas north of the intersection of Bayshore Boulevard and Howard Avenue on the south. Page 1-2

21 Section 1 - Introduction FIGURE 1.1 STUDY AREA MAP Page 1-3

22 DOWNTOWN TAMPA TRANSPORTATION VISION The visioning effort emphasized connections between the central business district and three surrounding sub-areas. The three districts include: Cultural Arts District generally bounded by Cass Street, Morgan Street, Estelle Street, and the Hillsborough River; East Tampa/Ybor generally bounded by Morgan Street, Twiggs Street, Nuccio Parkway, Palm Avenue, and I-275; and Channel District generally bounded by Jefferson Street, the Lee Roy Selmon Expressway, and Ybor Channel. PROJECT TEAM AND STAKEHOLDER COMMITTEE Initiated by the Hillsborough County Metropolitan Planning Organization, the Downtown Tampa Transportation Vision was developed through the collaboration and partnership of the agencies and organizations composing the project team and the stakeholder committee. The project team provided technical assistance in the development of the transportation vision process and products, as well as provided policy level input based on each respective organization s viewpoint in the development of the vision s policy recommendations. The members of the project team are charged with supporting City of Tampa efforts in implementing the Downtown Tampa Transportation Vision. The following agencies serve as members of the project team: Hillsborough County Metropolitan Planning Organization (MPO), City of Tampa (COT), Tampa Downtown Partnership (TDP), Florida Department of Transportation (FDOT), Hillsborough Area Regional Transit Authority (HARTline), and Tampa-Hillsborough County Expressway Authority (THCEA). Page 1-4

23 Section 1 - Introduction Each member of the project team sits on the stakeholder committee. A diverse set of stakeholders attended the meetings that were held, including agency and organization representatives, citizens, and planning, engineering and design professionals. The stakeholder committee was the most important forum in the creation of the Downtown Tampa Transportation Vision. They also looked at policy recommendations, reviewed and provided feedback on the vision process and products, communicated progress of the visioning effort to respective organizations, and facilitated public outreach activities. A special thanks is due to those who dedicated time to this process. The stakeholder committee activities, including those that participated, is documented in Appendix B. The ongoing commitment of the project team and the stakeholder committee to implement the Downtown Tampa Transportation Vision is critical to its success. It is the responsibility of the City of Tampa and the Downtown Tampa Partnership, however, to coordinate agency efforts and spearhead the implementation of the strategies and actions recommended in the vision. PUBLIC OUTREACH The public outreach activities pursued during the development of the Downtown Tampa Transportation Vision were designed to create openness, accountability and credibility among the public and project sponsors. Public workshop results, surveys and interviews provided valuable information in the development of the Downtown Tampa Transportation Vision. Continued stakeholder ownership and participation are key to the success of future implementation efforts. DOCUMENTED ISSUES AND OPPORTUNITIES To develop a clear and holistic transportation vision for Downtown Tampa, it was necessary to understand how the existing transportation system serves downtown. Issues, needs and opportunities regarding downtown access and circulation, available transportation services and facilities, and the character of the downtown street environment were identified by downtown stakeholders through interviews, surveys and public involvement activities. The stakeholders identified overall downtown transportation issues and needs, as well as those issues and needs specific to each downtown district. The concerns expressed by the stakeholders provided the foundation for the Page 1-5

24 DOWNTOWN TAMPA TRANSPORTATION VISION development of the vision statement, guiding principles, recommended strategies and recommended actions. PEER CITY REVIEW Best practices, goals and principles were compiled from downtown transportation master plans of five cities with vibrant downtown environments of similar size and sharing similar issues as Tampa. These were used to inform the City of Tampa of successful strategies to consider for improving the downtown transportation network. These transportation best practice examples also provide planning direction to maintain future performance of the network and sustain a vibrant downtown environment. POLICY AND GUIDELINE REVIEW Existing City of Tampa codes and land development regulations, applicable within the Central Business District and the surrounding CBD environs, were examined to identify policies supporting the Downtown Tampa Transportation Vision, as well as those needing modification to ensure the transportation vision is executed. The review focused on policies guiding building design, orientation and use; public and private open spaces; public views; and parking as these elements influence the transportation environment. The examination revealed that the majority of policies needed to achieve the Downtown Tampa Transportation Vision currently exist in the codes and regulations of the City of Tampa. DOWNTOWN TAMPA TRANSPORTATION VISION COMPONENTS The following components serve as the foundation of the Downtown Tampa Transportation Vision. These components will guide the implementation of the vision. VISION STATEMENT AND GUIDING PRINCIPLES The project team, the stakeholder committee and the public crafted a vision statement and set of supporting guiding principles. The vision statement and guiding principles will direct future land use and transportation Page 1-6

25 Section 1 - Introduction decisions in order to achieve the Downtown Tampa Transportation Vision. RECOMMENDED STRATEGIES AND ACTIONS Embodying concepts of the vision statement and guiding principles, recommended strategies and actions were developed to unite the efforts of implementing agencies to strengthen existing standards that regulate the design of streets, remedy current concerns of the downtown transportation network, and ultimately attain the Downtown Tampa Transportation Vision. The recommended strategies serve as ongoing methods to achieve the guiding principles of the transportation vision. The recommended actions are fiscal, physical or operational steps to be taken to achieve the recommended strategies. DOWNTOWN TAMPA TRANSPORTATION NETWORK CONCEPT MAP A Downtown Tampa Transportation Network Concept Map was created based on a review of existing transportation and land use plans, studies and projects; committed projects identified as cost affordable by 2015 in the Hillsborough County 2025 Long Range Transportation Plan; and the expressed desires of the project team, stakeholder committee and public. The concept map designates three different types of streets, each with varying levels of pedestrian amenities, bicycle amenities, transit service and streetscape design elements. The map designates each street in the study area as one of the three types. The map also identifies the location and character of transportation assets within Downtown Tampa and displays where potential transportation investments can be supported by other existing and planned transportation investments or transportation-supportive development. Page 1-7

26 DOWNTOWN TAMPA TRANSPORTATION VISION Page 1-8

27 Secttiion 2 VISION STATEMENT AND GUIDING PRINCIPLES The vision statement and supporting guiding principles were based on three vision elements: Create vibrant streets where people want to be. Provide a transportation network that connects people with places through travel mode choices. Create a safe, balanced and functional transportation network. These elements were derived from a variety of sources including Mayor Iorio s strategic focus areas; opportunities voiced by the public; recommendations from agency staff members; ideas provided by past studies; successful downtown transportation principles implemented by other cities; and the current land use vision presented in the City of Tampa Comprehensive Plan. Providing the foundation for the overall vision, the elements served as a point of departure for the transportation visioning process. Mayor Iorio s Strategic Focus Areas Creating a Downtown Residential Community Tampa as a City of the Arts Investing in Tampa s Neighborhoods Economic Development in Our Most Challenged Areas The elements were assessed for clarity, completeness and consensus by the project team, the stakeholder committee and the public. These elements were then used to craft a preliminary vision statement and supporting guiding principles. The following definitions were used to provide direction in the development of these components. Page 2-1

28 DOWNTOWN TAMPA TRANSPORTATION VISION Holistic in nature, the vision statement is composed of the three vision elements as it directs the future image and role of the transportation network serving Downtown Tampa. Reflecting the notions of the vision elements, the guiding principles serve as the long range goals set by the community to achieve the Downtown Tampa Transportation Vision. Once consensus was reached on the preliminary statement and guiding principles by the groups; the vision elements, draft vision statement and supporting guiding principles were presented and reviewed by the public at a community workshop held on March 3, Incorporating additional suggestions received from the public, the vision statement and supporting guiding principles were finalized. The final vision statement and guiding principles are presented below. The guiding principles are categorized by vision element. Page 2-2

29 Section 2 -Vision Statement and Guiding Principles VISION STATEMENT Create a vibrant, pedestrian oriented downtown that successfully connects people to places through a safe, effective and accessible transportation network supporting seamless connections for all modes of travel. GUIDING PRINCIPLES Vision Element 1: Create Vibrant Streets Where People Want To Be Implement the Downtown Tampa Transportation Vision to create a sense of place, provide mobility choices and support vibrant neighborhoods Create pedestrian-oriented streets and places that are comfortable, safe and accessible to people with and without disabilities Use transportation assets to reinforce downtown as a destination that evokes a sense of civic pride and to reflect the unique identity and distinct character of the city and its designated downtown districts Vision Element 2: Provide a Transportation Network that Connects People with Places Through Travel Mode Choices Maximize circulation and mobility within downtown Provide information to link people with places Provide and maintain multimodal access and connections to downtown districts, neighborhoods and attractions Maintain a sustainable and environmentally sound transportation network Page 2-3

30 DOWNTOWN TAMPA TRANSPORTATION VISION Vision Element 3: Create a Safe, Balanced and Functional Transportation Network Minimize conflict between vehicles, pedestrians and bicyclists Maintain and support downtown as a transit hub and passenger intermodal center Provide programs and facilities to manage congestion Page 2-4

31 Secttiion 3 RECOMMENDED STRATEGIES AND ACTIONS Recommended strategies were developed to remedy current concerns of the downtown transportation network not captured under existing policies, programs or projects. The recommended strategies address the needs and desires expressed by the public and reflect the successful practices employed by cities with vibrant downtown environments of similar size and sharing similar issues as Tampa. These strategies incorporate concepts embodied in the vision statement and guiding principles. The recommended strategies are ongoing in nature and serve as methods to achieve the guiding principles of the Downtown Tampa Transportation Vision. Recommended actions were developed to guide the City and implementing agencies in turning the Downtown Tampa Transportation Vision into a reality. The recommended actions are fiscal, physical or operational steps to be taken to achieve the recommended strategies and ultimately, the Downtown Tampa Transportation Vision. Prior to implementation, many of the recommendations will require an evaluation of the downtown area s existing and planned land uses, level of pedestrian activity, traffic operations and infrastructure. The purpose of the suggested actions is to unite the efforts of the City and agencies to create an attractive and efficient transportation network within Downtown Tampa. Page 3-1

32 DOWNTOWN TAMPA TRANSPORTATION VISION The recommended strategies and actions of the Downtown Tampa Transportation Vision are presented below. The recommended strategies are organized by guiding principle. The recommended actions are organized by recommended strategy. It is important to note that these are provided as guidance in how to support the Vision and further study, design, engineering and analysis is required before action and implementation. This is especially true of actions that may affect the street and traffic signal network and traffic operations. A traffic analysis should be performed if the street network is proposed to be changed so that decisions can be made with full knowledge of the potential impacts. GUIDING PRINCIPLE Implement the Downtown Tampa Transportation Vision to create a sense of place, provide mobility choices and support vibrant neighborhoods (A) RECOMMENDED STRATEGY Annually review the Downtown Tampa Transportation Vision Implementation Plan to confirm project priorities and program funding for project implementation (A.1) Partner with public and private interests to endorse and promote the Downtown Tampa Transportation Vision, including committees of agencies involved in planning and implementing transportation projects (A.2) Recommended Action Resolve conflicts between land development regulations and regulations that dictate the design and use of right-of-way (A.3.a) Employ policies that support the Vision (A.3.b) GUIDING PRINCIPLE Create pedestrianand places that are safe and accessible and without oriented streets comfortable, to people with disabilities (B) Page 3-2

33 Section 3 - Recommended Strategies and Actions RECOMMENDED STRATEGY Implement pedestrian-friendly transportation design that is employed during public or private projects where there are changes or improvements to streets (B.1) Recommended Action Install, scale and orient streetscape design elements for pedestrian use (B.1.a) refer to list of streetscape design elements Establish transportation related standards for all downtown streets (B.1.b) Designate Main Streets and establish additional transportation related standards specific to Main Streets (B.1.c) Designate Storefront Streets and establish additional transportation related standards specific to Storefront Streets (B.1.d) Install landscape, lighting, signage or other intersection improvements within public rights-of-way to identify gateways into downtown (B.1.e) Tailor landscape to the character of the district (B.1.f) Maintain and establish standards that include universal design and ADA Guidelines (B.1.g) GUIDING PRINCIPLE Use transportation assets to reinforce downtown as a destination that evokes a sense of civic pride and to reflect the unique identity and distinct character of the city and its designated downtown districts (C) RECOMMENDED STRATEGY Page 3-3

34 DOWNTOWN TAMPA TRANSPORTATION VISION Realize the potential of transportation assets - unique streets, streetcar, Riverwalk, gateways, bridges, cruise ships, etc. - to enhance the character and identity of downtown (C.1) Recommended Action Develop a design concept for Ashley Drive from Kennedy Boulevard to the interstate (C.1.a) Place public art in or adjacent to the public right-of-way (C.1.b) Use significant historic or cultural names/events to name transportation assets (C.1.c) Promote transportation facilities and services as visitor attractions (C.1.d) Material, texture, style, color and level of quality of transportation infrastructure and facilities should be compatible with the history and character of the district (C.1.e) Parking structures should enhance street level activity (C.1.f) Illuminate transportation assets with creative lighting (C.1.g) Identify and promote existing trails and links to other trails throughout the downtown area (C.1.h) Page 3-4

35 Section 3 - Recommended Strategies and Actions GUIDING PRINCIPLE Maximize circulation and mobility within downtown (D) RECOMMENDED STRATEGY Maintain a street grid pattern throughout downtown to increase connections and travel options (D.1) Recommended Action RECOMMENDED STRATEGY Develop and adopt a street grid map that supports the existing street grid pattern and provides planning and design guidance for new streets and connections (D.1.a) Maintain and enhance the street grid pattern in the event of a redevelopment of Central Park Village (D.1.b) Reduce congestion and vehicle movement conflicts (D.2) Recommended Action Modify and enhance traffic operations hindering vehicle movement (D.2.a) Page 3-5

36 DOWNTOWN TAMPA TRANSPORTATION VISION GUIDING PRINCIPLE Provide information to link people with places (E) RECOMMENDED STRATEGY Develop and implement a transportation marketing strategy to increase awareness and maximize the use of available multi-modal facilities and services, including useful information for people with disabilities (E.1) Recommended Action Coordinate with Chambers of Commerce, Tampa Downtown Partnership and tourism organizations to include information about downtown transportation services and facilities in their marketing publications and outreach activities (E.1.a) RECOMMENDED STRATEGY Update wayfinding system through the coordination of transportation and downtown agencies to route pedestrians, bicyclists, automobiles and freight vehicles throughout downtown (E.2) Recommended Action Develop graphically simple and uniform signs and maps that provide clear directions to districts, neighborhoods, attractions and transportation facilities (E.2.a) Distribute and display wayfinding maps at kiosks, transportation facilities and visitor destinations throughout downtown (E.2.b) Page 3-6

37 Section 3 - Recommended Strategies and Actions RECOMMENDED STRATEGY Enhance the Intelligent Transportation System (ITS) strategy for downtown to inform people about traffic conditions, transit operations and services, parking availability, special events and weather conditions (E.3) Recommended Action Develop ITS plan for downtown that builds on existing study and includes improved messaging for access to and from downtown from and to the interstate (E.3.a) GUIDING PRINCIPLE Provide and maintain multi-modal access and connections to downtown districts, neighborhoods and attractions (F) RECOMMENDED STRATEGY Coordinate land use and transportation planning (F.1) Recommended Action Require or provide incentives for mixed use development to support existing and planned multimodal infrastructure and services (F.1.a) Encourage government and transportation agencies to comply with Tampa Central Business District Land Development Regulations and the Downtown Tampa Transportation Vision during the planning, implementation and ongoing maintenance activities of transportation projects (F.1.b) Conduct urban corridor studies to assess what multi-modal infrastructure and facilities are needed to support existing and planned development (F.1.c) Page 3-7

38 DOWNTOWN TAMPA TRANSPORTATION VISION RECOMMENDED STRATEGY Improve transit circulation and expand transit facilities throughout downtown (F.2) Recommended Action Improve the visibility and use of underutilized transit stops through signage, stop enhancements and postings of route numbers and schedules (F.2.a) Connect buses, circulators, streetcar and other transit services to major destinations and each other (F.2.b) Improve intersection operations for transit (F.2.c) RECOMMENDED STRATEGY Provide two-way streets throughout downtown where appropriate (F.3) Recommended Action Convert one-way streets to two-way streets where appropriate, based on engineering analysis (F.3.a) Page 3-8

39 Section 3 - Recommended Strategies and Actions RECOMMENDED STRATEGY Develop and maintain strong linkages to the Riverwalk (F.4) Recommended Action Connect the Riverwalk to surrounding streets, bridges and trails through stairs, ramps and sidewalks (F.4.a) Design the Riverwalk to accommodate future water transportation services and facilities (F.4.b) Direct pedestrians, bicyclists and vehicles to the Riverwalk and supporting parking facilities through the wayfinding system including universal access symbols for people with disabilities (F.4.c) RECOMMENDED STRATEGY Provide bicycle and urban trail facilities to and within downtown (F.5) Recommended Action Install planned bikeways and urban trails where feasible, including those in the Tampa Greenways and Trails Master Plan (F.5.a) Integrate bicycle and trail facilities into roadway project budgets and PD&E studies (F.5.b) Provide bicycle parking (F.5.c) Page 3-9

40 DOWNTOWN TAMPA TRANSPORTATION VISION Provide dedicated pedestrian pathways or multi-purpose trails where street connections are not possible (F.5.d) GUIDING PRINCIPLE Maintain a sustainable and environmentally sound transportation network (G) RECOMMENDED STRATEGY Provide multi-modal links between activity centers to serve multiple travel needs (G.1) Recommended Action RECOMMENDED STRATEGY Improve transit service to and from downtown (G.1.a) Retrofit existing roadways and design new roadways to support multi-modal functions where possible and within physical constraints (G.2) Recommended Action RECOMMENDED STRATEGY Select the route for the streetcar extension north of Whiting Street that will optimize expansion of streetcar service (G.2.a) Undertake maintenance activities and system upgrades to sustain the transportation system (G.2.b) Maximize multi-modal options in the public right-of-way before expanding roadway infrastructure (G.3) Co-locate transportation infrastructure and facilities to include multiple modes (G.4) Expand fleet of energy efficient transit vehicles (G.5) Page 3-10

41 Section 3 - Recommended Strategies and Actions RECOMMENDED STRATEGY Create and maintain incentives to reward carpoolers, use of nonmotorized travel and users of alternative fuel vehicles (G.7) Recommended Action Promote employer-based incentive programs for employees who walk or bike to work (G.7.a) Promote employer-based incentive programs for employees who ride transit to work (G.7.b) GUIDING PRINCIPLE Minimize conflict between vehicles, pedestrians and bicyclists (H) RECOMMENDED STRATEGY Improve function of the pedestrian system at intersections, mid-block crossings and parking facility entrances and exits (H.1) Recommended Action When and if traffic signal warrants are met, install traffic signals, high visibility crossings or other measures at certain unsignalized intersections (H.1.a) Improve the visibility of pedestrians at parking facility entrances and exits (H.1.b) When and if warrants are met, install signalized or high visibility crosswalks at certain signalized intersections and on and off ramps (H.1.c) Analyze the need to improve sight distance for drivers and pedestrians (H.1.d) Install curb extensions in certain locations (H.1.e) Page 3-11

42 DOWNTOWN TAMPA TRANSPORTATION VISION GUIDING PRINCIPLE Employ traffic calming techniques to reduce the speed of vehicles where speeding problems exist (H.1.f) Maintain and support downtown as a transit hub and passenger intermodal center (I) RECOMMENDED STRATEGY Rely more on transit to provide access and circulation (I.1) Recommended Action RECOMMENDED STRATEGY Include circulator trolley pass costs with monthly parking, building leases and condo association fees (I.1.a) Provide trolley service to remote parking (I.1.b) Designate a free or single fare zone for transit services within downtown (I.1.c) Increase service hours (I.1.d) Expand service locations (I.1.e) Market service (I.1.f) Plan for future transit investments (I.2) Recommended Action Study feasibility of double tracking the streetcar route or allow the streetcar to share lanes with vehicles (I.2.a) Coordinate with the FDOT Intermodal Center Master Plan to assess the needs of transportation agencies and governments (I.2.b) Coordinate state and regional passenger rail initiatives to examine the preservation of station sites that provide seamless intermodal transfers (I.2.c) Page 3-12

43 Section 3 - Recommended Strategies and Actions Examine the preservation of bus rapid transit, high speed rail, and light rail corridors and corridors designated for preferred alternative alignments (I.2.d) RECOMMENDED STRATEGY Ensure the Port of Tampa and all facets of port property development support a multi-modal transportation system (I.3) Recommended Action Upgrade existing staging areas and identify new locations to facilitate efficient cruise ship passenger pick-ups and drop-offs (I.3.a) Install facilities to accommodate pedestrians, bicycles, transit, shuttles and taxi cabs (I.3.b) Redevelop areas within and surrounding the Port of Tampa to improve pedestrian access to the riverfront (I.3.c) Allow waterfront public access to the waterfront east of Beneficial Drive when and where appropriate (I.3.d) GUIDING PRINCIPLE Provide programs and facilities to manage congestion (J) RECOMMENDED STRATEGY Employ transportation demand management to encourage the use of alternative transportation modes to access downtown (J.1) Recommended Action Implement a trip reduction ordinance (J.1.a) Support commuter assistance programs with public funds (J.1.b) Page 3-13

44 DOWNTOWN TAMPA TRANSPORTATION VISION RECOMMENDED STRATEGY Provide off the shelf information about car sharing programs for large developments (J.1.c) Minimize congestion during special events (J.2) Recommended Action RECOMMENDED STRATEGY Minimize the use of cones and barricades to control vehicles and pedestrians (J.2.a) Market streetcar, trolley and other transit operators as service providers between downtown destinations and remote parking facilities (J.2.b) Open the most direct pedestrian routes to and from venues to reduce restrictions to pedestrian movement (J.2.c) Open the most direct vehicular routes to and from venues to improve vehicular access (J.2.d) Control intersections with officers as necessary (J.2.e) Provide a functional and adequate parking system (J.3) Recommended Action Regulate metered parking appropriate to adjacent uses (J.3.a) Employ prepaid and transponder parking technology (J.3.b) Connect parking system to destinations with safe, comfortable and accessible walking, cycling and transit facilities and service (J.3.c) Implement low cost periphery public parking with shuttle service (J.3.d) Enforce code requirements for surface parking lots (J.3.e) Allow on-street parking where appropriate (J.3.f) Advertise parking rates outside of parking facilities (J.3.g) Page 3-14

45 Section 3 - Recommended Strategies and Actions RECOMMENDED STRATEGY Allow shared parking credits to satisfy requirements for permitted, principle, accessory and special uses to meet future parking demand (J.3.h) Identify parking space maximums (J.3.i) Support freight mobility in and around downtown (J.4) Recommended Action Identify preferred and efficient truck routes used to access activity centers and intermodal facilities through effective signage (J.4.a) Preserve freight facilities and rights-ofway to accommodate future freight market growth (J.4.b) Work with freight operators to identify solutions to reduce freight congestion (J.4.c) Page 3-15

46 DOWNTOWN TAMPA TRANSPORTATION VISION Page 3-16

47 Secttiion 4 DOWNTOWN TAMPA TRANSPORTATION NETWORK The Downtown Tampa Transportation Vision considered existing and planned transportation improvements and development patterns within the downtown and surrounding area. These were balanced with expressed desires of the project team, stakeholder committee and public. The Downtown Tampa Planned Transportation Network (Figure 4.1 see page 4-10) depicts the existing and planned transportation improvements in Downtown Tampa. The map illustrates the existing and planned Riverwalk segments along the downtown waterfront; existing and planned TECO streetcar routes; proposed lightrail and high-speed rail facilities; proposed bicycle routes; and proposed locations for multi-use urban trails, parking and multimodal centers, as well as water transportation facilities. The map was derived from projects identified in the Hillsborough County MPO 2025 Long Range Transportation Plan, and other transportation and land use plans and studies. The existing plans, studies and projects that were reviewed as part of this effort are as follows: Downtown Tampa Access Study (Phase I) - Hillsborough County MPO; Downtown Tampa Vision and Action Plan - City of Tampa and Tampa Downtown Partnership; Downtown DRI - City of Tampa; Tampa Bay Intermodal Centers Study - FDOT; 2025 Long Range Transportation Plan - Hillsborough County MPO; Tampa Streetcar Phase II - HARTline; Tampa Interstate Study - FDOT; Page 4-1

48 DOWNTOWN TAMPA TRANSPORTATION VISION Tampa Rail Project- FEIS - HARTline; Transit Development Plan - HARTline; Public Housing Redevelopment Projects - City of Tampa; South Central Business District Study - City of Tampa; Kennedy Boulevard Corridor Improvement Strategies - Hillsborough County MPO; Committee of 100 Strategic Plan - Tampa Chamber of Commerce; Greenways and Trails Plan - City of Tampa; and Tampa Heights Neighborhood Plan - Community of Tampa Heights. The planned transportation network, downtown development patterns, effective transportation strategies implemented in peer city downtowns and documented community desires were all considered in the development of the Downtown Tampa Transportation Vision. The envisioned character and function of downtown streets was defined to provide guidance for future transportation and development strategies that positively support and enhance the Downtown Tampa environment. Three different types of streets, each with varying levels of pedestrian amenities, bicycle amenities, transit service and streetscape design elements were defined. These include Main Streets, Storefront Streets, and Gateways. Page 4-2

49 Section 4 - Downtown Tampa Transportation Network A description of each type of street is described below. Public decisions relating to land development and transportation projects should reflect and support the desired characteristics of each. DOWNTOWN STREETS The downtown street network serves as the backbone of the existing transportation system significantly impacting the overall character of the downtown environment. Carefully designed streets contribute to the vitality of downtown by supporting historic, cultural and social aspects. Streets within downtown should be multimodal in nature while emphasizing the pedestrian environment. Downtown streets should provide minimum facilities to establish a consistent and continuous pedestrian network. These streets should exhibit certain characteristics in order to meet the mobility needs of pedestrians. Street elements, as well as streetscape design elements should be scaled and oriented for pedestrian use and convenience to create safe and comfortable street environments that invite pedestrian activity. Street Elements Sidewalks Crosswalks - Raised - Striped - Paved Street Medians Bike Lanes Curb Extensions Refuge Islands Page 4-3

50 DOWNTOWN TAMPA TRANSPORTATION VISION Streetscape Design Elements Landscaping - Trees - Plantings - Planters - Street Medians Lighting - Poles - Bases - Fixtures Street Furniture - Benches - Trash Receptacles - Newspaper Vending Machines - Kiosks - Tables and Chairs for Outdoor Dining - Bollards Public Art - Banners - Monuments - Fountains - Sculptures - Murals - Historical Landmarks Wayfinding Signage Bicycle Amenities - Racks - Storage Facilities - Signs Transit Amenities - Benches - Shelters - Signs Page 4-4

51 Section 4 - Downtown Tampa Transportation Network To enhance pedestrian safety, downtown sidewalks should be wide enough for the amount of pedestrian activity present. All sidewalks within downtown should meet American Disability Act (ADA) standards to provide mobility options for people with disabilities. Streetscape elements placed along downtown streets should not obstruct the designated pedestrian clear zone. The elements should be placed against building fronts or in the space created between the street side boundary of a pedestrian clear zone and the adjacent street curb. Features such as curb extensions, refuge islands, crossing and paving treatments, etc. should be distinct, visible and integrated into the existing transportation network in a manner that clearly defines the pedestrian realm. In addition, pedestrian induced crossing signals with countdown timers should be installed at all downtown intersections, including on and off ramp locations for limited access roads. MAIN STREETS Downtown main streets are generally viewed as historic or culturally significant streets within the downtown core. Main streets serve as the heart of downtown and are defined by their ability to host a diversity of uses (commercial, residential, office, civic, cultural, educational, recreational, entertainment, etc.) to provide multimodal facilities and services serving the needs of all travelers, and to establish the atmosphere of the urban environment. These streets promote and support the highest concentration of downtown activity. Serving as the most active streets within Downtown Tampa, main streets should exhibit specific standards in addition to the ones established for all downtown streets. Page 4-5

52 DOWNTOWN TAMPA TRANSPORTATION VISION STOREFRONT STREETS Downtown storefront streets are similar to main streets in that they host a mix of activities and support multiple travel modes. These streets, however, emphasize the pedestrian environment and enhance the character of the individual downtown district or neighborhood. While transit facilities are dispersed throughout the storefront street network, service is limited to those storefront streets designated as transit emphasis corridors. Generally, storefront streets sustain the day to day activities of downtown residents and employees. GATEWAYS Gateways help travelers distinguish a place from surrounding environments by defining the character of the area and evoking a sense of pride among residents and businesses. Gateways serve as entrance corridors that herald the approach of new landscapes and define arrival points as distinct destinations. Gateways orient travelers and announce the significance of an area to motorists and pedestrians. Bridges, roads, ports, highway interchanges or access ramps can serve as gateways and support the unique character of Downtown Tampa. Design elements such as gates, archways, statues, fountains, trees and lighting can be integrated into transportation infrastructure or surrounding structures and facilities to demark a gateway. Elements can also be located within transportation rights-of-way to create a visual impact when traveling to downtown and between downtown districts, neighborhoods and attractions. Gateways, as well as individual design features, can also function as downtown focal points or landmarks physical elements that are highly visible, easily recognized and reinforce an area s cultural or historic character. Page 4-6

53 Section 4 - Downtown Tampa Transportation Network TRANSPORTATION FACILITIES The location, proximity, and relationship of transportation facilities to each other and to supporting land uses are critical in establishing a successful downtown transportation network. Equilibrium is created when the appropriate transportation asset is supported by the appropriate development and by the reverse, when the development is supported by the appropriate transportation asset. Locating pedestrian, bicycle, transit, intermodal and parking facilities near supportive development can greatly increase the livability and mobility of an area as travel options are presented and more trips can be made without the use of personal vehicles. BIKE FACILITIES Many benefits can be realized by providing bicycle facilities throughout downtown. An improved bicycle environment will encourage the use of bicycles for short-and mid-range trips, integrate greenway development into the fabric of downtown and reduce the need to provide vehicle parking facilities within downtown. To accommodate this mode of travel within downtown, bicycle facilities should connect attractions and be appropriately signed and designed to match the character of the area. Additionally, these facilities should be provided at transit stations and integrated into new developments. Bicycle parking facilities should offer protection from theft and weather and be located near primary building entrances. By integrating adequate bicycle facilities throughout downtown, including dedicated bicycle lanes, paths/trails, racks on buses, storage racks and facilities, etc., bicycles can be perceived as a viable mode of transportation. Page 4-7

54 DOWNTOWN TAMPA TRANSPORTATION VISION TRANSIT FACILITIES AND SERVICES Transit can facilitate the revitalization of a downtown environment by serving as a viable alternative transportation mode that meets the mobility needs of current and future residents, employees and visitors. Transit service should be well-planned and robust in terms of frequency and operating hours in order to accommodate a diverse customer base. To solidify the role of transit as a viable transportation mode, transit facilities such as stops and shelters should be proximate to existing developments and integrated into new developments. These facilities should also be conveniently located at key attractions within the downtown environment. Transit facilities should be appropriately signed and designed to match the character of the area. Sidewalks near and around transit facilities should be barrier-free and consistent. Well-planned and designed transit assets - facilities and services - have the potential of reducing automobile dependence while amplifying the unique characteristics of Downtown Tampa. MULTI-USE URBAN TRAILS Multi-use urban trails are facilities offering safe, off-road routes for pedestrians, in-line skaters, and bicyclists. These trails may be used for specific trip or recreational purposes. Urban trails provide either separated paths for pedestrians and wheel-based users or a shared path for both. Urban trails are 10 to 15 feet wide and in some cases, may include an adjacent 4 to 8 feet of smoothly graded earth or crushed rock to accommodate users (walkers, runners) who do not wish to be integrated with higher-speed activities (biking, roller-blading). Composed of materials to withstand all weather conditions, these facilities are built to provide comfort to all users (pedestrians, runners, bikers and other wheeled users). General materials of these trails include concrete, asphalt, or wood. Page 4-8

55 Section 4 - Downtown Tampa Transportation Network MULTIMODAL CENTERS Multimodal centers allow convenient and seamless transfers to occur between different modes of transportation. These centers provide facilities to accommodate the diverse physical and operational needs of a wide range of transportation modes. For example, multimodal centers can accommodate light, commuter, heavy and high speed rail services, express and regular bus transit services, taxi and shuttle services, as well as provide bicycle storage facilities, parking for single occupancy vehicles, and staging areas for taxis and tour buses. Multimodal centers located in or near downtown areas can facilitate regional movement by providing transportation connections to regional airports and port terminals. Multimodal centers are usually designed for 24-hour activities and may be located adjacent to hotels and convention facilities. ITS technology, as well as clear internal and external directional signage, is paramount in facilitating efficient transfers between various transportation modes. Through their design and function, multimodal centers play a distinctive role in promoting downtown as an attraction. WATER TRANSPORTATION FACILITIES Water transportation facilities reinforce Downtown Tampa s image as a maritime destination. Water transportation facilities, whether public or private, provide alternative transportation choices, recreational opportunities and promote the waterfront as a unique amenity. Water taxi or shuttle services can expand mobility options to Downtown Tampa from neighboring communities. The placement of boat docks and water taxi stands in relation to pedestrian and bicycle connections and other modal infrastructure is important in maintaining a healthy transportation network. To promote water transportation as a viable travel mode, water transportation facilities should be supported by appropriate signage, designed to match the character of the area, integrated into new developments, as feasible, and be conveniently located at key waterfront attractions. Page 4-9

56 DOWNTOWN TAMPA TRANSPORTATION VISION Page 4-10

57 Secttiion 5 PUBLIC OUTREACH AND INVOLVEMENT ACTIVITIES Inclusive and thoughtful public outreach activities are the foundation of successful transportation planning efforts. Effective public outreach can garner community support and acceptance of large, complicated, long-term transportation plans. This section describes the results of the Downtown Tampa Transportation Vision public workshop and the techniques and strategies that were used to inform and exchange knowledge with the public, as well as to document needs and desires expressed by the public during the visioning process. Appendix A Communication of information contains the items used during the visioning regarding the range of choices effort for public outreach and involvement for the future, the role that transportation improvements activities. can play in securing that future to the public, agencies, The Hillsborough County MPO s Public constituencies and affected communities and allowing for Involvement Plan (October 13, 2003) guided the multiple avenues of public development of the public outreach activities feedback are the foundation on employed during the visioning effort. The Public which the goals and objectives Involvement Plan describes the approach and of the MPO are built. techniques the MPO uses to achieve maximum - Hillsborough MPO Public Involvement Plan public participation during all planning activities. Page 5-1

58 DOWNTOWN TAMPA TRANSPORTATION VISION PUBLIC OUTREACH AND INVOLVEMENT GOALS The project team played a vital role in coordinating and conducting the Downtown Tampa Transportation Vision public involvement activities. Through collaboration, the project team developed three goals to guide the public involvement process: Goal 1: Goal 2: Goal 3: Accurately portray the mobility needs and desires expressed by the public when informing and educating other agencies, organizations and individuals; Develop consensus among the public and project sponsor agencies and organizations to implement the Downtown Tampa Transportation Vision; and Maintain the accountability and credibility of agencies and organizations that sponsor the Downtown Tampa Transportation Vision. PUBLIC INVOLVEMENT TECHNIQUES The public involvement techniques employed to achieve the public involvement goals established for this visioning process are described below. FACILITATED PUBLIC WORKSHOP A facilitated public workshop was conducted for the Downtown Tampa Transportation Vision on Thursday, March 3, 2005 at the Tampa Convention Center from 5:00 PM to 7:30 PM. The workshop served as an opportunity for the general public to communicate their desires and key concerns to the project team members. The public workshop was held to achieve the following objectives: Present the vision elements, vision statement and guiding principles for review and comment, and document public response to the Downtown Tampa Transportation Vision; Document attitudes and preferences regarding travel within downtown, as well as any key issues that were previously overlooked; and Document concepts, projects and/or strategies favored by downtown employees, residents, and visitors (including ADA communities) that further the goals of the transportation vision. Page 5-2

59 Section 5 - Public Outreach and Involvement Activities The public workshop consisted of three components: a) an open house b) a formal presentation and c) breakout sessions. The open house contained fifteen project boards that provided participants with information on the purpose and current activities and outcomes of the Downtown Tampa Transportation Vision. The open house was available from 3:30 PM to 8:00 PM, allowing participants to view the items of the open house at their leisure. During the open house period, workshop attendees were able to ask project staff questions and provide project feedback in the form of a questionnaire. Two comment boards within the open house provided opportunity for workshop participants to share their thoughts about downtown transportation. The following tables summarize the public input that was given during the open house. Open House Board: How Would You Improve the Downtown Transportation Network? Transit: Extend service hours Provide reliable service Extend routes Streets: Narrow streets One-way streets Biking: Provide dedicated bike lanes Provide trail connections Provide lockers Parking: Place garages on periphery of downtown Use light rail where you don t need parking Walking: Provide awnings, lighting, benches, etc. Slow traffic Traffic Calming: Install speed bumps and roundabouts Use landscaping Page 5-3

60 DOWNTOWN TAMPA TRANSPORTATION VISION Open House Board: Tell Us What You Think About Downtown Transportation What I Like What I Don t Like What I Would Like to Change Wide sidewalks Bike lanes and trails Pedestrian countdown signals and crosswalks Trolleys Not a friendly environment for pedestrians and cyclists Vehicles Lack of bike lanes Bus service Need light rail transit Improve safety and comfort of pedestrians, cyclists and individuals with disabilities - provide shade, benches and shelters Reduce bus/transit fare for individuals with disabilities Reduce speed limit Increase hours of bus service Provide on-street parking During the open house, participants were also given the opportunity to share thoughts and provide feedback on the proposed Downtown Tampa Transportation Vision Statement and the supporting guiding principles. Of the 25 participants that commented, 18 approved the vision statement and more than half of the respondents approved all but three guiding principles. Participants were also asked to add elements that were missing from either the vision statement or guiding principles. The following comments were received: Provide safe, convenient connections between downtown and surrounding neighborhoods; Provide connections that are available to pedestrians, cyclists, individuals with disabilities and transit riders; Address use of existing waterways for transportation purposes - water taxis; Consider environment in transportation decisions; Provide element of flexibility; and Provide facilities for bicycle commuters shower, locker, etc. Page 5-4

61 Section 5 - Public Outreach and Involvement Activities The public workshop began with a formal presentation providing an overview of the project. The presentation was followed by structured group activities designed to gather detailed input on downtown transportation improvements. Workshop participants were divided into three groups, each covering a different section of the downtown core and surrounding environs. Each participant selected a group based on individual preference. Group A participants covered an area that included Tampa Heights, the University of Tampa and the Arts District. Group B participants covered an area that included East Downtown Tampa and Ybor City. Group C participants covered the South Central Business District, Harbour Island and the Channel District. Each breakout group separated into smaller groups, consisting of 5-6 people, and was led through a series of exercises by a facilitator. The small group exercises were designed to allow participants to express issues, needs and opportunities pertaining to the downtown transportation network, as well as to identify modal preferences and priority locations for transportation improvements. The exercises revealed the shared public desire for improved downtown mobility. The results of the small group exercises are summarized below. In the first exercise, participants, individually, identified the highest area of activity within Downtown Tampa (ex. Times Square ) and then within their geographic area. After identifying the two locations, the participants identified a route and the mode they normally use to travel between the two destinations. The participants also identified an alternative or preferred mode to travel between the two locations. Page 5-5

62 DOWNTOWN TAMPA TRANSPORTATION VISION Downtown District Normal Alternative Times Square Times Square Travel Mode Travel Mode Group A Lykes Gaslight Square/ City Hall Plaza Tampa Bay Performing Arts Center Walk Transit Group B Lykes Gaslight Square/ City Hall Plaza Centro Ybor Drive Walk Group C Lykes Gaslight Square/ City Hall Plaza Channelside Drive Transit In exercise two, participants identified centers of high activity in the geographic areas of the two other groups. The participants indicated how they would prefer to travel to those locations in the future and what they would change about the existing downtown transportation network to make traveling to the selected destinations more inviting. Area A Area B Area C Future Times Square Times Square Times Square Travel Mode Group A Centro Ybor Channelside Walk Streetcar/ Trolley Group B Tampa Bay Performing Arts Center Channelside Streetcar/ Trolley Group C Tampa Bay Performing Arts Center Centro Ybor Streetcar/ Trolley Page 5-6

63 Section 5 - Public Outreach and Involvement Activities In terms of how the participants would alter the downtown transportation network, the following comments were received: Slow cars down; Extend transit routes; Increase transit service hours and frequency; Provide special lanes for transit; Provide dedicated bike lanes and bicycle facilities; Provide pedestrian enhancements; Provide water taxi service; Provide park and ride lots; Provide guides/posted maps; Complete streetcar system; Convert one-way streets to two-way streets; and Create interesting community spaces. In exercise three, participants, as a small group, identified three streets in their respective areas to turn into pedestrian, residential, and café corridors ( Main Streets ). The participants also identified improvements to take place on each street. The results of this exercise are as follows. Page 5-7

64 DOWNTOWN TAMPA TRANSPORTATION VISION Downtown District Tampa Heights/ University of Tampa/ Arts District East Downtown Tampa/ Ybor City South CBD/ Harbour Island/ Channel District Main Streets Ashley Drive Franklin Street Florida Avenue Tyler Street Cass Street Kennedy Boulevard Nebraska Avenue Channelside Drive 17th Street 8th Avenue 7th Avenue Tampa Street Meridian Street Channelside Drive Kennedy Boulevard Brorein Street Platt Street Whiting Street Improvements Traffic calming Landscaping Lighting Street furniture Awnings Sidewalks Crosswalks Information kiosks Traffic claming Signage Green space Crosswalks Trees Traffic calming - roundabouts Landscaping Lighting Street trees Bus stops/lanes Bike lanes/racks/lockers Sidewalks Crosswalks Page 5-8

65 Section 5 - Public Outreach and Involvement Activities The various instruments used to capture public input, including questionnaires and small group brainstorming exercises, revealed a wide range of suggestions for improving the downtown transportation network. The ideas and results generated from the public workshop were used to revise and finalize the vision statement and guiding principles. The results were also used to develop the recommended strategies, recommended actions and the Downtown Tampa Transportation Vision concept map. TARGETED OUTREACH ACTIVITIES Neighborhoods, organizations and demographic-specific communities that were under-represented at the public workshop were identified and targeted to gather input. Public involvement activities and tools were specifically designed to accommodate the needs of the individual groups. Specific tools used to gather and collect information from the groups included presentations, project display boards and interviews. SPEAKERS BUREAU A speakers bureau was formed to present information to civic groups, professional organizations, neighborhood associations and other groups about the project and the visioning process. The speakers bureau consisted of the Hillsborough County MPO and the MPO s consultant team. The duties of the members within the speakers bureau were to educate and listen to participants, answer questions and seek continued public participation. Speaker availability was marketed to interested groups and advertised in outreach publications. COMMUNICATION NETWORK Creative communication channels were employed to inform and educate the public about events related to the Downtown Tampa Transportation Vision and the progress of the visioning effort. Electronic outlets, such as web sites and subscriptions of the City of Tampa, Creative Tampa Bay and Downtown Tampa Partnership, were used to promote various visioning activities. Non-electronic outlets, such as neighborhood newsletters, were also used to communicate with the public. Additionally, outreach tools and resources of project team agencies were utilized to create public awareness about the public workshop. For example, the Hillsborough Area Regional Transit Authority and the Tampa-Hillsborough County Expressway Authority distributed workshop fliers at transit stations and tollbooths. Page 5-9

66 DOWNTOWN TAMPA TRANSPORTATION VISION COMMUNITY NEWSPAPER/RADIO/CABLE TV MEDIA KITS A project media kit was developed to effectively share information about the visioning effort with local newspapers, radio stations and cable TV networks. The kit contained a project contact sheet, media talking points and a press release promoting the public workshop. COMMENT DATABASE A comment database was created and maintained during the visioning process to catalog key issues, concerns and opportunities received from the project team, stakeholder committee members and the public. Comments were made available for review at the public workshop. PROJECT FACT SHEETS A one-page fact sheet was created containing general information about the Downtown Tampa Transportation Vision. The fact sheet presented the goals of the vision, objectives to be achieved, project sponsors and contacts. The fact sheet also featured answers to commonly asked questions. SURVEYS Surveys were developed to gather the perceptions, preferences and priorities of the public. The surveys were designed to solicit input in a creative, efficient manner. Surveys were distributed at the public workshop, as well as at neighborhood and community meetings. All materials, products and results of the public visioning effort are presented in Appendix A. Page 5-10

67 Secttiion 6 DOCUMENTED ISSUES AND OPPORTUNITIES To develop a clear and holistic transportation vision for Downtown Tampa, it was necessary to understand how the existing transportation system serves the needs of the Downtown Tampa community. By identifying current transportation conditions and concerns, priority projects and programs can be strategically developed and implemented through the vision to effectively improve the downtown transportation environment in order to meet present and future mobility needs of the community. This section describes the issues, needs and opportunities regarding downtown access and circulation, available transportation services and facilities, and the character of the downtown street environment. Through interviews, surveys and public outreach activities, the stakeholders identified overall downtown transportation issues as well as those issues specific to each downtown district. This section also presents specific improvements voiced by citizens, implementing agencies and downtown organizations that are needed to address the identified concerns and enhance the overall downtown transportation network. The transportation concerns expressed by downtown stakeholders include: Access and Circulation; Destination Connectivity; Pedestrian Mobility and Safety; Bicycle Mobility and Safety; Transit Service; Page 6-1

68 DOWNTOWN TAMPA TRANSPORTATION VISION Truck Traffic and Other Roadway Issues; Parking; Signalization; Signage; and Special Events Traffic. Citizens, implementing agencies and downtown organizations voiced specific improvements needed to address the problems identified and enhance the downtown transportation system. The proposed enhancements are described in the following pages. ACCESS, CIRCULATION AND CONNECTIVITY Stakeholders identified key downtown access points where circulation and connectivity should be improved and maintained. These access points include Platt Street, Brorein Street, Kennedy Boulevard, on and off ramp locations of the Lee Roy Selmon Expressway, and the proposed locations for the on and off ramps of I-275 and I-4. Stakeholders emphasized the need to create a balanced transportation network by providing seamless connections for all travel modes (pedestrians, bicycles, transit and vehicles). By establishing a balanced system of east-west and north-south multi-modal links, individuals have the ability to choose the travel mode that best suits each of their downtown trips whether it is accessing downtown from surrounding areas or traveling between downtown districts, neighborhoods and attractions. Page 6-2

69 Section 6 - Documented Issues and Opportunities Downtown mobility is improved through travel options as traffic created by pedestrians, bicyclists, transit users and motorists is distributed evenly throughout the downtown street network. Issues related to access, circulation and connectivity are resolved by providing travel mode choices. PEDESTRIAN MOBILITY AND SAFETY Several factors such as wide roads; high vehicle travel speeds; narrow, obstructed or disconnected sidewalks; and inadequate crossing times at crosswalks can discourage walking. Stakeholders identified key corridors needing enhanced pedestrian mobility and safety. These corridors include: Ashley Drive; Tampa Street; Florida Avenue; Laurel Street; Cass Street; Kennedy Boulevard; Brorein Street; Platt Street; Meridian Street; Harbour Island Boulevard; and Beneficial Boulevard. Page 6-3

70 DOWNTOWN TAMPA TRANSPORTATION VISION By improving the street environment for pedestrian use through the integration of streetscape design elements, pedestrians are more likely to walk within downtown for short- and mid-range trips as opposed to using their personal vehicles. Safe, comfortable and intimate street environments inviting pedestrian activity are created through articulated streetscape design elements (lighting, landscaping, furnishings, signage, public art, etc.). Scaled and oriented for pedestrian use, these elements define the pedestrian realm of streets, creating a continuous sense of enclosure or protection. BICYCLE MOBILITY AND SAFETY Safe, comfortable and intimate street environments also encourage bicycle use. Stakeholders identified key corridors to be improved to enhance bicycle mobility and safety. These corridors include: Tampa Street; Florida Avenue; Nebraska Avenue; Nuccio Parkway; Cass Street; Brorein Street; Platt Street; Meridian Street; Harbour Island Boulevard; and Beneficial Boulevard. Page 6-4

71 Section 6 - Documented Issues and Opportunities By providing adequate bicycle facilities throughout downtown, including dedicated bicycle lanes, paths/trails, racks on buses, storage racks and facilities, etc., bicycles can be perceived as a viable mode of transportation. Even with quality facilities in place, however, bicyclists remain concerned about the behavior of motorists. Efforts should continue in enforcing traffic safety laws and educating bicyclists and motorists about their rights and responsibilities in sharing the road. TRANSIT SERVICE Transit service issues relate to the directness of bus routes serving downtown, as well as operating hours. Transit service to downtown is as important as internal circulation. Stakeholders identified key corridors to be improved to enhance transit service. These corridors include: Florida Avenue; Nebraska Avenue; Nuccio Parkway; Cass Street; Kennedy Boulevard; Brorein Street; Platt Street; Meridian Street; Harbour Island Boulevard; Beneficial Boulevard; I-275/I-4; and Lee Roy Selmon Expressway. Page 6-5

72 DOWNTOWN TAMPA TRANSPORTATION VISION Providing regularly scheduled east-west and north-south downtown transit circulators with convenient stops at key attractions would encourage transit use to and within downtown. Residents, commuters and visitors would perceive transit as a viable alternative travel mode. As development continues to occur downtown, such a system would relieve anticipated traffic congestion and maximize investments in parking. Buses Limited to certain corridors, buses serving downtown are routinely delayed. To minimize delays and enhance downtown bus service, the following recommendations should be considered: Increase bus frequency; Increase hours of operation; Prioritize signal times on transit corridors for bus progression; Disperse bus stops; and Designate additional bus routes. Streetcar An extended streetcar system with improved connections to other transit operations would increase ridership, reduce personal vehicle trips, spur redevelopment, facilitate traffic generated by new development, and enhance downtown access, circulation and connectivity. Page 6-6

73 Section 6 - Documented Issues and Opportunities TRAFFIC CIRCULATION Two-Way Streets Many of the stakeholders favor the conversion of one-way streets to two-way streets in order to improve circulation and connectivity between downtown districts, neighborhoods and attractions. Two-way streets would also benefit the residential units and businesses being established within the area. Streets at the north end of downtown including Zack Street, Twiggs Street, Madison Street and Polk Street are proposed to be converted to two-way streets. Page 6-7

74 DOWNTOWN TAMPA TRANSPORTATION VISION PARKING Access patterns into downtown are influenced by the placement of parking facilities. Parking structures and lots should be convenient, affordable and placed on the periphery near gateways or key activity centers to encourage infill and alleviate downtown congestion. These facilities should be served by a transit circulator to maximize investment in parking and better distribute parking demand over the entire downtown area. SIGNALIZATION Stakeholders emphasized the need to enhance traffic circulation within downtown while maintaining a safe environment for pedestrians. Many believe traffic signal timing within downtown favors personal vehicle travel. The stakeholders suggest reviewing the current system and adjusting the traffic signal times to accommodate other modes and improve overall circulation. The following system improvements are recommended: Establish signal priority or pre-emption on transit emphasis corridors to facilitate the progression of buses; Where warrants are met, install pedestrian signals at high volume pedestrian intersections to enhance pedestrian safety and encourage walking to downtown destinations; and Adjust traffic signal timing along major access and egress routes serving downtown parking structures and lots to facilitate peak period traffic movements. Page 6-8

75 Section 6 - Documented Issues and Opportunities SIGNAGE Downtown signage is a prominent concern of many stakeholders. The stakeholders expressed the need to update the Downtown Tampa wayfinding signage system so that it is consistent with the character of the area, yet is also clear to both locals and tourists alike. The wayfinding signs should incorporate recognizable international symbols to serve tourists from abroad and be placed along access roadways and at gateways to direct motorists to key activity centers, visitor points of interests, and parking locations. TRUCK TRAFFIC Many stakeholders favor the idea of reducing truck traffic within downtown. With increasing residential development, there will be a higher demand for services generating a need for goods or increased freight activity. While Kennedy Boulevard (SR 60) facilitates some truck traffic as a state road, it also serves as the main east-west downtown corridor. As downtown continues to grow, it will be important to limit truck traffic on Kennedy Boulevard and identify other preferred and efficient truck routes in order to sustain the businesses and residences of the area. SPECIAL EVENTS TRAFFIC Stakeholders expressed concern about the need for better traffic management during special events. The following improvements are recommended to improve traffic circulation during these events: Encourage transit, especially streetcar, usage on special event days. Use buses or trolleys to connect remote parking locations with event sites; Work with the City of Tampa Transportation Division to develop more efficient traffic circulation plan(s); Establish affordable parking; and Employ Intelligent Transportation System (ITS) technology at entry points into the downtown area to inform motorists about delay time and parking availability. Page 6-9

76 DOWNTOWN TAMPA TRANSPORTATION VISION GATEWAYS Stakeholders expressed concern over the lack of defined gateways within the downtown area. Gateways help travelers distinguish one place from another by defining the character of the area and evoking a sense of pride among residents and businesses. Gateways serve as entrance corridors that herald the approach of a new landscape and define the arrival point as a destination. Gateways orient travelers while announcing the significance of an area to motorists and pedestrians. DISTRICT ISSUES AND OPPORTUNITIES CULTURAL ARTS DISTRICT Due to the number of downtown attractions located within this district, including the Tampa Bay Performing Arts Center, the Tampa-Hillsborough County Public Library, the City of Tampa Museum of Arts and the Riverwalk, the most significant issues relate to access and circulation. Stakeholders expressed a need for transit service in this area. The proposed TECO streetcar extension to the north would better connect the district to the downtown core and improve overall mobility within the area by providing an alternative mode for pedestrian circulation. Stakeholders also expressed the need for exclusive trolley service to circulate pedestrians internally within the district. Corridors identified by stakeholders to accommodate transit service include Franklin Street (based on proposed streetcar extension), Palm Avenue, Doyle Carlton Avenue and Tyler Street. The conversion of one-way streets to two-way streets targeting Tyler Street, Cass Street, Madison Street, Zack Street, Twiggs Street and Polk Street was proposed in order to improve vehicle access and circulation within the district as well as to provide on-street parking options and bus staging areas to serve the Arts District activity centers. The conversion of these streets would also improve bicycle and pedestrian access as Tyler Street and Cass Street were identified by stakeholders as corridors to be enhanced to improve bicycle and pedestrian mobility within the district. Page 6-10

77 Section 6 - Documented Issues and Opportunities Stakeholders also voiced the need to reduce the vehicle speed on Ashley Drive as this road currently serves as a psychological barrier for pedestrian access to the above mentioned downtown attractions. Additionally, sidewalks in the area are obstructed by utility poles and trees and are disrupted by ramps deterring pedestrian movement. The gateways identified within this district include: Ashley Drive; Tampa Street; Cass Street; Tyler Street; and Kennedy Boulevard. EAST TAMPA/YBOR DISTRICT The East Tampa/Ybor area serves as a primary destination for tourists due to its historic charm and nightlife. This area is also home to a number of businesses and residents. As a result of the high pedestrian activity taking place within the area, stakeholders have voiced a strong need for direct taxi service, transit service and bicycle paths, connecting Ybor to the Channel District and downtown core. Direct taxi and transit service between the Port terminals and Ybor would serve tourist mobility needs since Ybor serves as a major destination for cruise ship passengers. Providing transit service during lunch hours between Ybor and the downtown core would not only improve peak hour traffic circulation but benefit businesses within the area by conveniently serving residents, employees and visitors. Such a service would also provide convenient and safe travel alternatives during special events taking place within the district. Stakeholders identified Channelside Drive, Palm Avenue and Nuccio Parkway as key corridors to be improved to accommodate transit service. Page 6-11

78 DOWNTOWN TAMPA TRANSPORTATION VISION Direct, well defined, and safe bicycle paths connecting Ybor to the Channel District would encourage more visits to the area by residents, employees and visitors. Viewed as a viable alternative mode of transportation, bicycles would work to alleviate congestion within the district. Stakeholders identified Nebraska Avenue and Nuccio Parkway as key corridors to be improved to provide clear, safe paths for pedestrians and bicyclists. Stakeholders agreed that in order to improve overall traffic circulation, as well as access to residences and businesses within the East Tampa/Ybor District, the historic Ybor street grid pattern should be rebuilt and maintained. Proper signage within the area would also improve circulation by allowing visitors, employees and residents to travel with ease. Stakeholders expressed concern about the amount of truck traffic within the area. The I-4/Crosstown Connector will provide a more direct and convenient truck route removing truck traffic from 21st and 22nd Streets located within the area. The gateways identified within this district include: Nuccio Parkway; Nebraska Avenue; 17th Street; Channelside Drive; Palm Avenue; and 7th Avenue. Page 6-12

79 Section 6 - Documented Issues and Opportunities CHANNEL DISTRICT The Channel District is also considered a major tourist destination. Hosting several businesses and an increasing number of residences, the district serves as home to the Port of Tampa. A number of issues regarding the transportation network, similar to those of the East Tampa/Ybor District, have surfaced due to the development occurring within the area. Pedestrian mobility within the district is a prominent concern of stakeholders. The stakeholders emphasized the need to create safe pedestrian connections that provide access to the Riverwalk, Davis and Harbour Islands, and the downtown core. The district currently lacks safe east-west routes. With the extension of Whiting Street to Meridian Street, pedestrians will be encouraged to travel between the district and the downtown core. This connection as well as other east-west connections will enhance pedestrian and bicycle mobility in the area. Sidewalks within the district also need to be addressed due to high pedestrian activity taking place within the area. There is a lack of sidewalks throughout the district as the area has evolved from an old industrial site. While sidewalks are currently being provided as part of the new development that is occurring within the area, it is important for these sidewalks to connect to existing segments in order to create a continuous pedestrian network throughout the district. Sidewalks around surface lots and within surrounding neighborhoods should be expanded to accommodate the pedestrian traffic generated during special events as well as from the new residential complexes being constructed within the area. Stakeholders have expressed a strong need for direct taxi service and transit service connecting the Channel District to Ybor and the downtown core. Taxi committees should be established to provide better service within the area. Currently, taxis stack at the Port to receive tourists and hinder traffic flow on Channelside Drive. Providing direct taxi service from Port of Tampa cruise ship terminals to Tampa International Airport and other tourist destinations will provide convenient, safe travel alternatives within the district. Page 6-13

80 DOWNTOWN TAMPA TRANSPORTATION VISION Direct transit service between the Port terminals to Tampa International Airport and other destinations within downtown will also alleviate congestion within the Channel District. Providing transit service during lunch hours between the Channel District and the downtown core would not only improve peak hour traffic circulation but benefit businesses within the area by conveniently serving residents, employees and visitors. Such a service would also improve traffic circulation during special events taking place within the district. A double-tracked, extended streetcar system with dispersed stops and improved connections to other transit operations would greatly benefit the district; as such a system would facilitate traffic generated by new development and provide a convenient travel option for the area. Improvements to Meridian Street will enhance traffic circulation within the district. Meridian Street will serve as a gateway to the Channel District and to the downtown core. The conversion of one-way streets to two-way streets will also provide eastwest access from the downtown core to the district improving the circulation of traffic. The Port of Tampa serves as one of the most productive seaports within the State of Florida. As residential development continues to grow within the Channel District, it will be essential to preserve access to the Port. The I-4/Crosstown Connector will enhance access to the Port of Tampa while reducing truck traffic within the area allowing businesses and residences to coexist with Port activities. Freight activity within the area, however, is expected to grow as the demand for goods and services will rise due to the influx of new residential development. To sustain activities of the Port, as well as businesses and residences within the district, it will be crucial to identify preferred and efficient truck routes to serve the area. The gateways identified within this district include: Channelside Drive; Platt Street; Brorein Street; Kennedy Boulevard; Whiting Street; Meridian Street; Harbour Island Boulevard; and Beneficial Boulevard. Page 6-14

81 Sectiion 7 PEER CITY REVIEW Downtown transportation master plans and policies of cities with thriving downtown environments were reviewed to identify and document transportation strategies that have been successful in creating lively downtowns. The review was limited to cities comparable in size to Tampa that are facing similar downtown growth and development issues as the City of Tampa. Five cities served as the focus of this review. The cities include Austin, Texas; Hamilton, California; Raleigh, North Carolina; San Francisco, California; and St. Louis, Missouri. These cities were selected based on the common approaches taken to create lively downtown environments as well as the common themes that emerged upon review of each downtown transportation master plan. Technical Memorandum 1: Peer City Review of the Downtown Tampa Transportation Vision, Exhibit C.1 in Appendix C, presents the specific strategies employed by these five cities. Best practices and transportation strategies implemented by other cities throughout the country with thriving downtown environments are also discussed. Upon review of each downtown transportation master plan, several common themes emerged. Each plan promotes the notion of pedestrian oriented streets where pedestrian needs govern downtown transportation and land use decisions. The plans recognize that active streets are ones that are well designed; downtown streets must serve as places of social interaction. Each plan designates a major corridor in the heart of each city s downtown as the place to begin overall downtown enhancements. Page 7-1

82 DOWNTOWN TAMPA TRANSPORTATION VISION Plan recommendations focus on standards for streetscape design elements (lighting, trees, street furniture, public art, etc.) to ensure safe, comfortable, intimate, and distinct downtown street environments are created. All streetscape design elements are required to be scaled and oriented for pedestrian use to clearly define the pedestrian realm and welcome people to walk or bike along downtown corridors. The plans address land uses adjacent to the street environment. The plans promote diverse ground level building uses along downtown streets to invite pedestrian activity. The plans encourage minimal or no building setbacks and recommend use of appealing building materials, street-level windows and architecturally-scaled building entrances to create intimate environments for pedestrian use. In general, the plans promote diverse land use patterns of varying densities throughout downtown. Each plan emphasizes the need to improve downtown access and circulation. Two specific strategies are recommended in each plan to accomplish this. The strategies include the conversion of one-way streets to two-way streets and the establishment of multi-modal connections between the downtown core and surrounding neighborhoods, as well as between downtown districts, neighborhoods and attractions (colleges/universities, State Capital buildings, convention centers, etc.). The plans recognize streets as the fabric composing downtown environments as they facilitate travel that takes place between centers of activity while providing a realm for continuous social interaction. The mantra of each plan is that vibrant downtown environments are created through well-defined, comfortable, and accessible multi-modal connections linking downtown activity centers. Page 7-2

83 Section 7 - Peer City Review RALEIGH, NORTH CAROLINA LIVABLE STREETS DOWNTOWN PLAN The Livable Streets Downtown Plan involved a partnership of more than 400 persons who participated in six monthly topic-oriented work sessions held from September 2002 through February The year long process produced approximately 130 actions and strategies which were organized into 12 categories. Many of the actions support elements of the historic 1792 William Christmas Plan, and are to be considered as the plan progresses over time. This master plan is unique in that it specifically designates five actions to be implemented between 2003 and The actions are referred to as the Five in Five. The targeted actions not only initiate the transformation of the plan into a reality, but the Five in Five set the pace for other actions recommended in the plan to be achieved. This plan presents distinct marketing strategies that promote Downtown Raleigh as a unique destination. The strategies include: Take a one-stop shopping approach to the management and marketing of downtown in order to improve the convenience for Downtown workers and residents. Develop and market competitive facilities (i.e., convention centers) to attract conventions and trade shows to downtown. Unique attractions, activities, and amenities attract creative investment and people establishing new corporate headquarters, high tech enterprises, innovative entrepreneurs, etc. A critical objective of the plan is to ensure transportation improvements fit seamlessly into the context of the downtown environment in order to preserve the historic character of Downtown Raleigh. The plan encourages the marketing of transportation assets to attract workers, residents and visitors to the area to create a vibrant downtown environment. Page 7-3

84 DOWNTOWN TAMPA TRANSPORTATION VISION ST. LOUIS, MISSOURI ST. LOUIS DOWNTOWN STREETSCAPE Released in September 2000, the St. Louis Downtown Streetscape Design Guidelines are intended to enhance the overall appeal of the downtown core. Established as a Community Improvement District (CID) in 1999, the principles presented in this plan work to achieve the goals of the CID by transforming Downtown St. Louis into a pedestrian-friendly environment in order to attract new business, new investment, and increased residential activity. Similar to the Livable Streets Downtown Plan (Raleigh, North Carolina), this plan aims to create a downtown street environment that reinforces unique traditional and cultural aspects of St. Louis since downtown streets define a city s identity, sense of community and image. The plan emphasizes the need to demarcate downtown entryways and gateways through distinct artwork in order to draw residents, workers, and visitors to the downtown core and define a character that is unique to Downtown St. Louis. AUSTIN, TEXAS DOWNTOWN GREAT STREETS MASTER PLAN The purpose of the Downtown Great Streets Master Plan is to enhance public right-of-way within the downtown area while providing a comfortable street environment. Through quality urban design elements, the plan works to integrate all modes of transportation into a balanced system of streets and sidewalks. The vision of the Master Plan is articulated by the Downtown Austin Design Guidelines adopted by the City Council in While the plan recommends strategies to manage congestion, it associates congestion with a thriving downtown environment. It recognizes the fact that if a place supports a great concentration of economic and social activities within a pedestrian scaled environment, it is going to be congested. The plan realizes that in order to sustain a vibrant downtown core, the needs of pedestrians, bicycles, transit, and vehicles must be balanced. To address the continuous growth occurring in Downtown Austin, the plan also encourages the recycling of existing building stock in order to preserve the distinctive qualities and character of Downtown Austin. Page 7-4

85 Section 7 - Peer City Review CITY OF HAMILTON, CALIFORNIA THE HAMILTON DOWNTOWN MOBILITY STREET MASTER PLAN Completed in October 2003, the Hamilton Downtown Mobility Street Master Plan endeavors to create a cohesive streetscape system that accommodates neighborhood, commercial and civic activities. The plan builds on existing core assets and special urban places to strengthen the sense of place within the city and aims to create an attractive public setting for community, social, economic, cultural, and recreational activities. This plan is unique in that it emphasizes the importance of maintaining an open space network. The plan deems streets as a vital component to the city s open space network as streets perform as places and linkages serving as and connecting the public realm. Viewed as extensions of public places, streets must serve the needs of the overall transportation network while supporting the context of the local downtown environment. The plan organizes streets into categories based on their role within the network and establishes specific streetscape standards for each category to reflect the function of the street. General streetscape standards, however, are implemented on all downtown streets in order to maintain an environment that appeals to pedestrians. Page 7-5

86 DOWNTOWN TAMPA TRANSPORTATION VISION SAN FRANCISCO, CALIFORNIA TRANSPORTATION PRINCIPLES FOR SAN FRANCISCO The San Francisco Planning and Urban Research Association (SPUR) developed a framework for transportation principles in June 1999 to guide the expansion of the city s transportation network in harmony with the city s growth. The purpose of the identified principles is to successfully blend the needs of pedestrians, transit users, bicyclists, and automobile drivers with the movement of goods in order to support all activities that sustain a vibrant city. While the plan works to provide a balance between all transportation modes, it establishes a modal hierarchy to govern land use and transportation decisions. The hierarchy is as follows: pedestrians (first), transit, bicycles and vehicles (fourth). The plan emphasizes the need to invest in exclusive rights-of-way for public transit whenever possible so as not to preclude opportunities to provide future transit service. At the same time, the plan encourages the integration of bicycle facilities; however, the facilities must not jeopardize the rightsof-way established for public transit routes. To achieve a balanced transportation system, the plan expresses the need to improve connections between different travel modes and coordinate fares, transfers, and the distribution of information between modes. This plan is unique in that it addresses the need to designate freight corridors so as to facilitate efficient movement of goods in and out of downtown. All in all, the principles of this plan work to address the different needs of the various transportation modes. Page 7-6

87 Secttiion 8 POLICY AND GUIDELINE REVIEW Existing City of Tampa codes and land development regulations, applicable within the Central Business District and the surrounding CBD environs, were examined to identify policies supporting the Downtown Tampa Transportation Vision, as well as those needing modification to ensure the transportation vision is executed. This section briefly describes the findings of the assessment. Policies of the following sources were reviewed: City of Tampa Comprehensive Plan (1998) - Central Business District Element - Transportation Element Zoning, City of Tampa Code of Ordinances (October 2004) Tampa Central Business District Development Regulations (June 1989) - Tampa Central Business District Urban Design Guidelines (June 1989) - Tampa Central Business District Streetscape Design Standards and Technical Installation Guide (June 1989) Riverwalk Design Standards (June 1989) Page 8-1

88 DOWNTOWN TAMPA TRANSPORTATION VISION The review focuses on policies guiding building design, orientation, and use; public and private open spaces; public views; and parking as these elements influence the transportation environment. The examination revealed that the majority of policies needed to achieve the Downtown Tampa Transportation Vision currently exist in the codes and regulations of the City of Tampa. Policies supporting the Downtown Tampa Transportation Vision include: Provide strong connections to the waterfront; Create public spaces and provide public art; Support a continuous, safe pedestrian environment; Improve pedestrian, transit and vehicular linkages between the CBD and adjacent neighborhoods; Support Franklin Street Mall as an activity center and as a critical north-south corridor; Provide dedicated travel lanes for exclusive transit or high occupancy vehicle use; or provide fixed-guideway transit, bus bays, pull-outs, signal overrides and other features to facilitate bus travel along designated city streets; Construct additional bicycle facilities such as lanes, paths, racks, lockers, storage facilities, etc. to encourage the use of bicycles as a viable travel mode; and Promote the benefits and availability of transit, ridesharing, carpooling, staggered work hours and telecommuting through marketing and public education campaigns. Page 8-2

89 Section 8 - Policy and Guideline Review Downtown Tampa is in the midst of a dramatic turnaround. The future plan of downtown calls for the creation of a highly active and integrated urban core with connections to the waterfront. With the anticipated influx of downtown residents, the transportation system serving downtown will need to evolve to accommodate the expected growth of pedestrian activity. New buildings and streetscape design elements must be scaled and oriented for pedestrian use. To ensure safe, comfortable and convenient street environments are created and maintained as the CBD begins to transform, the following changes to existing urban design regulations and guidelines are recommended: Where appropriate, allow permitted encroachment on public rights-ofway for streetscape design elements and specific building design elements that expand the pedestrian friendliness of the building (e.g., balconies, walkways, awnings, arcades). - Reduce minimum parking requirements or allow for shared parking credits. The City s current residential parking standard is a minimum of one parking space per dwelling unit. Where appropriate, parking facility access gates at entrances should be set back a minimum of 20 feet from the lot line and driveways should preserve sidewalk integrity and to reduce back ups into travel lanes. Use transportation infrastructure to enhance the unique identity and character of Downtown Tampa. Provide visual access to the waterfront by preserving viewsheds; illuminate bridges with artistic lighting to creatively designate gateways; require the material, design, texture, style and color of transportation facilities to be compatible with the character of the area; and visually incorporate the city s maritime history into development, signage and streetscapes around the Port of Tampa and Channelside. Existing policies, regulations, and guidelines provide opportunity to create a lively downtown environment with a corresponding transportation network. Coordinating land use and transportation decisions will ensure proposed projects meet the expectations of the City of Tampa and its residents, as well as achieve the vision established for Downtown Tampa. Successful implementation of the vision will require coordination between the City and implementing agencies to actively enforce the established policies, regulations and guidelines. The following review provides an in-depth look at existing policies influencing the transportation environment of Downtown Tampa. CENTRAL BUSINESS DISTRICT ELEMENT, CITY OF TAMPA COMPREHENSIVE PLAN (1998) Page 8-3

90 DOWNTOWN TAMPA TRANSPORTATION VISION The intent of the CBD Element is to establish a guide for public and private investment, set a qualitative design standard for new development, identify programs for regulating the design and appearance of new development, preserve existing assets and define the unique character of Downtown Tampa. Policies of the CBD Element that support the Downtown Tampa Transportation Vision include: Establish Urban Design Guidelines and initiate a Project Development Review Procedure for all new construction and major renovations in the CBD; Renovate the Franklin Street Mall and establish a high priority for its construction; Establish streetscape standards and require all new development and major renovations to incorporate the standards in their projects; Allow sidewalk cafes in pedestrian corridors; Require all new development to provide public art concurrent with the development; Establish design guidelines for public spaces and require all development outside of the Franklin Street District to provide public space; Establish design guidelines for a continuous Riverwalk and require new development to be concurrent with construction and maintenance of the Riverwalk; Establish waterfront development standards and require all development in the Waterfront Overlay District to comply with these standards; Encourage more and diverse housing opportunities for people in and around the CBD; and Improve pedestrian, transit and vehicular linkages between the CBD and adjacent areas. TRANSPORTATION ELEMENT, CITY OF TAMPA COMPREHENSIVE PLAN (1998) The intent of the Transportation Element is to ensure that a multi-modal transportation network is provided to support economic and residential development Page 8-4

91 Section 8 - Policy and Guideline Review and enhance the mobility of people and goods while protecting natural resources and minimizing the threat to the community s health, safety, and welfare. All City of Tampa regulations controlling the development of land must be consistent with the adopted Comprehensive Plan. The following components of the Transportation Element support the Downtown Tampa Transportation Vision: Traffic Circulation This component sets priorities for improvements intended to lessen congestion; establishes code, regulation and design standards allowing for safe and efficient travel; and optimizes the use of various alternatives to road construction. Under this component, a Transportation Concurrency Exception Area (TCEA) is defined. A TCEA is established to encourage urban infill, redevelopment, and downtown revitalization and is excluded from transportation concurrency requirements. The core area of Downtown Tampa is a designated TCEA. This ensures that desirable growth will continue to occur within Downtown Tampa and the well-being of the significant business center will be sustained. Since TCEAs are exempt from transportation concurrency requirements, alternative forms of mobility must be shown and available within the area. In supporting pedestrian, bicycle and transit facilities within downtown along with vehicle movement, segments of the downtown roadway network may contain lower level of service (LOS) standards than allowed. Residents, employees, and visitors must recognize and accept that a vibrant downtown environment is one that is congested. The Central Business District is designated as an activity center with Level of Service E as the adopted allowable standard. With the provision of peripheral parking and alternative travel modes within the urban core, however, roadway network deficiencies will drastically improve. Based on the Congestion Management System (CMS) plan, projects of corridors serving a TCEA will become priority. Page 8-5

92 DOWNTOWN TAMPA TRANSPORTATION VISION Mass Transit Component The mass transit component requires the City of Tampa to coordinate transportation plans and programs with the Hillsborough Area Regional Transit Authority (HARTline), the Hillsborough County Metropolitan Planning Organization (MPO) and the Florida Department of Transportation (FDOT) to identify the short- and longrange transit goals of Hillsborough County, including the City of Tampa, in order to improve transit facilities and service. The component requires the prioritization of transit needs during the review of roadway and right-of-way improvement projects and requires developers to provide, where appropriate, facilities that support transit such as fixed routes, dedicated travel lanes, stops, shelters, turn-outs, transfer locations, etc. In designing and planning these facilities, the needs of pedestrians, cyclists, handicapped persons and transit dependent users are to be considered. This component supports the policies of the Hillsborough County Long Range Transportation Plan and the recommendations of the Downtown Tampa Transportation Master Plan. The component works to establish feasible circulator bus routes, cross-town routes and timed transfer points to promote mobility between and around major activity centers. The Tampa City Council, the Board of County Commissioners, and the Planning Commission have committed to develop a true multi-modal transportation system where people have viable transportation alternatives to the single occupant vehicle, and to identify and establish transit corridors within Hillsborough County to encourage the location of future employment and retail centers in those corridors. Page 8-6

93 Section 8 - Policy and Guideline Review Congestion Management Travel demand has greatly exceeded roadway capacity resulting in congestion throughout the city. Recognizing that roadway funding cannot keep pace with demand, transportation system management (TSM) and transportation demand management (TDM) strategies are developed under this component. Strategies include ridesharing, such as carpools and vanpools; flexible work hours; the provision of bicycle and mass transit facilities as well as park and ride lots. The strategies also promote the implementation of a parking management program that increases highway capacities of selected arterials to allow for HOV lanes discouraging the use of single occupancy vehicles during peak hours. Intermodal This component encourages the provision of intermodal links, especially highway, public transit, and bicycle, to airports, seaports, rail, and trucking facilities. This component ensures that the needs of port, airport, rail and other major terminals (as defined by each facility s mater plan) are considered in the prioritization of programmed roadway and transit service improvements. Bicycle The bicycle component promotes the goals established within the Hillsborough County Comprehensive Bicycle Plan which works to provide a city-wide bikeway system that is integrated with other transportation modes. By improving existing bicycle facilities, requiring new development to include bicycle facilities, providing bicycle facilities and services at major destinations and supporting programs encouraging bicycling, bicycles are perceived as a viable mode of transportation. To create an environment conducive to bicycling, this component works to improve the mobility and safety of bicyclists. Tampa is committed through this component to improve and expand its current efforts to increase public awareness of bicyclist rights and responsibilities and educate residents on traffic safety laws in order to provide safer bicycle facilities. Page 8-7

94 DOWNTOWN TAMPA TRANSPORTATION VISION Pedestrian Consistent with the Hillsborough County MPO's Comprehensive Pedestrian Plan, this component focuses on improving mobility and safety in order to create an environment conducive to walking. It recommends steps to reduce Tampa's high rate of pedestrian and motor vehicle accidents and encourages walking as a viable means of transportation. The city is committed to improving and expanding its current system of pedestrian facilities, supporting programs that encourage walking, increasing public awareness of pedestrian rights and responsibilities, and educating city residents on traffic safety laws. By identifying priority corridors, the City of Tampa can determine the areas in need of improvements in order to maximize pedestrian mobility within the urban area. Additionally, non-roadway pedestrian facilities, such as off-road trails, can be planned and implemented to complement and connect to the overall sidewalk system. CHAPTER 27 ZONING, CITY OF TAMPA CODE OF ORDINANCES (OCTOBER 2004) This chapter is part of the City of Tampa s land development code. This code works to achieve the public purpose and objective stated in the City of Tampa Comprehensive Plan. Sections of the code, described below, have particular relevance to Downtown Tampa and its environs. Article VIII. Ybor City Historic District The Ybor City Historic District regulations promote and maintain the historic district and its landmarks through the preservation, protection and regulation of buildings and places of historic interest; safeguard the district s local heritage; preserve and enhance the environmental quality and safety of the district and its neighborhoods; strengthen the economic base of the area through tourism; foster economic development; stabilize and improve property values; and manage growth. These regulations will assist revitalization efforts established in the Community Redevelopment Plan for the Ybor City Community Redevelopment Area of 1988 and preserve the historical significance of the area for the benefit and enjoyment of future generations. Page 8-8

95 Section 8 - Policy and Guideline Review The regulations that are applicable to the Downtown Tampa Transportation Vision are as follows: The district allows the full range of urban land uses and requires a compatible mix of these land uses; Front yard setbacks are minimal (e.g., 0 feet to 10 feet); Off-street parking is not required in certain subdistricts; Enhanced outdoor lighting and security measures are required; and Exterior form and appearance is considered by the commission in reviewing applications for Certificates of Appropriateness; these criteria are supplemented by the Ybor City Historic District design manual. Article XIX. The Channel District The intent of the Channel District regulations is to promote mixed-use development and create design standards that maintain the maritime and warehouse character of the area. While the regulations encourage mixed-use development, they also intend to expand existing industrial, maritime, and commercial uses of the district. The regulations that are applicable to the Downtown Tampa Transportation Vision are as follows: The district allows the full range of urban land uses and requires a compatible mix of these land uses; Front yard setbacks are minimal (e.g., 0 feet to 10 feet); Shade and weather protection is required for pedestrians along public rights-of-way or next to areas used by the public; Outdoor light fixtures must be provided which complement the design of the building fixtures must be mounted on poles where warranted; Drive-through areas or windows are prohibited (with exceptions); Parking is to be located on the street (with exceptions) or on the side or rear of buildings; Page 8-9

96 DOWNTOWN TAMPA TRANSPORTATION VISION Vehicle access and circulation for new development must encourage pedestrian circulation; Utilities must be placed underground, where feasible; Context sensitive building design is required; Public access along the water's edge must be incorporated into the designs of all new buildings and major renovations located adjacent to the Channel District waterfront, where feasible; Window boxes, planter bowls next to the buildings, or flowering vines are encouraged; Pole signs at or near street right-of-ways are prohibited (with exceptions such as directional, entrance or exit signs); and Building columns projecting into the right-of-way are prohibited. SEC TAMPA QUALITY DEVELOPMENT (TQD) DISTRICT The TQD district is intended for limited and specialized use where the city has determined a mixed use project contains unique characteristics, is of exceptional quality, is compatible with surrounding neighborhoods, will substantially benefit the community, provides resources which reduce the need for public funds for low and moderate income persons and supports CBD uses but does not compete with them. A petition for TQD may be made for areas surrounding the CBD, generally in the vicinity of Palm Avenue, Fourth Avenue, Nebraska Avenue, Ybor Channel, and the Crosstown Expressway. The TQD district serves as a transition zone between the CBD and nearby neighborhoods. The regulations established in this section that are applicable to the Downtown Tampa Transportation Vision are as follows: Mixed uses are required to include more than one of the following uses: hotels, day cares, banks, residential, office, retail, merchandise marts and other related and accessory uses permitted at the discretion of the city; Historic resources must be preserved, either on-site or off-site; Page 8-10

97 Section 8 - Policy and Guideline Review Dimensional regulations are set forth in an approved site plan; Off-street parking may be waived with appropriate documentation; and New development and renovations must comply, as appropriate, with CBD development design regulations related to urban design, streetscape design and Riverwalk standards. Projects are eligible for density bonuses if they enhance TQD objectives and exhibit quality design standards. RIVERWALK DESIGN STANDARDS, JUNE 1989 EDITION The Riverwalk Design Standards were developed to provide continuous, uniform design along the water s edge. Opportunity to provide a facility along the water s edge for public use exists as the Central Business District of Tampa is framed by the Hillsborough River on the West, the Garrison Channel on the South and Ybor Channel on the East. The Riverwalk Design Standards designate the general theme and layout of the Riverwalk and set a level of quality for materials, colors, and textures to define the distinctive character of the Riverwalk as it Riverwalk gradually develops. While the standards require conformance to the established criteria, they do not provide construction specifications. Overall, the regulations work to establish a continuous linear network along the water s edge that is safe, comfortable, and convenient. The Riverwalk represents a special place unto itself. It features a 15-foot Pedestrian Circulation Zone (walkway) with adjacent space, known as the Transition Zone, reserved for landscaping, seating, signs, lighting, waste receptacles, stairs, and planter bowls. As Downtown Tampa continues to grow, more projects are expected to occur along the waterfront. It is crucial to establish and maintain multi-modal connections so as not to preclude future access to the facility. Page 8-11

98 DOWNTOWN TAMPA TRANSPORTATION VISION TAMPA CENTRAL BUSINESS DISTRICT DEVELOPMENT REGULATIONS, JUNE 1989 EDITION Article XVIII. Central Business District The Central Business District (CBD) regulations guide the implementation of the Tampa Central Business District Land Use Policy Plan (a component of the Future Land Use Element of the City of Tampa Comprehensive Plan) and promote design excellence in the CBD to create an appealing environment for residents, employees and visitors. The goals of the CBD Land Use Policy Plan are as follows: To promote design excellence in the CBD and to create a visual appeal between the natural environment and the physical development that will take place; To provide the highest quality amenities to create an exceptionally appealing pedestrian environment; To create active and attractive pedestrian connections along Franklin Street, the waterfront and throughout the CBD, giving highest priority to the movement and comfort of the pedestrian; To promote the CBD as the entertainment and cultural center of Florida s West Coast recognized by its fine museums, galleries, theaters, restaurants, performing halls, night clubs, public art and other amenities; To provide land for public use to help integrate the various areas of the CBD and to provide a variety of active and passive opportunities for workers, residents and visitors within downtown; To preserve, and where possible, enhance the water-oriented character of the waterfront so as to create a festive and lively working, living and entertainment establishment; To guide public and private land use and development into a highly compact and integrated urban center that encourages maximum social and economic benefit to the citizens of Tampa and the region; Develop land use policies that will promote Franklin Street as the center of retail within downtown; Improve the appearance and condition of the Franklin Street Mall; and Improve the knowledge and understanding of downtown s local and regional markets and increase downtown s retail role in the region. Page 8-12

99 Section 8 - Policy and Guideline Review These regulations also guide the design of development in order to establish the desired character of development within each of the 12 CBD character districts. The 12 CBD character districts are defined in the CBD land use policy plan. The 12 CBD character districts include: Franklin Street District; Retail District; North Franklin Street District; Gateway District; Cultural Arts District; Riverfront District; Garrison Channel District; Waterfront Overlay District; East Office District; Government Center District; Development District North; and Redevelopment District South. Page 8-13

100 DOWNTOWN TAMPA TRANSPORTATION VISION The regulations of this code that are applicable to the Downtown Tampa Transportation Vision are as follows: SECTION 43A-313. OFFICIAL SCHEDULE OF DIMENSIONAL REGULATIONS Maximum yard setbacks are not required in CBD-1. The CBD-2 district requires setbacks to be established in conjunction with site plan approval. SECTION 43A-315. CBD DEVELOPMENT DESIGN REGULATIONS All new development and major renovations within the CBD must comply with the CBD development design regulations, including the CBD urban design guidelines and streetscape design standards. Urban Design Guidelines Refer to Tampa Central Business District Urban Design Guidelines (1989). Streetscape Design Standards Refer to Tampa Central Business District Streetscape Design Standards and Technical Installation Guide (1989). Public Art Requirements The public art requirements support and promote Downtown Tampa as the cultural center of the region, increase the presence of art in public open spaces and ensure art is enjoyed by the general public. Requirements are as follows: Each new development is assessed a percentage of the project cost, with a maximum contribution of $200,000, to provide ground floor or on-site publicly accessible artwork; A maximum of 25% of the total public art requirement may be placed indoors in publicly accessible lobby areas; Public art may be placed off-site or on another parcel within the CBD with the application for Design Approval; and A property owner may pay an in-lieu fee to fulfill the public art requirement. Page 8-14

101 Section 8 - Policy and Guideline Review Public Open Space Requirements The open space requirements provide accessible public spaces throughout downtown, preserve open space along the downtown waterfront, and support the distinct character of each of the identified CBD character districts. New development must devote 10 percent of the site to open space. A property owner may pay an in-lieu fee to comply with the open space requirements. Requirements are as follows: Public open space must accommodate one or more specific public uses; Public open space must contain one or more activity elements to support public uses of the space (e.g., restaurants, retail, entertainment and cultural arts activities); Public open space must contain seating; Public open space must be at grade and visible from the street and sidewalks; Public open space must provide public access/views within corridors designated for public access/views; 5% of public and private freestanding parking structure sites must be devoted to public open space; and 35% of the total site area in the Waterfront Overlay District must be devoted to public open space provided the site is accommodating a 20,000 square foot building. Page 8-15

102 DOWNTOWN TAMPA TRANSPORTATION VISION Waterfront Design Regulations The Waterfront Overlay District regulations promote the city s downtown waterfront as a community resource, provide for the orderly development and redevelopment of the waterfront, ensure public access to and along the water s edge and create a pedestrian-oriented environment along the waterfront through the provision of high quality design elements. The following requirements apply to all property located in the Waterfront Overlay District: Buildings must be setback 23 feet as measured from the waterside face of the bulkhead. Requirement to comply with Riverwalk Design Standards (1989) for pavement width, bulkhead width, setback, landscaping, handicap accessibility and continuity across ownership parcels. Parking provisions: - Parking access on the waterside of the structures is prohibited, - Surface parking lots on waterfront parcels are prohibited, - On-site parking spaces cannot exceed the established minimum, and - Freestanding parking structures are prohibited (public or private). Public entrances of buildings are required to face the Riverwalk or the on-site public open space. Page 8-16

103 Section 8 - Policy and Guideline Review Franklin Street Retail District Design and Use Regulations The Franklin Street District regulations require all new development to face Franklin Street, ensure new buildings are scaled to pedestrians minimizing the loss of light and air and promote the desired character of development as identified in the CBD land use policy plan. The following requirements apply to all property located in the Franklin Street District: Space/Use Requirements for New Development (Ground Level): All major entrances and uses along the Franklin Street frontage must be oriented to Franklin Street; All uses along the Franklin Street frontage must contribute to the active pedestrian character of the corridor (retail, personal services, public facilities, etc.); A minimum depth of 20 feet, as measured from the building line along the entire Franklin Street frontage, must be provided for pedestrianoriented uses; Uses that do not contribute to the active pedestrian character of the corridor will not be permitted; and New development must maintain the existing line of storefronts. Page 8-17

104 DOWNTOWN TAMPA TRANSPORTATION VISION Space/Use Requirements for Existing Development (Ground Level): All major entrances and spaces along the Franklin Street frontage must be oriented to Franklin Street; At least 50% of the ground level façade plane of buildings along Franklin Street (where feasible in major renovations) must be composed of transparent material; The design of all new structures must maintain at least 80% of the building line at the property line; All structures must contain awnings or canopies. These elements must face Franklin Street and be placed at the upper portion of the ground floor storefront along the entire building façade. Adjacent development must be considered in determining the height of the awnings and canopies; and All windows of vacant buildings must provide a window display or window covering that is aesthetically compatible with the structure. Parking Provisions: Surface parking, except for curbside parking which may be provided by the City at the curb line, is prohibited along Franklin Street; Ground floor parking of parking garages that front Franklin Street is prohibited; and Parking structures on properties which front Franklin Street must contain active pedestrian oriented uses for a minimum depth of 20 feet along the entire Franklin Street frontage. Page 8-18

105 Section 8 - Policy and Guideline Review SECTION 43A-316. PARKING REQUIREMENTS Off-Street Parking Requirements Any building that is erected, expanded, increased in floor area or seating capacity or changes its use must meet the applicable parking requirements established within the regulations. In-Lieu Payment New developments, renovations, rehabilitations, or building improvements may pay an in-lieu fee to comply with the parking requirements. All funds collected through in-lieu payments are used for parking capital improvement projects. A maximum of fifty parking spaces is provided through an in-lieu parking payment. Parking space credits can only be transferred when the property use is changed. SECTION SURFACE PARKING REGULATIONS All surface parking lots must comply with the tree, site clearing and landscaping regulations established in Chapter 13 of this code. TAMPA CENTRAL BUSINESS DISTRICT URBAN DESIGN GUIDELINES, JUNE 1989 EDITION The purpose and intent of the Urban Design Guidelines is to implement the Central Business District Land Use Policy Plan (a component of the Future Land Use Element of the City of Tampa Comprehensive Plan). The urban design guidelines are applied when reviewing a project site as well as the architectural design of a new structure. The guidelines determine the compatibility of design elements with pedestrian access and interaction. The regulations of this code that are applicable to the Downtown Tampa Transportation Vision are as follows: Page 8-19

106 DOWNTOWN TAMPA TRANSPORTATION VISION New Structures Enhance the visual quality, special character and the functional conditions of the CBD: New buildings should be compatible with surrounding buildings (e.g., building setbacks; landscape elements; architectural style, materials, textures and colors; etc.); Create transitions in scale and form between nearby buildings and open spaces; Discourage long, massive buildings that exceed one city block (210 feet) in length; Parking structures must be designed to contribute positively to the aesthetic quality of downtown and to pedestrian activity (e.g., require pedestrian-oriented uses on the first floor, use landscaping elements to soften and screen views of vehicles from buildings and streets, encourage enclosed, architecturally integrated parking); New buildings should be compatible with the human scale (e.g., maintain storefronts at the property line; discourage large, expansive wall planes; incorporate landscape elements; design storefronts to have maximum visibility by maintaining 70% transparency in the façade planes on Franklin Street and 50% transparency on all other streets; use designs that reduce barriers between indoor and outdoor spaces; and use awnings/canopies to enhance pedestrian protection); and Provide privately owned public space and outdoor public art. Page 8-20

107 Section 8 - Policy and Guideline Review Pathways and Connections Encourage pedestrian movement throughout the Tampa CBD: Provide links between activity centers with a system of attractive ground level pedestrian connections (e.g. discourage pedestrian ways that promote a continuous level of above-grade retail; maintain the existing street grid by discouraging the vacating of existing rights-ofway and the development of air rights above these rights-of-way; coordinate pedestrian pathways and/or alleys between buildings); Promote pedestrian movement by allowing greater setbacks at the intersection of major pedestrian corridors and at corners containing large buildings to enable large numbers of pedestrians to circulate comfortably When public access is not available immediately adjacent to the site, provide pedestrian access to and along the waterfront by considering designs that allow pedestrians to walk through structures to access the waterfront. Develop strategies and designs to protect and accommodate pedestrians: - Separate the pedestrian walking zone from automobile traffic through curbs, bollards, planters, landscaping, and other street furniture and sidewalk widths of a sufficient dimension; - Place street fixtures at the curbside opposite of major pedestrian exits so as to create a protective barrier from traffic; - Provide awnings/canopies; - Provide shade trees; and - Allow outdoor cafes with umbrella tables. Provide pedestrian amenities such as fountains, lighting, landscaping and other pedestrian-oriented elements to: - Create a coordinated appearance with public spaces located inside the property line - Create a special and unique pedestrian atmosphere - Emphasize important streets Page 8-21

108 DOWNTOWN TAMPA TRANSPORTATION VISION Major Views and Open Spaces Protect major views and spaces open to the public in downtown and, where appropriate, create new views and spaces open to the public: Preserve or restore important views of the natural and physical environments; Create a visual focus at the end of the street where new buildings are proposed; Develop pedestrian-oriented plazas and open spaces at ground level: - Provide public plazas with convenient and safe access from pedestrian paths; - Provide functional public plazas that support multiple pedestrianrelated activities (e.g., seating, strolling, congregating, etc.); - Provide attractive focal points in public plazas visible from major pedestrian paths and vehicular streets; and - Encourage privately-owned public spaces on private property to complement design features of adjacent public rights-of-way. TAMPA CENTRAL BUSINESS DISTRICT STREETSCAPE DESIGN STANDARDS AND TECHNICAL INSTALLATION GUIDE, JUNE 1989 EDITION The purpose of the guide is to establish a logical framework for the implementation of streetscape enhancements. Each downtown street is placed in a hierarchical category based on their role and function within the downtown transportation network. Specific standards are established for each street type. The three streetscape hierarchy schemes are as follows: Tampa Downtown Streetscape Hierarchy Plan 1: Includes pedestrian only streets, pedestrian connections and the Marion Street Transitway. Tampa Downtown Streetscape Hierarchy Plan 2: Includes boulevard streets, the Riverwalk and the Performing Arts Center Connection Streetscape. Tampa Downtown Streetscape Hierarchy Plan 3: Includes local streets, the North Franklin Streetscape and the Government District Streetscape. Page 8-22