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Downtown Tampa transportation master plan

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Title:
Downtown Tampa transportation master plan
Physical Description:
2 v. : col. ill., col. maps ; 28 cm.
Language:
English
Creator:
Florida. Dept. of Transportation -- Hillsborough Area Regional Transit Authority. -- City of Tampa
Publisher:
Dames & Moore, Florida Planning Studio, Inc. ... et al
Place of Publication:
Tampa, Fl
Publication Date:

Subjects

Subjects / Keywords:
Transportation -- Route Surveying   ( lcsh )
City planning -- Florida -- Tampa   ( lcsh )
Land use -- Planning -- Florida -- Tampa   ( lcsh )
Genre:
non-fiction   ( marcgt )

Notes

Additional Physical Form:
Also available online.

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Source Institution:
University of South Florida Library
Holding Location:
University of South Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
aleph - 001478032
oclc - 36792511
notis - AJS1598
usfldc doi - C01-00170
usfldc handle - c1.170
System ID:
SFS0032276:00001


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Full Text

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VOLUME 1 FINAL REPORT

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VOLUME 1 FINAL PLAN REPORT APRIL 1994 COORDINATED AND SPONSORED BY: THE CITY OF TAMPA THE FLORIDA DEPARTMENT OF TRANSPORTATION THE HILLSBOROUGH AREA REGIONAL TRANSIT AUTHORITY PREPARED BY: & Moore ftor:da Planning Studio, Inc. Gannett Fleming Walker Parking Florida Transportation Engineering, Inc.

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' i Executive Summary Volume 1 Volume 2 Volume 3 Final Plan Report Technical Memoranda: Phase I Background Data Anal ysis Phase II Alternatives Identif ication Technical Memoranda: Phose I ll Alternatives Analysis Phose IV I mp lementa tion Recommendations

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VOLUME 1 FINAL PLAN REPORT INTRODUCTION STUDY GOALS AND OBJECTIVES DEVELOPMENT CONTEXT Employment forecasts Dow n t own l and Use Policy Plan land Use/Deve lopment T rends T h e Channe l Down town A r ena STUDY PROCESS C i t izen P orticipotion Mod e l Development Data Co ll ection Alternatives Analysis PLAN COMPONENTS Roadway Component Background Dol o Recommended Improvements Policy Recommendations Transit Component Background Dot o R e c ommended Improvements Pol icy Recommendations Parking Component Background Data Recommended Improvements Pol icy Recommendations Pedestrian / Streetscape Component Backgr o und Dolo Recommended Improvement s P o licy Recommen dations 1 3 7 13 19 29 39 49

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PLAN COMPONENTS ( Continued) Congestion Management Strategies Obje<:t i ves Backg r ound Da t a Recommenda tions RECOMMENDED MULTIMODAL PLAN IMPLEMENTATION Cost Estimates Pho,ing Impl ementation Responsibility APPENDICES A. Management Comm i ttee B. Citizen's Advisory Committee C. T echnica l Advi sory Commiltee Downtown fompc Trcn$pclion P l n 67 73 77 87

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In 1992, the City of Tampa and the Florida D epartment of Tronsporlotion ogreeJ to jointly lund the preporotion of the first multi-modo/ tronsportotion pion ever prepored for Tompa's C entro/ Business District (CBD}. B
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The Pion is des i gned to serve as o policy guide f or dec i sion making by the va r ious public agencies for i mp l ement ing transporta t ion improvements in the Cen t ral Business D i strict. T he Pion will encourage consistent, coordinated implementation. Pion recommenda tions hove been developed for two planning per i ods short term (1997) and l ongterm (201 0). T hese targe t years were used to project employment and tourist activ i ties. The years ore not by t hemselves significant; rather the level of Downtown activity w ill determ ine when improvements will be needed. There are three unique aspects to thi s Downtown Tampa T ra nsportatio n Moster P l ann ing process: 1 The three primary implementing entit ies (FOOT, the City and HART) hove cooperatively sponsored and managed the study. 2. The Plan i s the first multi-modolt ronsportotion plan prepared fo r the CBD. 3. T he stvdy process emphas ized ci tizen part i cipation and consensus The study area was expanded beyond the traditional CBD boundar ies in recogn ition of t he fact that Downtown has sign i ficant linkages with Ybor C i ty, the D i strict Channel and the West Bonk oreo. Pri mary and secondary study areas were i den ti fied the primary study a r ea being t he geographic area w h ere transporta t ion improvemonts will be Focused. This primary o reo is bounded by: North Boulevard o n the west ; the Crosstown Exp ressway /Hi llsboroug h River /Seddon Chonnei/Spo rkmon Channe l on the south ; Ybor Channel/McKay Street/ 14th Street/ 4th Avenue/ 15t h Street on the eas t; ond 7th Avenue/Oio Avenue/Oak Avenue on the north. The secondary study o r eo encompasses a b r ooder geographic region includ i ng Ybo r City and Wests ha re areas that hov e a major trovel interoction with Downtown The development of the T ronsportotion Moster Plan wos coordinated and guided by a Monogement Committee consisting of represen t atives from FOOT, the City of Tampa and HART. A C i tizens Advisory CommiMee (CAC) with b rood rep r esentation from t he p r i vate sector ond o Techni ca l Advisory CommiMee (TAC) of staff from many agenc ies ond departments prov i ded ongoi n9 review and comment Membership o f each Committee is i ncluded in Append i ces A, B & C. The study was co nducted in four phases: Phose I Background Do l o Analys i s Phose II Alternatives Identification Phose Ill Alternat i ves Analysis Phose IV Cost Esti mates/ Phasing/ Imp lemen t ation Recommendations

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l'he establishment of gools and objectives to guide the Downtown transportation system must emphasize transporlation Issues and concerns of the community. In genera/, community transportation issues include various social, economic, environmental, aesthetic, and transportation service conditions affected by changes and/or additions to the transportation system. Many d i verse local goal s a n d objecti ves must be sat is lie d in o r der to develop an effect i ve, i ntegra ted mvlti -modol Downtow n transportat i on system. These goal s and object ives in clude s uch issues as : maintaining a n d s tre n gth e ning the D ownt own; stimul at i ng economic deve l opment; reducing t raffic congestion ; ensur i ng that Downtown facilities a r e accessi b l e t o all segments o f the region' s populace; and mak i ng the Downtown on attra c t ive p la c e t o live, wor k and entertain. Goal s and obj ec t ives ma y differ in impor t a nce to var i o us segments o f the popu l ation and particu l a r l y to individual > re>pon> i b l e lor making deci s ions affec t ing those segment> Overall Study Goals: Develop a system tha t will accommodate proj ected l ong-te r m (20 1 0) demand of: 57, 000 empl oyees -1 million annual con venlion eets -2.5 m illion a nnua l t o u r ists Deve lop a coordinated Multi-Mod a l System that will: Support devel opment and r e devel opment goals for Downtown T ompo; Addre" quality of l i fe iss ues c reate a Do w ntown where peopl e want to come and stay, (conven i e nt, pedestrian frie nd l y oract ive); Be affordabl e b uild on exist in g investments, be cost effect i ve; -Be R exib l e (able t o respond t o chang ing cond it ions over time ) One of the f irst t asks undertaken by the Con>ulta nt Te a m a n d the C i tize n's Adv isory Comm i ee was t o develop o set of Goal s and Object i v e s. T hese wer e importa nt os they f ormed the fo u ndati on fo r deve lopi ng Pion Alternat i ves a n d Measures o f Effec t i veness used to evalua te alternat i ves. This p rocess is descr ibed in detail in sub>eque n t sect ions of this report. The Goals and Objective s are presented i n the T a b l e w hich follows Down1own Tompo h\Q$ ler P ion

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GOALS AND OBJECTIVES GOALS 1 Provide an eHective h'ansportation system with adeqvot e cap a c it y Ia m ee t t h e future d e mand o1 hovel in Downtown Tampa. 2. P rovide o t ronsporfoJion system t h a l integrates OBJECTIVES 1 1 l nc reo;e veh i cle occu pan cy 1 2 I nc r e a s e publi c tra nsit u sage 1 3 P r o v ide access t o reg i o nal bus and roil uonsil sysrems 1.4 I n te r face wi t h p r i va t e t ranspor t a t ion. 1 5 Maximize tra ff i c carryi ng copocily o f tra n spo rta tion facili t i es 1 6 Moximile la nd use end tronspo
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GOALS AND OBJECTIVES 4 Provide a lr onsportolion sys t em that promotes land u:se and deve lopm ent gool s a l l ink ma j o r act i vily cen t ers. 5 Moke mol o 1 ized and nonmo t o r i zed t r a vel w i t h i n Dow n t own T empo safe and eHicient. 6. Provide o tr anspor t a t i on t ha t i ncreases positive economic impacts. 4 2 Enco u rage new hig h-de n sily d e v elcp m e n 1 i n Downiown core 4.3 Sup p ort and contribu t e t o revi t a l i z ation of exis t ing otli ce hote l and retai l land use A .4 S uppor t t ourist a nd cu h u ro l f a c iliti es 4 5 Maximiz e l and u s e o n d tra n sp ortation c o mp o t i b i lily. 4 6 Provi de for effi ci ent delr v e 'Y o f goods an d services 4.7 Pion circu l a t i o n sys tems a r oun d major activi ty areas 4 8 Moximize access to cultur al enterta in men t a n d oth e r toor isl attrac tion s 5 1 In c re a s e pub li c transi t usage. 5 2 P r ovide access t o r e gional bus ond coi l transi t syst em s 5 3 I n t er f a c e wit h plivole t r o nsporto t i o n 5.4 Mini m \z.e cir c uitous trav el 5 5 Op1i m i z e conn e ctions b elween t r a nspo r ta t i o n modes. 5 6 Increase use o l n on-oulomo b i l e modes 5 7 M a x imiz e land use ond tra n s p o rt ation &ysl em compatibili ty 5 8 Reduce tronspor1 o t ion occiden l s 5 9 Min imiz e m o lo r i ze d v ersvs non m o t ori zed confli cts. 5 .10 A ll eviate t raff i c con gest i o n 5 1 1 I mprove p edestr ian saf e ly 5 1 2 Provide cleo and con s isten t s ignoge 5 13 Suppor 1 eme r g ency prepo r e d n ess p lans 6. 1 Suppor t i n creased employ m e nt in t h e Downt o-.vn. Downlown Tompo T;o n$;j)Orlolion / v\QHe f ? l o o

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' f I I ' ; I ' r ; --t l 6 GOALS AND OBJECTIVES 7. P r ovide o troosportot ion system t h at minimizes environmental impacts 8. P tovide o fronsportotion system that meets community sociol needs. 9 Provide o lronsport otiol) system thot i s aesthetically beneficial lo r Downtown Tompo. 6.2 Suppod ond contribute to cevitoliz otion of existing office hot el and retail land uses. 6.3 M.oximize access to culfural enter t a inment on d o l her tourist o n rcctions. 6 4 Encour age new h ighdensity development in the Downtown cor e 6 5 Support increased a ccessibility t o regi ona l ac t i v ity cen ters. 7 1 Improve air qvol ily 7. 2 M i n i mize noise i mpac i s 7 3 Min imiz e adverse impocts al t ranspar t otion system on the natural env ironment 8.1 Convenient to travel destination. 8 .2 Maxim iz e linkage between tran -sportati o n modes 8.3 Max imize frequency of tron.s i t servi ce 8.4 Pro v ide tronsportotion seN i ces t ha i ere responsive t o the needs ol specia l event s 8 .5 Imp rove t
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Downtown Tompo hos undergone considero&le chonge over the lost ten yeors. Lorge oHice developments such os Bornett Plozo, Mock 11, the Londmork Building ond the C&.S Bonk Building, together with the Performing Arts Center and the Convention Center att.,st to Downtown Tompo s role as o regional activity center. Adjacent developments including Hor&our Island, the Cruise Ship Terminal and the soon to be completed Florida Aquarium further enhance this regional significance. Employment Forecasts: One o f the firs t steps undertaken i n t h e stud y was the updating of empl oyment, t ourist and v i s i to r project i o n s. The current ( 1993) est i ma t e of the Downtown workforce is 34,500. T h i s number is proj ected to g row to TABLE 1 57,000 by the year 2010. Thisforecost g r owth i n office employment has been r evised downward due to the s low economy; however, projections of t ou r i s t ond visitor acti vity ore up. T his i s due to t he opening ofT ompo' s waterfront Convention Center, the proposed A rena, the Garri son Seaport Center and the soon to open Florida Aquarium coupled with dot o o n the exper i ence of other c i ties w ith similar att r actions. P rojec ted activ i ty is STUDY AREA PROJECTIONS EMPLOYEE, TOURISTS & CONVENTIONEERS SHORT TERM (1997) AND LONG TERM (2010) p resented on Table 1 Employ ees Tourists/Visitors/ Conventionee f s To urist p r o je c tions indude conv en ti oneer s patrons of the Performing A rts Cente r aquari um. arena and the Garr iso n Seapo r t Cen t er. Visitors include persons com i ng to the Downtow n t o conduct busines s, use the Publ i c library Tompo Museum and the l i ke. Downtown Land Use Policy Plan: A vis ion for Tampa's Downtown was First artic ulated in the Downtown land Use Policy Pion developed in 1988. Thi s document describes the desired direct ion for t he developmen t of the CSD and cont ains o General Development Concept whic h describes the charact e r of devel opment. Frankl i n St reet i s the focus of the Gener a l D evelopme nt Concept. As the his torical activity c en ter and retail street in Downtown Tampa, Franklin Street re mains the primary organi z i ng e l eme n t fo r Downt own. Development of the highest i ntensity is encouraged t o concen trate along the Franklin Street Moll; this concentra tion allows t he city t o provide publi c services more efficiently, crea t e a highly act i ve central core promo t e new re tail and con t i nue r ev i talization effo r t s a l o ng Nort h Franklin Street. Downl(>w{l T empo M.cst e { P ion 1997 38,000 800,000 2010 57,000 3.5 Mil.

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. . .. :r .. !;. -> --. :1..-n ... ., i .. r I , .. ........ f!ISTOAI C YBOR CfT'V > .. A second organizing element of the General Development Concept is the waterfront Forming the eastern, western and southern boundoties of Downtown, this natural resource has the potential to develop a strong pedestrian character. Deve l opment that occurs along the waterltont is encouraged to provide greater public access and a wide vatiety of uses along the water's edge, i.e. cultural arts, visitor activities, public open spaces1 and mixed use developments.

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As desaibed above, Downtown i s compr ised of o vari ety of activity centers that crea t e the vibrancy of th e CBD and generate Io rge numbers of peop le. The P erform i ng A r ts C e n t er p rivate and public offices bu i ldi ngs, The F l o r ida Aquar i um, th e Cruise Ship T erminal, the Convent i on Cen t er, the Arena, and Harbour I s land deve l opment p rovide o w id e mix o f act ivity i n Down t own. A system of transit and pedestr i an connec t ions comp li ment the Conc e p t for Downtown T ompo by encouraging the flow of people between Downtown's va r ious act ivity centers, the F rankli n Street Moll and the Waterfront. Pedestr ian connections toke the form of s i dewalks, the r iverwalk, parks. pub li c spaces and pathways thro ugh bui l d ings. The Concept ca ll s f o r a h ighl y integrated p edest rian connection system to foster movement throughout the Downtown. The General Deve lo pment Concept a lso allows for greate r ef f ic i ency i n p r oviding parking and transit services. An integra ted tra nsportation system can better support a concen tration o f uses along the f r ankl i n Str eet cor t id or. Land Use/Development Trends: Pri vate off i ce spa c e accounts for the l argest share o f Downtown l and use and employees. P r ior t o 1970, Downtown contained approxi mately I 5 mi ll ion squa r e feet. By 1992, p r i vate office space hod grown to 4,781,558 square feet. I n general most existing office deve l opment has been concen t rated i n the southern CBD, north of t he Exp r essway. Recent projections ind i cate a somewha t eas t e rly s hift in that poHern. Government offices and services o r e the second largest land use i n Downtow n Tampa i s a c en ter for local, stat e an d fede r a l government activ it ies. f u t ure government office space is expe cted t o reach 2 \ million squa r e feet by the yea r 2010. A variety o f visi tor orien ted activities is located Downtown. T h ese were i mpor tant i n shap i ng t he recommended T ranspor t at ion Master P l an. Cultural f a cil it ies ore located a l ong the northe rn r i ver front and include the Perfor m in g Art s Cen ter the Hi llsbor ough County Public library, and the Tampa Museum Adj ac ent to these cultura l uses is t he new pu b li c park on Ashley Stree t which rep laces the recen tl y d emolished Curt i s H i xon Convention Cen t er T h e new Conven t ion Cente r loca ted i n the southwest por t ion of the CBD, is o major focus of activity ond w ill influencE:! the characte r of deve l opmen t in the r ema i n i ng area along the Garrison Channe l. The pro posed A r eno ond on adjacent Convention Center H otel ore anticipated in the nea r future. South o f the Convention Center is the Harbour I s l and Ho t e l and Oowt11own Tempo Tron$pOtioli OI'I f>,\$1er Pion

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ni HORfD.A .AOU.ARfUM . ... . Marketplace. Harbour Island has become a comm un i ty gathe r in g p l ace for special ce l ebrations such as the 4 t h of Jul y The C r u is e S hip Termi nal, the soon to o pen Florida Aquarium, the proposed Arena, and t he p ro posed Garriso n Seopo rt Center deve l opment ore east of the Convention Center a nd ore expected to creat e further impetus f o r r e devel opment o f the Gorrison/Ybor C h anne l area with o f fice an d vis i to r orien t ed act i vi t ies. The Channel District: T h e Channe l D istrict is a 170 ac r e tract of l and located east of the Centra l Busine District in the downtown peninsu la. For years it ha s been r egarded a s li H ie more than a shipping and -warehouse d i strict, but s everal ambi tio us projec t s a r e a bou t t o thrust the Channel area into notional prominence The key in it i ative is T he F lorida Aquarium, on $84 million dollar facil ity whi ch i s currently u nder construction and will be completed i n 1995. P r oposed in addi tio n to T he F lorida Aqua rium is t he Garrison Seapor t Cente r The T ampa Por t Au thority has r ecent l y begun to odd deta i l to thei r plans f or waterfront deve l opment. A major new amphit h eater ca ll ed the Deut e r o n Enter ta i nment Comp l ex hos been p roposed t o ancho r the Port o f T ampa's Garrison Seaport Center P l a nned for construct ion next to The Florida Aqua r ium, the proposed Wucture w ill include o comedy hall of fame, a sup ers tore, a music theme restauran t a music cl ub a reco rdin g stud i o, ond o Q Zor loser tog game out let. The comp l ex is set f or comp l et ion i n the spring of 1995 and i s descr i be d by i ts devel o pers as o fully i ntegrated en t erto inmen t destinotion When comp l eted these projec t s cou l d br in g nearly 2.5 m ill ion peop l e t o the Channe l Dist r i ct each year o nd create the im p etus for the transf o r ma tion of a major portion of the down town wate r f ront. I n August 1993, t he C ity of T ampa comp l eted The Channel Oi$triet, A Pion f o r t he F uture T h e object ives of the p l an f o r the C h anne l District ore t o create o p l ac e wher e people will work., visit, live ond s hore experiences in conjunction w ith a growing c r uise i ndust ry ond w hich reflect the rea lities of the exi s t ing a nd antic i pated mo rket p f oc e The object i ve i s t o to ke advantage of the 35 f oot deep channel, the ovailoble l and along the wot er f ront, and the mom en tum establ i shed by the construction o f The Flo r i d a Aquarium and a ther planned p r o j ects to expond the economic use of th e Ybo r Chan n el The pr i mary octivity will grow to b e c r u i e hip operations, but o t her uses uch os cargo hond l ing, minor ship repa i r/service, mari nas or activit ies that may derive econ om i c benefi t from the wat e r could also be found. T ourist attr actions residenti a l developments, r e t a il, restauran ts, O o w n lcvtn Tempo T 1 o n $porto1ion Mo$ 1 C f P i o n

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entertainment facilities and other use would be integrated to enhance the overall quoliry, octiviry, and character ollhe Channel District. This will result in o unique dislrH:t thol will complement oth e r oreo oHroc:ti ons ond further the Cily's goal of creating a vibrant downtown Deve l oped concurrently with the Downtown T ronsportotion Mo$ter Plan, the Channel District P i on env i sions o .shortterm1 inte rmedlote t erm and l ong -range dev e l opment outlook lor the D istrict T ra nspor t at i o n r e l a t ed recommended actions ore summa rized below: Devel op and design on integrat ed s i gnogo syst e m to guide visitor> and tourists from the Interstates into downtown and Ia spec i fic points of interest; E x amine the need for design review. design gui delines streebcope tandards, gat e way treatments ond parking needs ; Give special attention to the design of the 1 3th Street streetscope includi n g coordinatio n of pede strian improvements, moss transi t and bicycle needs, and l inkages to other act iviry centers; Provide trolley servi ce between the Downtown Core, the Convention Center, The Florida Aquarium and Ybor Clry; Auess the need lor extendin g Cumberland Street and make final recommendations for improving eostwest access; Extend 13th Street to N uccio Porl:woy; Alfow woler lroruit stops a long the downtown waterfront ; and A .. e .. the n eed lor changes relat ed t o par king requirements. These recommendations are consistent with the prapoo l s deve l oped i n the Downtown Transpor-tation Moster Plan as presented in subsequent sect ions of this report Oowntow11 Tro11$pOtiOIIon P ion

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Downtown Arena: In November of 1993 the T ompo Boy Lightning announced that Downtown Tampa hod been se l ected as the site l o r the arena. The a rena is t o be buill on on 18 acre parcel of land bou nded on the north by P lan Street, on the west by Flor ida Avenue on the south by Water Stree t and on the east by Benef i c i al Boulevard. T he s till unnamed arena w ill seat approximate l y 20,000 spectators for hockey and 2 1,000 lo r basketball and ot her even t s Design work has already begun with construction i n i tiated around March 1 1994 and t o be comple ted in appr ox i ma t e l y 17 months. The lightn i ng expects to book 150 160 events i n the firs t year of operations, includ i ng ice shows, trad e shows, conce rts, baske t ball and other i ndoo r sports as well as hockey Oownlown T o mpo iiOn$p orto l ion (>, \ 0 $ 1 e r Pion

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Considerable time and eHort were spent at the outset of the project to develop and initiate a public participation process which would result in wide support for the recommended plan from both the public and private sectors. Citizen Participation: A Citiz en's Advisory Comm i nee (CAC) mad e u p o f represen t atives of organization!> and i nte re!>ts i n Downtown was e s t ablished T h e CAC was originally compo sed of s ome 35 member.; this n um b er rapidly grew to a membership o f 60. A list of members i s conta i ned i n Appendix B. Ove r t he two year course of the study, the CAC met some I 0 t i mes to recei ve b r ief i ngs and progress repo rts a nd to p r ovide review and commen t on various components o f the P lan A Techni cal Advisory Comm i tt ee ( TAC) wos also f o rmed with tra nspor tati o n p l anners, engineers and expert s from various age n c ies and d epartment> The TAC p rovided valuable techn i cal in put to the pro j ec t team and was given an ongoing oppor tun ity to review and comment The TAC was compr ised of repreoentativeo f ro m the C i ty o f T ampa, H i llob orough Cou nty, the Metropo li tan P l ann i ng Organization, t he Hillsb orough County, County P l anning Comm i ssion, HART FOOT, ond the Cente r fo r U rbon Transporta t ion Research. T his com m i ttee met 1 0 times dur ing the co urse of t he study. A l ist of members is con t a i ned i n A ppe n d i x C The CAC and TAC provided va luable assi stance to the Consultant Team and we r e effect i ve i n s h aping both the direct ion and o utcome of the p l anning p r ocess. Model Development: The method uti liz ed lor est imating t otal travel demand in vo l ves rel ating demand to popul ation and e mployment with in the various traffic anal ysi s zones (TAZ's) ond t o travel t ime between T AZs. T h e mode l wos dev e l oped from the mode l used fo r the M i ami P eople Mover System and the Jac kso nv i lle Au t omated Skyway Exp ress (ASEI a n d appr oved by the federal Transpo r tati on Adminiotrotian T his model was enhanced t o i nclud e highway and pedestrian ass i g n ment provisions. With these enhancements the Tampa Downtown Model prov i des pat r onage forecasts, distri bute s trips and O$$igns travel lor the following mod es: Downtown Tompo .v,o$ler Pio n

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I 4 Wal k Regional Tro-.it (Bus) Dow n t own Distribution a nd Circulat ion ( transit in cludi ng t h e H arbour Islan d People M o ve r ) Automobile A flow cha r t of the model's i nput and functio nal struc ture i s p r ovided i n f i gure 4 T hi s i s th e on l y trave l forecasting mode l of its k i nd t hat forecasts and analyzes oil modes of trovel within o downtown oreo. T h e mode l was originally deve l oped to run an a ma i nframe comp u ter w i thin the Urban Transportation P l a nning System (UTPS) E nv i ronment. The mode l was converted to be used on mic r ocompu ters using TRANPLAN and FSUTMS software. T h i s affords compat ibility with current F lorida Departmen t o f T ransportation mode li ng procedures and the mod e l con be used by HART, the C i ty of Tampa FOOT and o t her publ i c agencies to ana l yze future deve l opment changes T r ain i ng hos been p rovided to thes e agencies to facil i ta t e the i r use of this unique and powerfu l tool lor p l anni ng t h e D owntown The study area was d i v i ded i nto 85 TAZs. T hese o re oubcli vioions of the TAZs used by the Hi ll sbo r ough MPO prov i d i ng for a mo r e detail ed le ve l o f ana l ysis and allowi ng the T A Z data t o be aggregated for use i n the MPO modeling. Oown!own T ornpo MQ$!er Pion

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__5_j STUDYARilA TRANSIT & WAl. K RF .. (HONAL --"' 11\-rERNAL AUTO Th'T&RNAL TRJPMODEL TRTP MODEl. ..._ .. .. STIJDYAREA I)A"rA __, REGIONAL TRIP BIJS ASSlGN:\tENT Downtown Tompo Tronsporlotion Moster Pio n

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Data Collection: Data was collected in a two phase process. Since over 35 p l ann ing s tudie s had been conduct ed ove r the post seve ral years involving the Downtown, the first task was to review those s tudies and dete r m i ne the applicability of tho f i ndings for this master plan. An assessment was then undertaken to determine the additional data that would be requ ir ed t o obtain an accu r ate underst anding of existing condit i ons, and attitudes, as well as futuro growth and needs T hose additional data needs fell ' . int o five a r eas: emp l oyee survey transit survey parki ng data pedestrian dat a emp l oyment an d t ourist/v i sito r for ecasts A survey of 15 public and private sector employe,. was conduc ted w ith 2,641 questionna ires dis tr ibuted and 1,417 r esponses tabulated. This q uestionnaire addr essed trip ma king by purpose and trave l mode, parking by distance f rom place of work and cos t p lace of residence and sensi tiv ity to T rave l Demand Managemen t issues suc h as car /von pooling, bus usage and day core centers A trans i t survey was conducted by the Ce nter f or Urban T r a nsportation Resea r c h for HART bus ri d ers. The results of this on-board survey were incorporated i nto the parameters used in the Tampa Downtown Model and it's val i dation. Parking data was collected for severa l areas. T hroug h City of Tampa Parking D i vision data and fie ld surveys, it was d etermined that there ore 24,738 parking spaces with i n the CSD core of whi ch 14,619 are pu bli c park i ng spaces, 6,813 are private parking and 3 ,306 ore ons t re e t parking spaces. It is impor t an t tha t the park ing supply include a sufficient "cushi on i n excess of the necessary spaces to allow for the dynamics of vehicles moving in and out of par k ing stalls, and t o reduce t he time to search f o r t he lost few avai lable spaces Thus, an effective parking supply based on the consulta n t's expe rien ce woul d bo 88. 9 percent of the t o tal available or 21,963 s p aces. A survey was also conducted to dete r mine parking space ut i l ization. It was d e t ermined that overa ll CBD core park ing u tilization was 66%. A parking visitor/patron survey was a lso conducted a t four locations i n the CBD Core: t h e Court Buil d ing on T wiggs Street ; the County Courtho use on Pierce S treet ; the City Hall Annex on Jack son Street; and, TCCO P laza on F r anklin Street. A tota l of 772 persons were interviewed. The informaijon collected i ncluded trip ori g in made of trave l and Oown; own Tomp a Trollspor!Oiion Pion

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porking usage This informat ion provides o profi l e of the visitors and potrons currently coming to the Downtown. The City of Tampa collec.ted information on pedestrian movements and a physical walkway inventory. This wos coll ected ot 21 mid-block locations and one in tersection or three seporote times during the day. This dolo wos then analyzed to determine leve l s of service for pedestrian flows and physical obstructions limiting pe:dostrion movement. Employment and land use forecasts we r e developed through a series of d iscussions with the Ci1y ofT ompo Planning Deportment and the Hillsbo r ough C oun1y Planning Commission. ExteMive work had been undertaken by the City Planning Deportment in the late 1980's surveying employers in the CBD Core to obtain the f irst detai led inventory of emp l oyees in the o reo. With con t inued monitoring and on i ndepth assessment of the CBD's ability to compete with other existing emp l oyment centers, such as Westshore and emerging areas like t he University North area and the Brondon/1-75 Corridor, o low and high employment growth estimate was developed. The low forecas t i s based on a continuat i on of p ast trends while the high forecast assumes that development activity will be aggressively pursued to locat e i n the Downtown and tha t it will capture on i ncreased shore of the future employment market The h igh fo recast was used for the Moster P lan development to ensure that adequate transportation infrastructure would be available to support potential growth. land use was allocated by TAZ to correspond to the employment forecasts and compotibili1y w ith adopted lan d use pions. T he fo recast of tour ist octivi1y wos o particu larly difficult task. Currently tour ist oclivi1y is lim ited to conven tion activities a t the C onv ention Center and Hotel and onendonce at t he Perform ing Arts Center, Tompo Museum of Art and library. With The F l orida Aquarium under constrv<:ti on and development proceeding on the Convent i on Center Hotel and Arena as well as extensive development plans for the Port Authori1y properly in the Gorrison/Ybor Channel area, tourism is likely to grow substantially. Discuss i ons were he ld with the Convention Center management, The F lorida Aquarium staff and others to deve lop o realistic forecas t of annual visitor octivi1y. It i s estimated tha t by 2010, the re will be 3 5 million visitors a year coming to the Downtown. Alternatives Analysis: A comparat i ve analysis technique called T ier Analysis was used t o identify viable alternatives for anolysio. This screening process allowed the study t eam to assemble and consider a large number of alternatives and to systemati cally n a rrow down the many competing alternatives t o a few v iabl e concepts suitable for detailed modeling analysis. Tompo lronspoll(llio n fo.f..0$1Cr Pion

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' ' I I ' 1 I l . ; I l f I I I I t I l f. I l l I t t ! The first tier of analysis provided a screening of generalized alternatives and considerot ion of how eoch of the fou r components roodwoys, tronsil porking ond pedeslrion focilities worked t ogether. The scre e n ing process evo l uoted eoch composil& o l ternotive bosed on the s tudy goof s ond meosures of effectiveness tho! suppo rt ed eoch of the goofs. Two short ronge ( 1997) ond five long r onge (20 1 0) composite alternatives were evaluated. Two pedestrian alternatives were considered seporotety since there was less i nterdependence beJv.teen the pedest r ian component and the other various components. The evaluation process considered individual components and t he elements of each, such as o bus route or parking garage, independ&ntly. This process focilitoted the refinement of o lt ernot ives by incorporoting t he most viable e lements of the various plan components and alternatives tested. The C itize n s ond Technicol Advisory Committees p loyed o key role in review in g ond providing recommendations. T he second tier involved a detaile d ana lysis of alternatives using the t rave l demand model developed specifica lly f or this master plan. An i nteractive alternatives analy s i s followed Tw o short ronge on d three l ong ronge olternotives were onolyzed olong with a revised pedeslrion componen t. The onolysis provided demand ond cost estimotes for ..och of the e l ements BoS&d on CAC ond TAC i nput, the Monogement Committ ee directed the testing of two additional alternatives. f ollowing evaluation and discussion of these olternolives o recommended p i on was deve loped ond presen r ed for public r eview and comment The Managemen t Committee revi ewed public comment and approved the f i nal Recommen d ed P i on prese nt ed in t h e remoining sections o f this report

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rhe primary abjedives of the p roposed Roadway Component are to: o Facilitate intermodal connections with other travel modes. o Maintain an acceptable level of s e rvic e on Downtown streets; o Coordinate the Downtown road n etwork with the ramp improvements proposed in the Tampa Interstate St udy; and o Provide adequate access to the various development areas and maior destinations within Downtown Background Data: A t horo ug h st udy was mode o f ava ilabl e i nform a tion rel atin g to the Downt own roadway netwo r k c ha r acte r i stics. Amon g the i nfo rmat i on c onsi d ere d w a s the T ampa Inte r s t ate S t u d y repo r t ava i l able traffic count dat a, and p r oposed developmen t patterns in the Down town a re a Thi s dat a i s provided in t he T ech ni c a l Support D ocument T asks A, E, F, & G. F r o m this i n f o r mation, pote n t ial problem a r e a s we r e i dent i fied on the T ompo d own t own ro a d w a y n etwork T hese potent i a l roadway areas of conce rns ore show n in F i gu re 2 Gateway Access : The p ri mary access points t o t he Downtown i nclude t h e As hl ey S tre e t in t erchange w i t h 12 75, the P i e r ce-Jeffe r son inte r chang e with 1-275, the Crosstown E x presswa y the Ken nedy Bou l e v a r d Bridge F ran k A d amo Dr i v e o nd P latt/Br o r ein. The Tamp a I n t ers t ate S tudy (TIS} c omp le t e d in 1987 by the F l o rida D e po rtme n t of T ranspor toti on, p r o pos e d a number of long-ter m r e v i s i o n s t o th e i n t e r c h a nges which p r o v i d e acce s s t o the Downtown. A new interchange ot N orth Boule va r d will a llow access from the w est -Down l owll Tompo Mc.!tel P l o o

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20 : via l aurel Avenue The TIS also recommended o minor reconf iguration of the Ash l e y S t reet in t erchange ramp system and an alte ration of the Pierce-Jefferson inte r change which would bring t he r amps further south i nto the Downtown and result i n Pierce becoming o two-way street. The modeling analysis completed for this s t udy indicat ed that the current configuration of the Jefferson-Pierce inter cha nge will con t inue t o function adequately and that no change n eeds t o be made to accommodate long-t erm pro j ected d ema nd Kennedy Boul evard and Ashley Stree t are major corridors i n t o Downtown. K ennedy Boufevord prov i des a gateway to the Cen tral Business District (CBD) by way of the K ennedy Bridge. T h e exi sting geometries of the bridge introduc e capacity restri ctions on traffic entering and ex i ting the Downtown. Ashley Street is a majo r north-south corridor o n the western fri nge of the CBO and i ntersects wi t h Kennedy Boul evard east of the bridge. FOOT i s undertaking a majo r renovation of the Kennedy Boulev a r d b ridge which began in February 1994; however th i s project w i ll not improve the copocity of t his eniTy point into the Down town. T he reconstruct ion of the b ridge w i ll provide needed structu r a l in t egrity ond enhanced safety features w h i l e preserv i ng h i stor i ca l feotures of the structure. The T I S a lso coils lor o connec t ion between 1 and the Crosstown Expressway to prov ide an alternate r ou t e i n t o Down t own when construction begins on 1 4 and 1-275. T his con nec tion is p r oposed to be mode ot 30th Street and i s scheduled t o occu r prior to other T I S improvements i n the Down t own area. The TIS a lso calls for the relocation of the 1 4 r omp s ot 21 st/22nd Streets in Ybo r City to 14th/ 1 5th Stree ts. Internal Circulation: Most roadways in the Downtown ore three-lane one -way streets. While twoway stree t s are prefer r e d by motorists, especially those u nfam i lia r with an area, the extro tr offic cor r ying copocity p r ovided by one-woy poirs is needed i n the Downtown. Thi s s tudy hos determined thot the network os it currently funct i ons prov ides adequate circulat ion and access in a ll but two areas of t he Downtown. Whi ting Streel provides occes$ to porking gor oges ond fu ture tronsit locil ities, as does Morgon Stree t These r oodwoys provide two-way troffic movemen t i n the southern a rea of Downtow n Ash ley S t ree t o t the north end is o gotewoy to the Downtown f r om t he inters t ote. Oownlo w n Tompo T r o n s p OIIOIIOI! Moster Pion

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The connection f r om As h l ey S tr eet to T ampa St ree t d istr ibutes in bound t r aff i c between these corrido r s as i t enters the Down town P i e rc e Street Tyle r Street a n d Morgan Street are t hree roodwoys i n the v i cinity of t he northeastern gateway to Downtown. T hese roa dways i n com bi nation with Cass S treet, circulate and d i s tribut e traffi c to ond from the int ers t ate a nd Ybor C i ty. The co n struc t ion of T h e Flo r ida Aquar i um, major development p r opose d by the Port Au t ho r ity in the Garrison Seapor t Cen te r and the o r gan i z ed e ffort s t o r edeve lop the Ybor C ha nne l area will creo l e o n unme t dem and f o r access and impro ved circ u l ation. A new extens ion of 13th S t ree t t o Nuccio Parkway w ill p r ovide a n e eded con n ect i on befv.tee n Ybo r City an d t he Ybor/Gorrison Channe l areas and a new major en t ryway t o the aquar iu m fr om Ybo r C i ty, 1-4 and the Cross t own Expressway. T his connec t o r i s r ecommended os a maj o r p riority and has a l read y been p la ced by the City on the Capita l I mp r ovements P r ogram (C I P J for construction in 1994 long t erm c h a nge s i n the tr a ff i c circulat ion pattern will be nee d ed to accommodate in c r ease d traffic gene r ated by Port r edeve l opment an d are b e i ng considered by t he C ity a nd the P or t Autho r ity. Altho u g h adequate capacity ex i sts, curre nt l ong ron ge p l ans for the Seaport ond Ybo r Channe l D istric t identify the desirabi lity o f mod i fy i n g t he exis t ing rood syst em in thi s portion o f D owntown These modif icatio n s wo ul d prov ide some separati on between through and l oco veh i cular t raffic and pedestrian movements. Any rev i s i o n of the existi ng arrangement must a lso p r ov ide needed access to l a rge event destinations. Level of Service Deficiencies: Gannett Fleming, a membe r of the Consu lt ant T eam, comp l e t e d o pre li minary mod e l run on two short -range alternat i ves a nd three l o ng r ang e alternatives. The two shor l range p lan alternat i ves both i den t ified Kennedy Bouleva rd as a corridor with def i c ie n t capacity from Nor t h Bovleva r d to Ashley Street T h e con t i nued lone a r r angeme nt of this four lone sec t ion of roadway con tributes t o the defici ency s i nce t he tr aff i c pro jecti ons exceed the capac ity of t h e corr i dor. Due t o an inabi l ity t o incr e ase the capacity of the Kennedy Boule va r d bri d ge, this en t ry p o i nt i nto the CBD will con ti nue t o be a bottleneck eve n tua ll y f orc i ng mo t o r ists to Dow n lown T ornpo Tzon$pOrlclion M c s ; e 1 P"lo n

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' i ; '!-' ' t.. . 2?. ., I seek alternative routes such as the Crosstown Expressway laurel Avenue or Bay shore Boulevard. The long range p lan analysis ident i f ied segments of Ashley Street, Bayshore Boulevard, Kennedy Bou levar d, and T ompa Street as corri dors wit h deficien t capacity Ashley Stree t between Kenne d y Boul evard and Jackson S t reet serves two-way l traffic and prov i des circula t ion from Kennedy Bou levar d t o Jackson Street. This segment o f Ash ley S t reet is a four-lane section w h e r e the geom etries o f Ashley Drive north o f Kennedy Boulevard ore a s i x-lone sect i on. Any capacity inc r eases in this area woul d r equ i re li mit i ng travel movements that would adver sely affect I -I 1 , I ,; ,, access t o adjacent land use s. Bayshore Boul evard south of P lan Street and the Kennedy Boule vard corr i dor between North Boulevard and Ash ley Street are a lso pro jected t o have a capacity deficiency i n 20 I 0 os is tho Kennedy Boulevard corridor between North Bouleva r d and Ashley Street The South Crosstown Expressway serves this area and has excess capacity w h ic h can mitigote these copacity p r oblems. Boyshore Boulevar d is one of the corridors t o the interboy peninsu l a. T ompa Stree t from Whi ting S tr eet to Harri son Stree t is a lso pro j ec ted t o have a capacity defic ie ncy in 2010. Subsequent to t h e prelim inar y anal ysis, two addi t ional a lternat ives f or 2010 were cons idered. These were based on further refinement o f the model a nd on increased transit usage. Adamo Drive east of 1 3th S tr eet, Morgan Street between For t une Street a nd Horrison Street, ond 7th Avenue oil showed defi cien t capacity. No deficiencies were shown for Tompo S t reet in alte rn atives Kennedy Boulevard was agai n ident ified os havi ng constraints between North Bouleva r d and Ashley D r ive Realizing that adding Iones t o streets within the Down tow n is difficult and that removing on -stree t parking t o create additional I ones is n o t o l woys desirable, a f inal 2010 alternative was developed i nco r porating a revised par king pol i cy lmpl emento t iQn of this policy would result l ess par king in new office structu r es with i n the Downtown core ond more parki ng in stra tegically located i ntercept structures. The objective of the revise d parki ng pol icy is t o red uce the number of vehicles on stree t s wi thin the Downtown. This policy i s d escribed in detoi l i n the Pa r k i ng Componen t Section which follows. 0owl'llwrl Toropo rron$p rtion M$1er Pio n

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A reanalys i s of the final 20 I 0 alternative with the revised parking pol icy showed tha t the Level of Servic& defici&ncies within t he CBD Core were el i m i nated Kennedy Boulevard cont i nued to hove defi cien t capac i ty, however the Sou th C r osstown Expressway has mor & than adequa t e rese rve capacity. Opportuni t ies to provide capacity improvements on the Downtown rood networ k in the CSD ore qu i t e limited Addi tionallu ture growth will rely upon i n t ercep t par king, highe r transi t usage to the downtown and cong&slion managemen t techn i ques to i ncrease vehic l e occupancy and r educe peak hour travel Arena Improvements: T o accommodate the arena p lann ed for constru c tion east of Morgan Street, west of Gunn Highway, south o f P latt Street and nort h o f Water S tr eet, t he City is proposing t o widen Water Street, from Frankl in S tre e t to Gunn Str eet, and Gunn Street, from P latt Stree t to Water Street Th&se streets w i ll be widened from lwo Ia five lanes to fa cil ita te veh i cula r traffic f lo w I mprovements are a l so under consideration for Morgan Street. Additio na l r i ght-of way will be dedi cated for t hese im provements. T he C ity is p r epar i ng a petit ion to vacate Ellomoe Stree t Nebraska Avenue, an d Jefferson within this area to accommodat e arena cons tr uc t i on Stree t im provements and circ u lation pattern$ ore shown on F igure 6 Garrison Seaport Center: The Po r t Authority recen tly comp l eted p i ons show i ng sharl lerm and l ongle r m roadway nelwo rks proposed to meet anticipated traffic d emands These ore s hown in the figures below. Shorf f erm, Meridian Street will be realigned south of Cumberland Str eet so tha t if inte r sects P lan Str eet at Beneficial Drive. To allow fo r th& relocalion/reconslruc t ion of the Platt / 1 3th Street curve, utilit ies w i ll be reloca ted t o Cumberland Street belween 13th S tre e t and Meridian Stree t and a temporary 4-lone rood constructed. At this lime, the configuration of the sho rt-ter m impr o vement s at the Garri son Seoporl ore being fina li zed. (See F i gure 7) Oow n.:o'1 Tom;><> Mos1er 91cn

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T he goal of these improvements will be to provide enhanced safety and traffic capacity whil e provid i ng on oHroct i ve, pedestrian fr ie nd ly env i ronment for the Por t rela ted activ ities that are ant icipated in this area. Long-te r m the Port has suggested major changes t o the road system in this district. Their propooa l include the cono i deration of extend i ng Adamo Drive west and south to Meridian Stre et a t Tw iggs Str eet. T his wou l d allow the d i veroion of oome through traffi c to Meridian or the c re ation of a one -way pair system with Merid ian and I 3th Streets. They also propooe that several east/wes t corr idor. be opened up between the Ybor Channel District and the CBD Core inclu ding the extension of Cumberland D rive and the thro ugh connection o f Woohing ton S t reet. A ll of these long term mod i f ication s ore depicted on Figure 8 . -. < i>ow n l o w n iorop iron$p O t l(llion M 0 $1Cf P i o n

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.. _. -----/ ...... I \ : ' Downlown Tompo P ion

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LEGEND: Roadway Improvements Down1own Tempe Plcn

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Recommended Improvements Short Term: 1 3 t h Street Conne<:tor to Nuccio Porkwoy construct 4 l one divided connec t or. extend A lane 1 3th S tr eet to i ntersection. -negotiate wilh CSX lor R/R cross ing. Realign Meridian Stree t f ro m Cumberland Street south to Beneficial Dri ve Cumberland Stree t i mp r ovemen t f ro m Meri dian to 1 3th Stree t (2 l one collecto r ; may become one way west. ) Wid en Water Stree t (frank l in to Gunnl and Gunn (Pl att t o Woterllrom 2 to 5 l anes to accommodate arena genera t ed t raffi c. Vocate Ellomoe Street, Nebraska Avenue ond Jefferson Stree t t o accommodate a rena construction. Signal i ze flor ida/P l ait and Gunn/Piolt t o accommoda t e a rena traffic. Construc t in terse c t ion improve ments a l Gunn/Pi att/Bro r e i n t o accommodate arena traffic. Close Doyle Carlton Dri ve oouth of railroad and extend Zock Street t o prov ide access t o new City Pork, Tampa Museum of Art and the Notion'> Bonk Build in g. Long Term: Extend Cumber land (Br orein S tr eet t o Meri dian S tr eetl Extend Adorno D r ive west and south t o Mer i dian at Twi ggs Exten d Washingt on S treet for east/west connect i on In t ers t ate improvements and romps per Tampa I nterstate Study (TIS!, i nclud i ng the C ros stown Connec to r O range S tre e t ramp connect ion t o Pierce S treet one way southbound (amendment t o TIS recommendolionl Downtown Tompo M0$1 e r Ploo

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' Policy Recommendations: Coordinated signoge to di r ect visitors/tourists and other mot oris t s to p rimary des tinations. In stall state-of-the-art Tra ffic Management System including new hardware and software t o p rov ide flexible control of tra ff i c1 allowi ng managemen t of event driven traffi c t hrough t he selec t ion of var iable routes and park i ng locations and tr affic s ignal i za t ion.

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The objectives of the Tronsit Component of the Downtown Transportation Master Plan are to: Create a transit system within the Downtown that is coordinated with other transportation components -parking, roadway and pedestrian -and serves the full range of Downtown demand. Identify shuttle routes which serve three purposes: Move employees from porking structures to places of employment and back (peak hour demand). -Move tourists from the Convention Center, The Florida Aquarium, Harbour Island, the Arena and the Performing Arts Center into Downtown, to Ybor City and b etween attractions (special schedule). -Provide for intradowntown movements for visitors and employees (offpeak during day). Develop a shuttle system that will support development and redevelopment goals for the Franklin Street Mall Retail Development and for Ybor/Garrison Channel Tourist attractions. Develop Multi -Purpose Transit Terminals which will be a focus of intermodal connections for parking/pedestrians/transit and retail and personal services such as day care. Coordinate Commuter Rail, L ight Rail and High Speed Rail w ith other transit elements and the parking system. Background Data: Result s from a HAR T On Boor d Ridersh i p Survey were obtai ned and rev i ewed f o r transit user data. An o nboa rd sur vey of HART passengers was conduc t ed by the Un i vers i t y o f South Florida Cente r fo r U r ban T r anspo rt ation Resea rc h iCUTR) betwe en May 29 and J une 9 1 991 to gather i nformation o n demog r aphics, trave l behavior, and user sati sfaction Bose dol o we r e a lso obtained. Oth er data f r om the passenger suNey ques tionnaire that o r e use ful in the Downtown study ore the access/egress rnode, trip f requenc y trip trons.fer use and trip typ e The wal k mode is used by about 87 percent of riders t o access/egress the HART s ystem. A no ther 9 p e rc en t use the au to je.g d r ive drop off) while th e remaining 4 percent use "other" mod es. A full 55 per c ent of riders wal k two b l ocks or less t o use the system 183 percen t wal ked on the o rigin end o f t he tri p)

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IJCimNO -, uu rNa._uDJe r11 ' "" Sftll/iY _, t ' .-r "' . !, 30 T he vast majority of survey respondents (7 4 percent) use HART four days or more each week.Another 21 per cent use the system a t l eas t one per day per week Most r iders use t he system because caro are not ava ilabl e { 4 1 percent) or they do n o t d rive {32 percent). A h ig h 5 5 percent of riders use at l eas t one transfer t o reach their des t i na tio n w ith 6 pe r cent using two o r more transfers. T he maj o r ity of tr ips (99 percent) ore home b ased trips w ith work trips t he n ex t h i ghest numbe r (58 percent of trips ore to or from work ) These survey response s tatistics provide useful information for the Downtown study, porticulor l y in terms o f poten tia l trans i t conf i gu r a tions and character i stics wi thin t he Downtown tha t ma y b e us ed t o att ract add it ional riders and cater t o u nd er. rep r esented m arket segments Commuter Rail: In May of 1993, Wilbur S m ith and Associates rel ease d the Execut ive Summary o f the Tampa Bay Regional Commuter Rail Feaolblllty Study Conduc ted u n der the auspices of the Tampa Bay Commute r Roil Aut hority {TBCRA), t he study analyz ed t he feasibility of impleme n tin g urban rail passen ger services on exist ing roil lines i n the m u lti county Tampa Bay Region. T he s t udy was on initial investigatio n i n to a f i xed guideway approach and rec ommended addi tional analyses shou l d elected o f f icials go forwa rd F igure 10 depic t s the exist i ng rail lines that wer e considered fo r rai l passenger serv i ce. T h e l akeland to Tampo A line was found t o rep r esent the best o f t he alternat ive existing lines in terms of selecting o ne p riority line whe r e the TBCRA m i g ht pursue f irst phose impl ementation o f r oil passenge r service. Oo-wnlow n i<::.m p o lron$pOIO t i Ofl M0$1(1r P l n

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As shown i n F i g ure 1 1, the Tampa "A" Line enters the d ownt own o n CSX frock> which p a r alle l Nuccio Par kway ond run d own P o lk Street T he Transportat ion Maste r Plan assumes tha t i f Commu t e r R ail is implemen ted, i t w i ll enter the Downtown on the "N l ine with stops at Union Sta tio n and Polk S treet. Thi s alignment int erfaces well with shuttl e service exi s ting on the Mari o n Street Tron s i twoy a nd proposed in this s tudy lor t he Frank l in S tre e t Moll. Light Rail: Regordle>s of the decis i on concerning t h e commuter roil technol ogy, t he T BCRA cou l d still cons id er a light Roil T echnology ( L R T ) option The Wil bu r Smith study concluded t ha t the L R T m i gh t ho ve g ood applicat ion serv i n g Down t own T ampa West sho r e, US F Clearwater, St. Petersb u rg and the T a mpa I n t e rnat i o nal A irport. T his s ystem would pa r tially be on new righ t-of-way a n d cou l d be cons i de red separat e l y from com mut er roil R ecogni zing the need for on enhanced transpor t atio n system, the T ompo Urba n A rea M P O reta i n ed B ech t el C i vi l I nc. in 1987 to conduct a Mo .. T ron > i l Corr i d or Alternat ive s A nalys i s Study t o ident ify p r e ferred L R T corri d ors i n Hill sboro ugh County. T h e team confirmed three previousl y i dentif ied corridors shown in F i g ure 12. The study f urther found t ha t elevated systems were p ref erred by t he pub lic and tha t the i n i t i a l system shou l d encompo" t h e portion of the Eastern Corr i d or beg inn in g a t Adamo D r i ve and 1 -75 and cont i nue through Downtow n. Thi s alignmen t wou l d link t o t he N o rthwest C orridor (Dale Mabr y) alignmen t and cont i nue to the v i c i n ity of Linebaugh Avenue. This i n itial sys tem prov ides o pportun ilie> for con nec t ion s t o Tampa In t erna t i o nal A irport and t o Pinella> County. The Bechtel Roil Transit Study l ooked at severa l a lternative rout e int o and t h rough the Down town a r ea. The Down t own a l ignmen t > a ll > lop a t U n i o n S t at i on a n d l e av e

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., the CBD westbound toward West Shore F i gure 13 depicts the th r ee a lt erna t ives: Polk Street/SCL Roil rood; C ra$$town Expre.,woy/Cievelond Street; Cro.,town Expre.,woy/Tampa/ Ashley Streets The p r e f erred a lt erna tive rout e selec ted b y the MPO parallel s the northe r n side of the Cro.,town Expre.,way and has bee n incorporated into the Downtown T ronsportoti on Moster P l an. This alternative i n t erlaces well with the other model compo nents of the Recommended Plan. T he mult imodal transit terminal on Whiting Street will link the LRT sta t ion wit h i ntercity shuffle service to any downtow n des t inat ion, i ncluding Commute r Roil and High Speed R oil. High Sp-d Ralh In June of 1992 ICF Kaiser Engineers comp let ed the Corridor Alternatives and S tat ion Locations compo nent of the Tampa Boy-Orlando Corridor H i g h Speed Surface Transportation Study. T h e m ission of High Speed surface transportat ion is t o develop a statewide syst em that serves as a new mode of transportation, complementary wit h the au t omobile and air trons.po r t otion, utili zing on alignment that connects dow ntown areas, majo r act ivity cente rs, i n t ernati o na l airports and tourist attractions of sta t ewide significance. A ll s t ations should be muhi modal activity centers, w ith at least three modes of transportation connecting to t he stati on. Kais er analyzed e teven potential corridors a ll of which connect to a Downtown T ompa station. Two alternatives through the C i ty hove been ide nti fied and discussed one followi ng Polk Street with o stop ot Union Station ond o second wit h i n the 1-275 r ight-<:>f-woy w i th a station l ocation to be i dentified. As r ecently as May 3, 1993, the Tampa Area MPO endorsed th e 1-275 alterna t ive which has been in cluded in the Downtown Transportation Moste r P i o n. This current Downtown study recommends that a high speed station along the inters tate be incorpo r ated i n to the proposed multi modal t e rminal o n ScoH Street a t the northern end of the Marion Street T rons i twoy. Should the alternative a li.gnment alo ng Polk Street with t he stop at Union Stat ion be sel ected, this r oute would also be compat ible with the o the r e l ements of the Recommended Pion. It would not, however, achieve th e some l evel of mult i modal interface O$ the interstate alternative

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Ybor Trolley: As ear l y as 1985 and continuing t o the presen t the Tampa and Y bor C i ty Stree t Rail way Soci ety Inc has s tudi e d a dvocated and soug ht su pport for construct i o n and operati on of a h i sto r i c trolley to connect Down town T ompo, touri s t attracti ons alon g t h e Garrison Channel a nd Ybo r City. In 1986, Pos t Buckley, Schu h & Jerni g a n comp l e t e d a feasib i lity report on the imp l ementation of such a serv1 ce T h e r epor t pointed o u t the many advantages of such a system bu t left quest ions regardin g the f a re s that would be necessary t o cov e r the high cost of consJr uc t ion and mai ntena nce, the l o n g ru nning t i m es or headways tha t w e r e proposed, and whether a historic tro lley system could move a sufficient number o f passenger s per ho ur. Since many thing s hove changed s ince the init ial feasibility anal ysis, th i s Downtown s tudy updated development assump t ions, t our ist, v isit o r and employment proje c tions, r i dership estimates and cost s for o roil connection to Y bo r City The a l i gnme nts that were ana l yzed included a lin k from the Convent ion Center t o Ybo r City and fro m the Poe Garage a lo ng Polk Stree t t o Ybor City. The connection from Polk S treet t o the Convent i o n Cen ter was t o be provi ded by shu l e a long Franklin S tre et. Even with proj e ctions o f 3.5 m i llion visi t ors and to urists annually t o T h e Flor ida Aquarium, Cruiseship T ermina l a nd other p lanned Garrison Seapo r t Cen t e r aHractions and Harbour Island, ride rshi p p ro j ections throu gh the p lan ning p e r iod were ina d e q uate t o suppor t the cos t o f a r ail system witho ut high fares and subs tantial sub s i di es. Addi t i on ally the r ecently passed Amer icans with D i sabilities Ac t has added vehicle d es ign con strain t s that make use of "h i s tor ic" tro lle y cars even more e xpens i ve because o f r equ i red des i gn en hanc ements. N evert hele ss, the desi rabi l i ty o f a his tor ic trolley system and the a dvantages suc h a fixed gu i d eway syste m wou l d prov ide the Downtown and Ybo r City are o bv i ous T he Ci t i zens Advi sory Comm i Hee has recommended that a r igh t-of-way co r r i d o r f o r o fut ure f ixe d-guideway con nection betwe-en the Con v ent ion Center ond Ybo r C i ty be preserved s o t ha t the eventual construction o f a system will no t be p r e clude d by developmen t of the area. Thi s reques t has been incorpo rated i n the Transp ortation Master P l an as a transit policy recom mendation.

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' ' ., For the presen t and through the plann i ng pe riod, it is recommended that a shuttle connec t ion specifica ll y t o move t our ists between Down town, the Convent i on Cen t er Arena Seaport Center, Aquar ium and Ybor C i ty be p rovi ded by a Rubber Tired Trolley The Ybo r City Deve l opment Cor pora t ion in con junct ion w it h HARTline, Peop le Gos ond the Port Aut hori ty hove b een pursuing fund i ng f or t h i s loop since 1989. The group has been successful in obtaining several commitments for funding. Public sour ces i nclude o liveab l e Cities Grant from the F l o r ida Energy O ff i ce, HART, FOOT, the City of T ompa and the Port Autho r ity. Pri vate sour ces h ove olso been commi tted For a f ive year period. The serv i ce i s proposed to commence at the opening o f T he F l o rida Aquar ium in t he Spr ing of 1995. Downtown Tompo Tron;:.po,rorlon Mosrer f>lon

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Intra Downtown Shuttle System: It has b ee n recogn ized for some time t hat some fo rm of downtown ci rculat i on system or peopl e mover will be requ i r e d if the Tampa CBD is to achieve its full d eve l opment potentia l. As o r iginally p ro posed the people mover was inte nded to enable Downtown emp l oyees and v i sitors arriving by car t o park at int e rc ept parking facili ties and r eac h t heir dest i nat i o ns withou t contributing t o on-street vehicle conges t i o n The people mover system w o u l d also accommodate mid-day i n t ro.CBD business tr ips and pers o nal errands w ithout t h e use o f private cars. With emp loyment for ecasts red u ced there was insufficien t r idership t o support an e l evated fixed guideway peop l e mover system t hroug h 201 0. The Downtown Tra nsporta tio n Most er P lan incl udes recommendations for sever a l shuttl e routes which meet these same o b ject i ves .lnclu din g the Ybo r Shuttle discussed i n the preced i ng sect i o n, t he Recommended P lan proposes three routes s hown i n F ig v re 14. The shuttle ser vice uses small buses that may have a tro lle y or specia li zed theme These vehi cles w i ll ha v e to b e handicapped accessible end if f easible should use altern a tive fuels to minimi ze air pollution

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8 Shultle Routes M.Jifl-F\.Jrpose Terminals TrCI'"\Sit Conldo r ReseNOiion 0 long T erm Shultle Route Expansion e Reople Mover Stolions ++ High S peed,oCommuter,Ught Roil e Fbtentia Roil Stops O o w ,'ll<)w o Tompo T r cnspor1o1loo M c s le1

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Recommended Improvements Short Ter m: Peop l e mover s lo p at Conve n tion Cen ter/H ote l ( d oub l e platfo r m w i t h romp connect ion to c r osswa l k b etween Convent i on C0n ter and Hotel). I mp r oved a cce" f ro m Fl. B r ooke Par king Garage/Peop l e M o ve r S tati o n t o Esp l a nade taccess v i a stairs o r esca l ator) F r ank lin Stree t Shutt l e Shutt l e bus a long F ranklin St. from N or t h F ranklin Arts D i str i c t ( N orth Ashley Gar age) to and arou n d City Hall b l ock; small b u s; 5 m inut e h e odwoys West b a n k S huttle S huttl e bu s f r om University o f Tampa t o down town via K e n nedy a n d J ackson ; small bus; 5 minute headwoys Conven t i o n Cente r/Ho tel, A q u a r ium, Ybor City Shuttle s h utt l e b u s from Con ven t io n Cent er a l ong Water S t ., t o Gu nn, t o Plott Street t o Street, to Nuccio Par kway v i a c o n nect or, t o 7th Ave.; small buses; 1 0 minute head ways. Southern l nte r modo l T e r mina l ground leve l bus t erm ina l lo r Mari on S tr eet T rans i t w a y. !In c l udes pede str ian conn e c t ion f rom Whiting S tr eet T e r m i nal t o Ft. Brooke Garage and P e o ple Move r at 3rd I eveLI Commute r Roil S top at Uni on S tati on a nd/ or Pol k S t reet ot F r anklin Stree t Main t a i n existing Down t own/Davis Isla nd S huttle. Long Term : Expand Peop l e mov e r Capacity-o d d two additi onal cars. Scott St. J o i nt U se T erm i nal and Par k i n g Garage (Northern Term inal ) with t e r m inal for h igh speed ro i l in inte r state. Ex t ens i on o f Mari on S t T r ans itwa y to Northern Te rminal E xpand eas t/west shuttle (Kennedy B l vd. to 1 3th S treet) t o connect Down town a n d the Ybo r C h annel Dis t r i c t

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' /. Policy Recommendation s : Reserve corridor a l o n g 13th S tr eet a nd Wat e r Stree t for fut u r e t r ansit use (poss i b l e r ail/trolleyl Provide bus s lops, s h elters, pullin bays a long shut t le r o u tes Mai nta i n max imum con t in ui ty o f routes and s chedu les and i mp r ove schedule f r eque ncy o n r ou tes t o i nc r ease mode split t o a n d f r om Downtown. Educa t e empfoyees on d tourists / vis i tors rega rding transit ser vice. Down1owr1 Tompo Tfn$pOriQtion Pion

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I' he objectives of the Parking Component of the Downtown Transportation Mao1er Pion ore to: Support continu"" development of a centraliz"" porking system tltat meets projected demand by quadrant and con be supported by o shuttle system. Provide parking structures in locations which will intercept automobiles at or neor goteways, reducing vehicular movement within the CBD. Develop multi .. purpose structures that contain ground lloor retail anti personal service uses such as day care. Provide transn connections in appropriate loca tions. Background Data: Parking Supply As shown i n Tabl e 2, o t otal o l24,738 par king spaces o r e l ocated w ithin the CBD Core, excluding Tampa General Hospita l (TGH). Public parking (whi ch i nclud es both privately-owned and munic ipa lly-owned) makes up 59. I% ( 14, 6 1 9) o f the t otal spoces.Pr i vote parking consists ol27.5% (6,813) o f the t oto! $poces The temoning 13.3% j3,306) is on street parking o f whic h 57.9% (1,913) is in m e t ered spaces; 3.7% {122) i s freigh t or loadin g spaces; I 1 % 137) i s reserve d lor dioob led parkers ; and 37.3% (1 ,234) is re se rved for spec i al use r g roups. Th" distri bution of the publi cly. owned public, privately -owned public, Municipally.ow..d l'uhlle (:U.3") PriVIololy.o...cd TGH Re.ncl TG H Oownlown T e mpo T ronipOIICiion N o.ster ?len

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40 Figure 17 illu s trates the CBD Cor e bounda r ies and t h e division o f the CBD Core in to parking analys is areas, a nd illu s trates the d istrib u t i on of the existing effective parking supp l y. I t is i mportan t tha t the park i ng supply include a suffi cie nt "cushion i n e>cess of the necessary spaces to allow for the dyna m i cs o f ve hi cles mov i ng i n and o u t o f parking s t alls and to r educe the t i m e t o search fo r the l ast few availabl e spaces Thus, on e f fec t ive parking supp l y based on the consultant's exper i ence wou l d be 88. 8 per cent of the t o t a l ava il able o r 21,963 spaces w ithin t h e CBD C ore. Parking Demand CBD Core par king dem and fo r v i s i t ors and employees was deve l oped usi n g th e d ata gath e red f rom the Tampa Empl oyee Survey the v i sit o r I patron i nterv i ews conducted w ith the assistanc e of the City of Ta mpa Par king Dep art ment and employmen t dat a which was contained in t he 1988 Do wntown Pro fil e, T ampa C ity P lanning. CBD Core par kin g demand i s calcu l ated based on employment, est i mated vis i tor/patron l eve l s driving r atios, p resence f actors, and capt iv e ma r k et ratios T wenty.three land use types were class ifi ed i nto one of four categories man u fact uring/wholesale ; retail; office/se r vice / inst i tuti ona l ; o r r esid e n t i al-t o corre l ate with the emp l oyment categories being used for t h e Downtown T ranspo r tati on Model. Figure 16 dis t r i butes parking demand by quadran t fo r 1992, 1997 and 2010. The 1992 parking demand i n Area 1 is 6,735 spaces; Area 22,489 spa c es; Area 3 7,676 spaces (inclu des the T ampa Convent i o n Cente r demand f o r 2,240 spaces); and Area 4 1,195 spac es. Area 5 TGH, has a d e mand for 2 ,928 spaces. T h e refore, the to tal CBD Core p a rking dem and is 1 8 ,095; i n clu d i ng T G H the tota l 1992 demand is est i mated t o be 2 1 0 2 3. Projected Parking Demand: F i gure 1 7 a n d Table 2 summarize the proj ec ted parking sup p ly, demand a nd adequacy by par k ing a na l ysis area for the CBD Cor e In the 1997 G rowth Scena r io, the existing parking surp lus i n t h e co r e i s red u ced b y 1 ,959 spoces to a s u r plus o f 1,879 spaces. A r ea 3 has the on l y par king defi cit wh i c h is p rojected to be a deficit o f 1,718 spaces in 1997. T h e o t he r a reas con ti nue to s how a surp l us o f parki ng

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LEGEND; 24682 18,09S 21,881 29.696 19921!ffective Supply 1992Demand 1997Demand 2010Demand Oowown Tompc 1tclpotorio ?lo&

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TABLE 2 TOTAL EFFECTIV E TOTAL TOTAL EFFECTIVE PARKING PARKING PARKING SURPLUS/ SURPLUS/ AREA SUPPLY SUPPLY DEMAND ( Doli clency} (Dolicloncy} 1992 Existing Condition s I 9,565 8,408 6.735 2,830 1 .673 2 Northeast 4,181 3 ,683 2.489 1,692 I, 194 3 Southwes t 8 1 1 6 7,338 7,676 440 ( 338) 4 Sovt heos t 2,876 2,534 I 195 1,681 1.339 CORE TOTAL 24,738 21,963 18,095 6,643 3,868 TGH 3,021 2 ,719 2,928 (93) (302) TOTAL 27,7.59 24,682 21,023 6 ,550 3,556 1997 Exbtfng Conditions I N01t hwest 9 ,725 8,551 7 ,376 2,349 I, 175 2 N01theost 4 181 3,683 2 ,483 1,698 I ,200 3 Southw-est 9,498 8,569 1 0 ,287 (789) (1,7 18) 4 Sout heast 3 ,346 2 ,957 1,735 1 61 1 1 ,222 CORE TOTAL 26, 750 23.760 2 1 ,881 4 ,869 1,879 TGH 3,02 1 2,719 3,233 (2121 (5141 TOTAL 29,771 26,479 25,114 4,657 2010 Existing Conditions 1 Northwest 4,312 9,562 1 1 ,286 ( 353) (1 ,7241 2 Nort h east 9.752 3.799 3 137 1' 175 622 3 Southwest 3 ,456 8,794 1 2 ,925 (3, 1 73) (4, 1 3 1 ) 4 So utheast 10,993 3,055 2 3 4 8 1 108 707 CORE TOTAL 28,453 25,21 0 29,696 (1 ,2431 (4,4861 TGH 3,021 2 7 1 9 3,624 (6031 (9051 TOTAL 31,474 27,929 33,320 ( 1 ,846) (5,391) Sources< 'v'/olker Porking Consuhonts, 1992 DowniO\\'Il T o mpc Tronsporlorion M a s lei Plor.

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The 2010 Growth Scenario results i n o n overa ll effect ive pa r k ing def ic i t i n the Core o f 4,486 spaces, o reduction o f the park i ng surplus by 6,365 spaces. I n 201 0, g rowt h in Area 1 will res ult i n a def i cit of 1 ,724 spaces, down from a surplus of 1,175 spaces in 1997. Area 3 will hove the lorget def i c i t in 2010 of 4,131 $pOCO$. I nclud ing T ompo General Hosp i t al the overall 1997 park i ng surp lu i projected to be 1,365 s p a c es T h e 2010 Growth Scenario r es ults i n a tot a l def i c i t of 5,391 spaces. Parking Efficiency Considerations One of the least expens ive means of incr easing the parkin_g supp ly is to evaluate exist i ng f a cili ties for thei r funct iona l layout, to exp l o r e the pot ential l or increoi n g p ark i ng eff i ciency or numbe r o f spaces in the exis t i ng floo r area. Wit h the overage automobile s iz e s h rinki n g ove r the past 15 years, Qn 8 4 to 8'6 w i d e parking s t all prov i des the same level of service today o s a 9' .O" w ide stall d i d 10 or 1 5 years ago. A r ev iew of the exist ing City facil i t ies ind i cated that in a majority o f the st r u ctures, the p arking toll s i ze ha ve already been r educed to range betw een 8 and 8'. No s ignificant gain is possi b le b y res trip ing the exist ing parking s t alls. Over the years the City Pa rking Deportment hos also been modify in g the function al l ayout, as well as o peration of the facil i ties and t hey are bei n g used effe c t i vely. Two of the City fa c i lit i es hove been designed for e:xpon s i on, or hove the capab i lity lo r expansion. T he exi sting Whit i ng Stree t Garage may hove lan d availa b le on ils south side. If o decis ion is made to replace this garage t o inco rporate o t r ansit terminal a new, larger 1,500 cor garage could be buil t t o replace the existing garage, resulting i n a net gain of 1 ,000 spoces ot t his site. for t Brooke Parki ng Garage has the potent i a l lor v er tical exponion which could add 1,200 mo r e spaces t o t he facil i ty, i ncreas ing i t s capacity from 1,500 to 2,700 cars. T h e garage structure, os well as t he existing e ntry/exit f a cil it i es, hove the cap acity to handle thi s increase in s ize, with mino r modifi cot i ons. Parking/MaS$ Transit lnterfaee T h ree potent ial s it es hove been id en t i f ied as potential l ocotions lo r a Pa rking/Moss T ronsitlnterfoce or r r ons i t T e r mino l These facilitie s i n clude a transit terminal lor the Hillsbo r ough Area Regional Transit Aut hor i ty s (HART) system at the f irst level o f t h e parking locility. The sites for future poten t i a l p ark i n g facilit ies that could incorpora t e a transi t termi nal are: Dt>til'liO\ ... n T empo Jron$pOi10tion (>,\0$1er P i o n

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I I t I 1 Whiting S t reet Garage r e p la cemen t; 2. P r opos ed parki ng stru c t u r e a t Coss a n d Tyle r Streets; and 3. P r oposed parki ng structu r e at the Sco t t Street/interstate l o t T h e Whi t ing Str eet garage w ou l d b e repl a ced w i t h t he Sout hern lntermodol T ermina l. HART has a l ready begun p i ons to i m plement the projec t and ha s developed the follow i ng p r o posal. To be constructed at the e nd o f the Marion Street T r ansi twoy, the sout hern terminal w ill house a HART transit transfer c enter w h ere co m m u ters con co nveni ently cha ng e buses f rom one route t o another o r pork their cars a n d transfer t o s huttles which will circulate within the downtown. The Mult imoda l Terminal w ill o f fer soles for bus posses and in f o r mat io n for o t her commu t in g options. It will serve as t h e "h ub"' fo t downtown ci r c u l a t ors i n clu d i ng t h e Dow ntown/Ybor Chann el Shuffle a n d t he H arbour I sland Peopl e Move r. F our t eenf oot set bocks for w ide sid e w alks around the Ter m inal o re p ropo sed to p ro vi d e good pedestrian access. Oth e r features are parking f or 1200 t o 1 BOO ear s taxi s tand, cor rental. bicyde storage conven i enc e stores f o r coffee and magazines, office space for HARTline's adm inis trati ve staff a nd f o r the C i ty of T ompo' s Pa r k i ng Divi s ion, e levat ors s ervi ng parki ng levels and offi ce space a n d esca lat ors that will link the skywa l k to the Peop l e Mover I mprovemen t s to the Har bour I s l and Peop le Move r ore on i mp o r tant c omponen t o f t he project. A new esca l ator w ill be bui lt to i mprove v i sibi li ty b etween the Peop l e Move r and the E splanade, and a new Peop l e Move r s top w i ll be constructed at t he Con vent ion Cente r/Con ven t i o n Center Ho t e l. Two addit iona l P eop l e M o ver veh i cles will be i nstalled t o i ncrease the systems capa city. Upper flo ors o f the terminal w ill be dedicated t o d ay-core facilities that will ass i s t downtown workers and visi t ors by p roviding o safe and comfo rtabl e locat i o n for c h ildren o r e l derly fam ily members This w i ll a llow tri ang u lar trips t o be mo r e eas il y mode so thot coming to work is mor e conven i ent for bot h the doy core client and the worker. T hese f a ci l it ies wou l d include the use of solar power that wou l d supp l y elec t ric i ty l o r l ighti ng the t e r mina l ond the par k i n g oreos as well as genera t e e lect rici ty t o charge baHery-powered vehicles. T he intent is t o use e l e c tr ic vehi cles for downt own s h utt le s a n d s h ort routes such os the one b etwee n downt own a nd Da v is I s l and. Finally, on the roo f of the facility a he li port w ill be c onstruc t ed to serve downt own a n d p rovide conn ect i v ity with the Port and a rea air p o r t s

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Parking Policy Issues: OnSite vs. Off.Site Parking Current zon i ng regu l ations require that one space per 1,000 f eet of office be provided on site w i thin the CBD. While the Ordinance permits the relocation of up to 50 spaces off-s i te, it does not encourage this. Rel ocating off.s i te must be approved by City Counci l and requ ires payment of a fee inl i eu. At this time there seems t o be agreement t ha t prov i ding as much parking off-site as possible, in carefu lly p la ced parking s tructure s is des i rable and con have triple b e nefi t : 1. I ntercepting vehi cles at periphera l l ocat i ons will reduce traffic on ro adways in the CBD-espec iolly i mportant i n the fut u r e when traffi c on some segments may exceed capac ity. 2. Concent r ating down t own parking in centra l ize d s tructures, at stra t egic locations will allow coo r d i nation of parking and comp leme ntary transit r outes and service { i .e shullles from parki ng to places of employmen t and tou r is t destinat i ons such as T he F l o rida Aquarium, the Tampa Museum of Art, Harbour Island, the Conven ti on Cente r etc.). Also, i t will allow the incorpor a t ion of ground floor (str eet level ) uses i n t o parking, i.e., provision of day co r e fac i lity retai l shops, service es t ablishments. 3. Deve l opers con achieve a cost savings by:p) use of less exp ensive l and for par k ing; (2) econom ies of sca l e by partic i pat i ng in large r structure ; and {31 use of tax free financing. This P lan r ecommends that the current regulations be amende d to a llow and even encourage off-site par king w ith the CBD. Surface Parking Lats Surface l ots ore problema t i c i n tha t t hey o r e often unattractive and d i sperse par king all t hroug h d owntown, mak i ng it d i ff icult to support a coord inated centralized porking system. Economics are such that t hese l ots may be more lucrative than other more desi r able uses and could even encou rage demol ition of exist ing structures. On the other hand, surface l ots do p r ovide affo r dab le, in-cl ose parking t h a t is pe r ceived as necessary T hese lots a lso prov ide a viable use f o r downtown pro p e rty and issues associate d w ith elimina ti ng them ore comp le x T his issue shou l d r eceive f u rthe r s tudy i n orde r to deve lop a lair and impl e m entob l e sol ution

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PARKING COMPONENT LEGEND: L___l Exfsffng F\Jbli c A:lr14ng Struc1ures V/111 A'oposed F\.Jbllc A:lr14ng Strucfures Wl/1 M.ilti-F\.Jrpose A:lrl
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Recommended Improvements Short Term: Convent ion Hotel/ Arena Parki ng Garage -1 ,200 to 1 ,800 new spaces. Added to existing surface parking on the South Regional Lot, this new garage w ill create a tota l of 1 ,550 t o 2 ,150 spoces o n site. Whi t ing Street lnte r modal Transit Terminal/Parking Garage [aka Sou th ern lnt ermodal Termi nal), 1,000 new spaces, creating a total o f 1,500 spoces. Should on alternative t o the Whiti ng S treet Garage expansion be needed, improvemen t s coul d be made lo the Ft. Brook e Garage 1,000 new spaces on levels above exist i ng structure will create a t otal of 2,500 spaces. Long Term: Scott Street J oint Use T rans i t T e r minal/Parking Garage { N orthern Terminal) -1 ,500new spaces 2 ,000 t otal spaces. N ort h ern Parking Garage 600-I ,200 new spoces [ North Tampa, 700 to 1 ,300 to t al spaces Q! Cass/T yler locat ion 1 ,000 t o 1 ,600 tota l spaces). Policy Recommendations: High Occupancy Vehicle [ HOV) p referen t ia l tr eatment [mos t convenient l ocat i o n s ; l ower cost ) in parking garages closest to work destina t i ons. Off-Site Pa rking -the current City O r d i nance requires that parking b e prov ided on site, i.e. w i thin the structure. Thi s ordinance shoul d be amended to discourage on-sit e par king and encou rage the p la ce men t of parking i n central ized, publ i cly owned parking faciliti es. Developers would be required t o pay a fee-in-lieu t o cover t he co s t of p r ovi din g off sit e par king Sup p ort uses suc h as ground f loor r e t ail person a l serv i ces day care and bus loadi n g areas shou l d be consi de red for inclusion in all n ew structures

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., j ,,, i: 4 8 Downtown T c m p c Tronspo1101 on Mos1e r ? Ion

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At the outset of the study, both the Management Committee ond Citizen s Advisory Committee identified "quality of life" issues as being on important consideration in developing the Transportation Moster Plan. The Pedestrian Component of the Plan was e.xponded to include streetscope recommendations in recognition of this emphasis. Background Data: I n 1988, Tampa C i t y Council adopt ed t he Central Business District Land Use Policy Plan that laid a pol i cy foundati on for pedes tr ian p l a n n ing in the downto wn. T he following two object ive> we r e i nc o r porated : Create acti v e and attractive p edes trian con nec t i ons along F ran klin S tree t, the wate rfr o nt and throughou t the CBD, g i vi n g hi ghe> t p rio r ity t o the movemen t a n d comfort o f t he pedestr ian. Prov i d e the highest q u alit y ameni t ies to creo l e on excep tionally appealing ped e s tri an e nv i ronment. Of the 43 O b j ect ive s establ i s h e d for thi s Down to wn T r ansporta t i on Moster P ion, nine are p e destr i an/amenity r e lat ed an d i nclude: I ncreas e use of no n-outomo b ile modes ; I mprove pedest rian safety ; S upport and con tri b ute f o r ev i tal i zation of existi ng office ho te l an d r e t a i l l a nd use; Suppo r t t ourist and c ultura l f ac il i ties; Maxi mi ze a ccess t o cult u r a l e nte r ta i nment a nd other t our ist att r a c t i ons; Minimize mo t o ri zed vs. no n moto ri zed con fl i cts; I mprove aesthet i c visua l quality; D eve lop o pede>trion f r i end l y downtown ; ond D esig n a t e corri dors fo r stre et scope or l an dscape treatme n t.

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50 Pedestrian Workshop: In August 1992, a pedestrian workshop was h eld for the Citizens and Technica l Advisory Committees inte r ested citizens and e l ected officials Speakers a t the workshop included Dan Bur den, head o l Pedestr i an/Bicycl e Planning for FOOT, Dr. Jo h n Fruin, a spe c ialis t in P edes trian T r aff i c A nal ysis, a nd W ilson Sta ir a l a ndscape arc hi tec t w ith th e City of Tampa and the p r i mary author o f Tampa's : IJ S tr eetscape Ordinan ce Through the s peak ers i ndi v idua l p resentations and the subse q ue nt panel discussio n i t was det ermined that t hree factors make a d owntow n ped estrian f r iendly: Safe ty b oth r e al and perceived; Amen i ties outdoor art, p l aces t o sit o r ploy, places for events; and Activity high levels of activity are desirable, no need t o aut omatically separate car s, pedestr i ans or bicy cles. Unl ike cit ies that must deal with pro b lems caused by h igh pedestrian vo l umes, T ompa ne e ds t o lind ways t o inc rease pedes t ria n activity, funnell i n g convent i onee r s and v isitor s to the Aquarium up i nto t he downtown and particu larly to t he Frankli n Street Mall. Realizing this need to p rovid e o reason for tourists, v isitors and employees to g o to and s tay in the Downtow n the F ranklin Street Ret ai l Corridor T ask F orce, a p p ointed by Moyor Son dr a Freedman, has d e veloped a rev i tali zat ion strategy for the Franklin Street Mall. This s t ra tegy recomme n ds a program to manage the common eleme nts of the p u blic space in a w a y that c reates a clean sale and fes t ive alm o sph ere .. .to aHro c t people ma k e them f eel comfor ta bl e a n d s u p p ort o p leasant s h opping experience H T he exi sting Tampa Streels cape Ord inance was o f ocus of the wor ksho p T his Ord inance, adopted i n 1989, was p u t i n place to achieve u niformity a n d high st a ndard of q ual ity for s idewalk design and lan dscapi ng. T h e O r d i na n ce cla ssifies all s tr eets wi thin the CBD as Ped estrian Con nectors, l ocal and Bouleva r d Str eets, o r Government District S treets. Eoch of these classif ica t i ons has o specif ic se t of requir ements f or design plant ings, mate rial s and the l ike Oownlown Tron$porto110n M0$ 1 e r P i o n

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At the conclus i on o f the work sh op, two relined obj ectives for the Pedestrian/Streetscape Component o f the Downtow n T a mpa Transp ortatio n Mas ter P lan were iden t ified : To prov i de a sale and eff icient system for pedestrian ci r culation; T o c reate o downtown where people w ill come ond s tay ( t o c reate o Nsense o f p la ce"). Existing Conditions: Two major pedestrian trave l co r r idor s currently exist in Downtown Tompo, t h e Franklin Street Ped estrian Moll an d the Mar ion StreetT r a ns i tway. Franklin S treet has historically been the locus of the pe d estr ian con n ect i o n system p rov i ding nor th. s outh conn e cti vity i n the Downtown c o re However, the re<:onstruc tio n o f Marion Street into a t ron sitway p rov ided for a s ec o nd no rth-south pedestrian route which estab l ishes a trans i t and pedestrian linkage. T h e p rincipl es f or pedestr ian a nalys i s are s imila r t o those u sed for vehicu lar flow. The level o f Service (LOS) concept is als o applicable t o pedestrian facilities and the p ri mary measures of effec t i veness inclu d e pedestr i an spac e, me a n speed an d the Row rate Pede s trian space u t il izes an "eff ectiveN walkway width w hich does not include street f.Jrniture, building p r otrus i o n s curbs, w ind ow shopping space, or insid e clearance lor the sidewalk e dge or build ing/wall/fe nce line LOS computations a lso utilize peak 15 m inut e pedestrian Pedestr ian move me nts o nd physico! wolkwoy inven tor ies wer e collec t e d i n J uly, 1992 by City s t aff ot various l ocatio n s and ore p res en ted in the Technical Support Document, Techni cal Memo r andum A. From the l isting of 21 ped eotr io n mid-block coun t locations and a tabl e summar izing the 15 minu t e peok period counts ot eoch o f these locations i t is a p pa rent that the m i d-doy or noon peok per iod is the h i ghest trave l pe r iod dur ing the day T h ese pedestr i an v o l umes and the effective walkway w i dths were used t o analyze the 1992 pedestrian movement le ve l of se r vice on each side of the listed streets. Pedestrian vo l umes we re analyzed lor three t ime periods (AM, Noon, a nd PM peaks). The actual l eve l s of se rvice (LOS) do not ind icat e exi sting "vo l ume" re lated pedestr ian problems os the pedestrian space is sufficient and the Row rotes ore less tha n 8 pedestrians per m inute per foot. Based upon the existing pedest r ian movements, LOS and the future growth i n all trave l cor r i dors, i t is not expected t hot "volumes of pedestr ians will be o f concern Oownlcwn i ompo r tOil$pf!Olion Most e r ? lon

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CONfUCJ' QLU ,..,. .29 to those t ravel ing in downtown Tampa like most of the roadways in the CBD, Down t own T ampo hos no pedestrian LOS problems. In the worse cose scena r io, LOS C os defined by the Highwoy Capacity Manua l sufficient space is avai l a b le t o sel ect normal walking speeds ond bypass other pedestr i ans. Minor c onflicts con occur where reverse direction or crossing movements exist and speeds and volume will be somewhat lower. There a re, howeve r, a number of problem areas or pedest r ian/vehicu lar conflict a reas which hove been identi f ied ond are described b elow and l ocated on Figure 20. T he adequacy of the CBD' s pedestr ian facili t ies f rom o capacity stand point wos verified os port of t h i s study {see above). Howev er, t h e do to gathered wos focused on typ ical workdayactivities. Tampa's CBD has on i ncreasing need t o accommodate the peak. pedes t rian loo dings associated with ma ;or events to rena, amphitheate r convention cen t er). The e nha nce d pedes tr ian facil it i es which ore intermodo l i n na ture are o partial solution t o thot need. However, additional pedest r ian impr ovemen t s w ill be necessary adjacent to and approach i ng the a rena. O<>wfii O w.'l l o mpo ft() l\$pOtl()li o n M<>$1tr

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Existing Pedestrian Conflict Areas: 0. Intersection of Athley Street & Kennedy Boulevard Pedestr i an uncerta i nty and lac k of perceived saf ety due t o long wal king d i stances and automobiles making right and lah turns. Pedestr i an signal buHons difficu lt to loca t e. Ina d equate sol e h oven in media n Recommendations: Move pedestr ian crosswalk north to connect w i th island on Ash ley nor t h o f intersecti on. I mp rove c r osswalk visibility and safety wi t h zebra s tr iping. I mp r ove p e deotr ion button vioibil ity throug h uoe o f c olor> ond relo cati on. @. Intersection of Madison Avenue & Ashley Street T ra l fic turning r ight on Kennedy bock> up and b l oc k s intersection. Crosswalk forces pedestr ians to south side of intersec t ion away from desired p ath o n nort h. Landsca p e treatment on west side o f Ash ley i nterferes w i th p edestrian traff i c. Recommendations: Evaluate signa l t iming a t Kennedy Boulevar d and As h ley Street to reduce waiting t ime lor r ight tur n on Ke n nedy Boulevard I mprove crosswalk visi b ility on north and south sid es o f inte r section with i mproved striping to alert drivers o f crosswalk p r esence and disco u rage blocking o f intersection. @ lnterection of Whiting Street & Franklin Street C r osswalk i mpro pe rly p l aced and d i agonal. Pedes t rian conflic t with traffi c turni ng righ t from Fran kl in Stree t t o Whit ing ; poor v i sib ility due to physi c a l b arrier> ond l a n dscap i ng Recommendations: Remove landoca p e p lante r at YMCA entrance to imp r ove v i sib ility for motorists lurning r ight on to Whit i ng Stree t Direct pedestr ians to corner where they con be seen. S t ra ighten c rosswalk o n eost si d e of intersec t ion and use zebr a strip i ng on east and west s i des of inter sect i o ns to alert m o torists t o presence of c r ossings. Install new sig n oge, special des i g n for visibility to caution motorists t o slow fo r pedestrians. [Si gns lor mo t orists on b oth Frankli n Street ond Whiting Stree t e ast and west bound. ) O<>wh iOwn tompo lronspor1c1lon M0$1e( ?len

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0. lnterse
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f3. Interse c tion of F lorida Avenue & Twiggs Street Speeds too h i gh. Signa l timing encoura g e s excessi ve speeds Rec o mmendations: Eval ua t e signal timing and adj ust as needed t o prevent exceosive speeds o n Flo r i d a Aven ue. CD. Florida Avenue (Between Cumberlan d St reet & Bro re in Stre e t ) S idewalk s inadequate, poorly ma int a i ned a n d hove obstruc t i ons. Recommendations: S i d ewal k shoul d be widene d if possib l e repoirecl, one! g roos ond t r osh removed Pedestr ian/ Streetsc:ape Concept s: Two p r e l i m inary Concepts, 1997 ond 201 0 were deve l oped for presentat ion to the C i ti z en's Adviso r y and T echn i cal Advi sor y Comm ittees. 8oth provide o system o f nor t h/south and east/west connec tors t ha t wer e intended t o p r ovide upgraded corridors t hat enhance the pedestr ian exp erience. T he Sho r t -Term Pedestrian Concep t recognizes two importan t e x i sting facilit i es, the f rankl in S tr eet Moll and the M a rion Street T r onsitwoy The Rive rwolk p r oposed ond approved i n the Downtown Policy Plan, provides a maj or amen ity fo r tourists, v i s itor s and emp l oyees o li ke con nect i ng t he Perfo r ming Arts Center on the nort h w i th the Convent i o n Cen t er, Por t ond Aquarium on the south. Thi s Sho rt-T erm Concept furthe r sugges t ed K ennedy B lvd. Madison Ave ond Whiti ng S tr eet os eas t west faci lities t o co n nect the p r i mary northsout h co r r i dors A n impo rta nt impr ovemen t thot hos bee n i n cluded os a shor t t erm p i on r ecommendat i on i s the beau t ifica tion of 1 3th S t ree t f rom t he p r oposed connec t o r to Nuccio Par kway south t o T he F l or ida Aquariu m ond on wes t to t he Convention Downlown Tomp h\C $ fef

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J3rtf .,.17 IMPitOVIMI'NJ'S so Nuccio Pa rkway south to The Florida Aquar ium and on west to the Convention Cent er. The connect ion of 13th Street t o Nuccio Parkway will p rovide a new major access to and f rom Ybor City lor tourists and visitors to the Aquarium. P ro per landscapi ng of this major connector will be important in enhancing Tampa's image. Rigall and Porker, a lo cal landscape a r chit e c t ure firm, i s unde r contrac t w i th the Ybor Development Assoc iation to prepare a proposed plan for beautification of 1 3th Str eet. P r eliminary sketches g i ve a f lavo r of the character p roposed for the area and the improvemen ts that con be mode. The Stole a nd City w ill con struct the p roposed side-walks along this corridor. The new Downtown por k to be cons tructed on the site of the r ecently demo l ished Curtis Hixon Convent ion Center w ill p rov ide a gather i ng p lace for pedestrians. Although the Riverwal k w ill connect t his new por k to other a ttr act ions, addi tio na l pedestrian i m provemen t s w ill be needed to provide access from the parks Ia the CBD Core. O t her short -term impr ovemen t s will be needed Ia support the proposed Arena. Majo r pedestrian traffic should be ant i cipated a ro und t he Convent ion H otel/ Arena garage, between the garage and tho Arena, and between the surface parking Ia the east a n d the Arena. Wher ever poss i ble t hese impr ovemen t s should oHempt t o separate pedestr ian and automob i l e t raffic. Florida Avenue P l oll Street, Morgan St re e t and Waters Stree t w ill all require w i dened and upgraded s idewalks. Acquiring additiona l r i ght-of -way will presen t a problem on some segments. The long-Term Pedestrian Concept P lan expanded the sho rt-ter m proposa l by extending Frank lin and Mar i o n Streets north, adding Polk Street as on eostwesl co nnector and extending Whit ing Stree t west t o connec t with t he Riverwalk. In September, 1992, GonneH Flemi ng completed a preliminary mode l run on three 2010 A lt ernative T ronspor t ot ion Concep t P lans. T he ini tia l mod el r esults indicated t ha t the heavy vol ume pedes tr ian corr idors running nor lhsouth include Tampa Street, Franklin S treet (nor t h of Jackson) and Florida Avenue. Major east-west pedestrian corridors include Kennedy Bouleva r d and J ackson Street, with Whit i ng and T wiggs Stree t s also car rying substant ial pedestr ian traffic Realizing that the p r evious l y p ro posed concept lor 201 0 did not address many o f the roadways with the heav i es t vo l umes o f pedestr ian traffic o revised long t erm concept was developed Thi s proposa l r elies h eavi l y on the Tampa Streetscope O r d i nance for clossificolian Downtown Tompo Tronspo 1lolion Mo$ltrl P i o n

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furniture T h e pro pose d Concept d esignates Pedestri a n Connectors, Heavy Volu me Pedestrian Connec t ors and Boulevard S tr eets {Ashley St.). T his conce pt agai n includes the Riverwolk, but also identifies more east-west connec tors and recommen ds Tyler Street Twiggs S tr eet, K ennedy Bouliwar d and Whiling Street as heavy vo l ume pedestrian carrying eosf west pedestrian tr affic and Tampa Street a nd Florida Avenue as heavy volume n o r t h south 'pedestr ian corr ido rs. T he desig n ation o f "Heavy Volume Pedest r ian Con nec tors" actually has a dual p r opose. T hes e roadways not o nly corry h eavy pedestr ian traffi c but a lso corry o s i gnificant amou n t of vehicular traffic com ing into, and within, the Downtown. By upgrad ing t h e se corridors t o the adopted S treelscope S tandar ds, we would enhance the pedestrian experience while at the some t i me, i mproving the view for motor ists. Because south franklin Street i s cu rr ent l y ser ving as t h e pr i m a ry pedes t r ia n co r r idor fo r conven t i o neers t o trave l from t he Conve ntio n Cen ter t o the Esplanad e and then on to other dest i na tions i n the Down tow n i t is reco mme nded t ha t this segment b e upg r a ded t o slreelscope s tandards as soon as possible Right-of-way o n the no rthern and southe rn s i des of the Crosstow n Exp r essway r omps p rovide on opportunity t o deve lop special landscaped seal ing areas. T h e drawi ngs which follow show the existi ng condi t ions on South Franklin Street and t he proposed upgrade t o Stree lscape stan d a r ds. Coupled wi th t h e upgrade t o So uth Franklin, the revised concep t recogni z es the need to improve the connection between north and south franklin Street by v isua ll y opening up the sout h ern end of the Esplanade and also the need t o i mp rove the con nec t ion between the people mover stop i n Ft. B rooke and the E sp lanade. A number of alternat i ves hove been consi d ered to accomplish this: extending t he peopl e mo ver a c ross Whiting, or improv i ng the pedestrian wal kway across Whit i ng thr ough the Ft. Brooke Garage and addi ng e i t h e r o n escal ator o r direc t and visib l e s t airs d own t o the Esplanade. Conceptual ske t ches o f t he expanded Esplanade and of Ft. Brooke wit h i mprove d access follow. The revised Concep t also r ecognizes, a t least concept ually, that a pedestrian connect i o n s h ou l d be provided from F ranklin Street through the Garri son Channe l a rea t o T h e F l o r ida Aquarium. T he exact corr i dor will most l ike l y be d ete rmined w h e n p l ans for re-development of the a rea ore r inalized. A t t h i s time Wate r Street appears to be the most 1agical connecto r T he Tampa P o r t A u tho rity p l a n s extens ive pedestr ian imp roveme nts fo r t he Garrison Seaport. O o wr.lown f(Jmpo T toosporlolioo ,.,.ostet Pion

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' 58 . I I I I I I I I I I I I I I I I I 9 : .LS IIIZIOll8 I I I r .. Downlown Tempo Plcn

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Oow111own l cl'lpo lronspor:orton Mosae r Pion $9

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LEGEND: ''"' 4 R9des'h1on Connectors Heavy \blume R9des'h1cn Connectors -RlveN.Oik IHOOO'! 13fh Slreet BeaufificaHon Dcwn i c w n T n m p o T :cn$foO!I O i iOil ? 1 ( 1:'1

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Recommended Improvements Short Term: Upgrade South Frankl in Street from Convention Center to the Esplanade to Streehcape Standard. E>pl anade Treatment impr ove occeu and visibility from South Frankl i n S treet. F t Broo ke Peop f emove r Station -improve accen a n d v isibility to and f ro m the Esplanade. R i veiWalk Phose I, Pedestrion conne
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Oown1own Tom p c Tronspor 1c1 on

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T'he objectives of tlte Congestion Management Component are to: encourage o/tematives to the single occupant vehicle; encourage more eH/cient use of the eJCisting transportation system through carpooling, vanpoollng, bicycle and transit use, and parking controls. Background Data: Over the past severa l years, traffic demand has greatly exceeded the growth in new roadway capacity. Thi s has resulted i n congested roadways throug ho ut the City. In addition, there has been great concern aver the ambient a i r quality of our city and whi le our area probably will be reclass i f ied as on atta i nment a rea during 1993 and 199.4, there still i s tremendous pressure to put p rog ram s and transportation control measures into place t ha t will contribute to attainment status and ma i ntaining t ha t status. The 1990 amendments to the Clean Air Act placed special emphasis on reduc i ng veh icle miles t r ave l ed. The slate of f l o rida must submit a State I mp lement ation P lan which specifically addresses each region's appr oach to a i r qual i ty confo r mity and maintenance and outline t he strategies that will be used to satisfy the needs of each oreo. The realization that roadway funding cannot kee p pace with demand and that a i r qua l ity has o direct rela t i o nship t o h eavy t raffic conges t ion has genera ted in terest i n transportation system management (TSM) and transpor t ation demand management (TOM) activ i ties os an i mportant element of transportation and lan d use p lann ing. Bot h measures help to reduce vehicle emi ssions and improve a i r qual i ty. Addi tiona l focus was placed on congestion mit igatio n and transpor tatio n demand management strategies in the lnt ermodal Surface T ranspo rtal ion Efficiency A c t (ISTEA) o f 1991. As a port o f the Act, congest ion management system p l ans were mandated f or areas with a population in excess of 200,000. These pions ore to p r ovide for effec t ive management o f new and existing lronsportolio n facilities th roug h the use of travel deman d reduct ion and ope rati onal management stra tegies.

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Transportation System Management (TSM): TSM strategies seek to better uti l ize existing roadway capac i ty. Several strategies applica b l e to the CBD are listed below: Traffic Signal Improvements lntertection Improvements Turn Prohibitions 011e Way Streets Parking Management On-stree t parki n g supply Offstreet parking supply Fri nge parking P r i cin g s trategies High Occupancy Vehicle IHOVl Facilities Exclusive trans i t streets (Marion Street T rans it Mall! Priority parki n g for HOVs Preferential parking rates for HOVs Transportation Demand Management (TDM): T r onspo rtotion Demond Management (TOM) strategies encourage alternative$ to the sing l e occupant vehicle (SOVJ and more efficien t use of the transportation system by encouraging carpooling and vanpooling, Rex i blo work hours, bicycle and transit use ond parking cont r ols T hey are typically near t erm, rela t ive l y low cost, act ivities desi gned to inAuence the demand For transpo r tation by changing commuter behavior. Ridesharing Carpools Vanpools Buspools Moss Transit Per k and Ride Lots

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Work Hours Management Staggered Work Hours Flextime Alternative Work Weeks Transportation Management OrganizalioM ITMOs} TMOs are public/private partnerships between businesses and lacal/slale governments designed to help solve local transportation problems. TMOs g ive the business community a voice in local transportation decision making. They hove become on important entity in the fight against traffic congestion and in increasing commuting options to regional activity centers. Current Programs and Activities: Tampa Downtown PartnershiR TMO Through the cooperolive effort of F l orida DOT, the City of Tampa and Hillsborough County, the Downtown Partnership has conlracledlo serve as a lronsportalion management organization (TMO). The intent is to encourage downtown employees to use alternatives Ia the SOY lo get to and from work. Several specific programs have been initiated: 11TDays". Transportation Doys have been held at several downtown locations, where employees ore provided information on alternatives lo the SOY commute to work, ride-share matching, and bus routes and schedules. Awesome Alternatives Week. In Moy; downtown businesses, governmental ogendes, restaurants and retailers combined efforts to offer a series of events and prizes designed to highlight opportunities for transit, car-pooling, biking and walking to work in downtown. Gysmurteecl Ride Home Program. The Downtown Partnership has contracted with Yellow Cab and United Cab to provide emergency transportation for rid&-$horing employees of downtown businesses who participate in the TMO. Traffic Alert. In cooperation with the Tompo Convention Center, the Downtown Partnership TMO has begun o program to alert downtown businesses, by fax and moil, to upcoming events at the Convention Center so that their emp l oyees can plan ahead for alternative travel routes or means. Dow n1ow<1 Tompo Plen

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Proposed Programs and Activities: Special Assessment District o management tool in t e lotivel y w i de use across the country i s designating downtowns as a business im provement distr ic t. or speci a l asse ssment district. A specia l osseosmen t district has been established by the Downtown Portne,.hip t o prov ide a stable and equi t able source o f fund ing l or enhanced services w ithin the Downtown area. Modeled ofrer simi l ar district s in ove r I 000 other U .S. cities, the dis t rict will locus on security, clean l iness, ma rketi ng, business developmen t and tronsporto l ion. Following a series of public mee t ings and City Council adopt ion i n Septembe r, the D is t ric t began ope r a t i ons w ith o $650,000 annua l budget at the end ofl993. Day Care Non transporta t ion services/ amen i ties such as day care fo r sen iors and chi l dren con prov ide signif i cant benefit to the performa n ce o f the tra nsportat ion system i n t h e Do wn t own and e nhance the quality of life fo r the area. Recogn izi ng that the i nclusion of day core facil i ties would p r ovide a service for working parents that co u ld expa nd t he viability of mass t ransi t t o a broader segmen t o f emp l oyees or make working in the Downtown more v iabl e an emp loyee survey was conducte d and included quest i ons con cern ing poten tial d emand lor day care an d the acceptabil ity o f day care in parking and t ra nsit structures. (See T echnical Memorandum A fo r more inf orma ti on on t h i s emp l oyee survey .) C learly a signif i can t numbor of employees believe day core Downtown is needed and a surprising number indica t e they would use a good, affordable center if it was availabl e W i lli ngness to use a day core center at o parking garage was also strong but dropp ed signif i cantly when the cen ter was near o r at a bus t erminal. A day core cen ter within a parki ng structu r e does exist within Tampa T h e Litt l e Execut i ve Cen te r at 2005 Pan Am Circle in Wes t shore was s t arted i n 1984 in the basement of the parking struct ure adjacent to a multi-story off i ce building. Recently the owners hi p of t he cen ter h as b een r estructu red and i t is now owned and ope r ated by a part nership which includes the Westshore Alliance, the C ity of T ampa and Hi llsbo r ough County A simi l a r facility has been very successful in Orlando. T h e City designed a pub lic parking struc t u re t o accommodate a Day Care Cente r and r estau rant. The C ity l eases the space to a pri vately owned c h i l d care business. D o w 'l f<)wl\ !<)tnpo TrOfl$p<)fiOii<)fl Mo$1Cr P i o n

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local experience indicates doycore centers with i n goroges con be successful. T his concept oppeors worth f urther study from o quolityof.life perspective as well as poss i ble enhancement to the transportation system Recommendations: Develop Comprehen1ive Signoge Pion fo r Downtown to assist employees visitors and tour ists in the best way to reach their destinat i on. Implement on updated, stoteof.the-art Traffic Management System. New ha rdware and software will provide more flexib l e contro l of traffic, allowing management of event driven traffic through t h e selection of var iable routes and parking locations. Encourage Downtown Day Care. Doy core should be p rovi ded in or neor parking structures in the CBD. An ideal loca ti on would be in the proposed So ut hern Inter-modal Transit Term i nal on Whiting Street. Develop Downtown Commuter Center. A one-stop l ocation should be p rovi ded for: Bicycle Facilities ( l ockers ; s h owers; repai rs); Education of employees, visitors and tourists regard ing transit iervice ; and HOV information and as.sistonce. Provide Preferential Treatment for HOVs. HOVs should be given preferred l ocations and r ates in Downtown parking structures D own;own Tompo l l ol'lSPOfiOIIon M0$1er P i o n

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Permit and encourage the provision of off-site parking for new develo pmen t i n the Downtown. Cu r rent parking requirements must be ame nded to encourage the location of as much par kin g os feasible in centralized carefully located, public parking struci\Jres. This would reduce the number of vehicles on down town street s and make it p ossible to dev e lop a system of i n tra-down t own shuHies. (See Parlcing Component for expan ded discussion.} Encourage retail and service uses on the ground flaor of all parking structures. G r o und A oor retail i s a convenience to parkers, often eliminating a stop on the way home from work

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In developing the Downtown Tronsporrorion Master Plan the primary objedive was to develop o coordinated multi-modal system that will support development and redevelopment goals lor Downtown; accommodate projected long-term (2010] demand lor employees, tourists and visitors; address quality of life issues such as oestherics and convenience; and be fle.xible to r espond to changing conditions over time. Thi s T ranspor ta tio n Maste r P l an is Downtown's f irst mult imodal tr ansportation p l anning study Each componen t o f the pion wos deve l oped i nd i v idually w ith specif i c object ives t o be mel, but always with the primar y goal of compatib ility and coordination with t he other component s T h e roadway network was examined no t onl y t o determ in e capacity and circu lat ion but also l o i nte r lace with p roposed po r k i ng structures and tr ansit opportunities Parking strudur es were strategically l cxoted to i n t ercep t vehicles comi ng i nto the Downtown, the r eby reducing vehicu lar traffic on Down tow n S t reets. Othe r pol i cies encou r a g e mult i -use parking structu res including t rans it, r etai l and service uses and day core faciliti es. Polici es encourag i ng off-site parking o r e a lso a i med at reducing vehicu lar traffic withi n the Core. The recommended tra n s i t component incorporates the proposed r eg i on-serving ligh t rail, commu ter rail and high speed rai l systems Intra-downtown shule routes connect places of employment e nte rt ainmen t and othe r activity centers w i t h porking str uctures the Harbour I s land People Mover and regional transi t opportun i ties. The Fra nk l in S tree t Shule will provide needed access and visibil ity to the Frank l in S tr eet Moll. Other shunle routes connect the Downtown with Ybo r City ond Davis I sland. Two ma j o r multi pu r pose transit t ermina ls anchor the northern and s ou thern e nds of the Marion Street T r ansitway. T h e Sou t hern Term inal will be t h e focus of the inle rmodal connec t i ons proposed i n the Moster P lan and i s desc ribed i n more de t a i l in the Transit Component. The pedestr ian/landscape recommenda t ions locus on creat i ng a pedestr ian f r i endly Downtown with a sense of p l ace T hi s componen t identi fies conn ectors thot co rry pedestrians b etween activity centers ond recommends upgrading these to encou rage pedestrian use. T h e upgrade of s ou t h f r a nklin Street t o accommodate convent i onee r s and t our ists is given h igh priority. Improv i ng access

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and visibilily between south F ranklin Street, t he E splanade and the Ft. Brooke P e o ple Mover Station is a port o f t h i s rec ommended improvement. With the construc tion o f The F l o r ida Aquarium, the proposed Arena, the Garri s o n Seapo r t Center and othe r dev elop ments i n t he Channel D i strict 1 3th St reet will become a ma jo r occessway For pedestr ians and automobiles; o special landscape plan has been d eve l oped for 13th S treet and i s recom m e nded f or implement atio n. Conge s tio n Managemen t recommendations cut across the various Pion components encouraging more efficien t use of the existing and p roposed tr ansporta t i on sys t em throug h carpooling von pooling b i cycle ond transit use, and parki n g pol icies A comprehensive signoge p lan t o a ssist em p loyees, visit ors and t o u r i sts i n reachi ng thei r d estinations ond updated, sta t e-of-the-art traffi c m anagem ent system t o improve signalization a nd provide routing f lexibili ty ore among t he p r iority recom m e n dations. Downlo, ... n Temp o Tron$ptiOiion Voster P ion

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TRPNSIT: -Sh.J!ne f>ov1es E3 snul'lo E_.soo m MJ .. Rspos4 rmnols 13 ,_,Concty._'Oiicn e -""""'-""' ++ fbi PAAKJNG: ,,,,,. ... fldsling FU:lliC R::::r'.dng Structures t2i!Zil f'U:>Ic Slrucues I \I>!Vporo AY.&g Slrucll.re 8 Ropo$ed RMJ1e -ngSI!uc!Ves @ ... N>1h '=Po !}" '// ; w h if l$ lJ I Pede!.t:!O"'\ CN'tofs IIBli!il

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Oownlown Tom p o on M0$1er PIon

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Background: T he p u rpose o f this s tudy i s to develop o Down town T ro n sporto t ion Mast e r P l an, a mult i moda l plan which w ill provide for the movement of people into downt own and t heir circu lati on within downtown by vehi cle, mass transi t o r as pedestria n s. I n addition t o the fact that the study is multi -modal in scope it is a l so unique in that all thr ee agenc i es who o r e responsible fo r impl ementati o n ore part icipat i ng in t he devel opmen t o f the P ion. The Hillsborough Area R eg i onal T ron sit Authority (HART) has contracted for the study while the City ofT ompo and the Flo rida Deport m ent of T r onsportot ion (FOOT) ore joi n tly fund ing the effort. T he P lan will se rve as documen t to g u ide th e day-to-day decisions of t he var ious public agenc ies t espons i b l e fo r impl ementing tr ansportation i mp roveme n t s in t he Centra l Business D i s tr i ct. Because i t is mu lt i moda l the P lan will both pe r m i t and ins ure consistent, coordinated i mplemen t a t ion. At approp ri a t e j unc t ures dur i n g Pion d eve l opmen t HAR T, FOOT, the C ity of Tampa and the ME:l'tropoliton Planning O(gonizolion (MPO} hove r eceived b r i efings ond p resenta t i ons. Upon comp l e t ion, t h e HAR T Board will receive a n d accep t thi s final r eport. Spec i f i c r ecommendations w ill be forwar ded as appr opriate t o t he agency res ponsib l e For im p l ementa t ion. Du r ing the developmen t of the T r o nspo rta t ion Imp r ovement Program (TIP), the various im p leme nting agenc i e s will work w ith t h e M P O to p rio ri t i z e the recommended improvements. Agencies a nd their p r i ma r y areas of r espons ibility ore l isted below: Hillsborough Area Regional Transit Authority Mass T ron s i t Florida Department of Transportatio n I n ters t ate System Mass Transi t S t ate H i ghways Trans p o r tation Management As-sociation ( TMA) B i cycle/Pedestr ian Downl()wfl 1CM(JO lron$porloli or. Mot;c; P ion

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City of Tampa Signage Plan T raffic Circulat ion & Signalization Land Development Regul ations Parki ng TMA Mass T ron s i t Bicycl e/Pedestrian Metropolitan Planning Organization T tonsportotion Improvement Program L ong Range T ronsportotio n P l an Tampa lkly Commuter Rail Authority Commu t er R ail Costs Estimates/Phasing/Implementation Responsibility: T he following t able p resents cos t est i mates; a des c r i ption of cond itions, steps o r o the r foetor. which in A ue n ce implementat ion; whe r e a p propr i ate on est imated date o f need; and an i den t ifica t ion of the outho r ily w ith pri mary/secondary respons i bil ity for implementat i on. Th i s i nforma t ion is p rovided for each recommended improvement by Component The inclusio n o f a recommended i mp r ovement is not on i ndica t ion that a fund i ng source has bee n identified. Some improvements hove known funding sources; others have no current fund in g source. The need for many of the improvements will be d ependent on the threshol d o f devel opment w hich i s reached T h e mode l d eve loped during th e course of this study shou l d prov ide th e Cily o f Tampa with the t ool needed t o monito r development thresho l ds within the Down town a n d develop strategies to deal with growing increm e nta l dem and. Oth e r improvements and policy recommendat i ons are short term and should be implemen ted as soon as feasib l e

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IMPLEMENTATION: ROADWAY RECOMMENDED IMPROVEMENTS/PHASING ESTIMATED COST RESPONSIBILITY PRIMARY (P) SECONDARY (S) SHORHtRM (1997) 131h Sheer (onnecrru lfllliO\'ement upan sit-e im'digcfion 250 ,000 ro 500,000 (iry(P) 4 lane 'nded CCMeCrll< ond nppllYIOI ol R/R uossing ooo Nurcio Porki'IO'I !slinote d dol e imprm
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IMPROvtMINTS/PHASING n o f cdj nent City ($) p1ope<1y ond 1emovol of Kennedy vicdoct. pel coooniooed on FDOT implemen!Onen FOO!(P) of TIS in Downto oreo. Stteot IOIIlj)
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IMPLEMENTATION: TRANSIT RECOMMENDED IMPROVEMENTS/PHASING ESnMATED COST RESPONSI81UTY PRIMARY (P) SKONDARY (S) SHORT-TERM (1997) mover StOll a t C..ter/Hotel en cf 1,000,000 City( PI wilft romp ronnedion to UOSSI'ftl< (oovenfion Horel or sulfideol Convenlicn (Comt.) b etween (enter ond H otel) Coote< demand. HART(P) Esnmoted date imprarement needed 1995 (Operation) orress f rom Fl. B rooke Goroge dependent upon O!Jeomerm 300,000 to 3 50,000 Uty(P ) Peopl e mover stotion to (ac cess lio belweon City ood l ornpc (ily Ctment cune nlly n eeded. 150,000 to 200,000 Slreel Sll!111!e bus along honklin St. lllljlrOI see porkilg Dc-v1ntown lompo l f onspct!Oi i o n /v\c!-iel f'lon

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I M PROV!MINTS/PHA SING CONDRIONS/nMING ISnMATED COST R I SPONSIBIUTY PRIMAR Y (P) SECONDAR Y (Sl St(lj) o f Unioo S t ation and/ 0 1 lmpovement dependent oo implemeototioo of 75.000 to fOO,OOO TBC&I(P) Pol k S heet ot ccmmute11o1 service ro !klwnlown. Oly($) Esti100ted dat e imp1oroment needed t o be Commute Roil ( 20TO) Peoplemover Capacity o d d cots. Improvement depeodeol on nood fflf (f:!Jild (0512,000, 000 HAR](Pl od&tionol ropccity. !stincted dot e impovement needed 2000.. Joilt Usa T !fminol and Pol!!M, boys o loog Gty ond HART willl< togelhel denlify HARHP J shuttle routes. lotofions ond shelteo 01 srunfe !cures ore (ily($) 1efieed ond iflljllemented maximum continuily o f ""'" ood sthedtles O"JOi"J by HART. HAR](P) ond impm "hedule fref!Jency on 1outes to inueme mode split to ond hom eflljllovees and 1eg!Jdirg by HART ith os.sil!Qnce HARJ(P} oonsil ,,.;, e hom TA\0.

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IMPLEMENTATION: PARKING RECOMMENDED IMPROVEMENTS/PHASING SHORT-TERM (1997) Hotei/Aleno Ptvking 601oge lmi!IOIWlenl c011dilioned on cOflltrudioo of (cko Soutfl Lot) 1200 to 1800 spaces, Conienlioollote1 01 Aleno. foro told oil 550 to 2 1 5 0 told lp'oge improiementl LONG TERM (2010) Size wil be dependen t on hoteljoreoo !lfld olho r!erelopmml in Gmrisonj'IMr (honMI 01eo. lsnmcted dote impr01men1 needed 1995. tCquite O i o n She ell ronsn VIOV. Tompo8,442.000 12,654,000 ICoss.llvler 10,692,000 10 lire d futilt{lo be det eni nfll, dtrmoncl Estimated dot e needed 2000... Downlown Tompo Tron$pcrlolion flon RESPONSIBIUTY PRIMARY (P) SECONDARY (S) (i1y(Pl HART(Pl/Cily(Pl HARI(P) jCiry(f') /fOOI(P) G!y(Pl

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IMPROVIMINTS/PHASING CONDITIONS/TIMING COST RISPONSIBIUTY PRIMARY (P) SECONDARY (S) RICOMMIHDATIONS Ocrupancy Vehide (HOVJ prelee nliol hoolmool policy aoo inplernenrolion plan Ory(PI i n pofi
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IMPLEMENTATION: PEDESTRIAN/STREETSCAPE RECOMMENDED IMPROVIMINTS/PHASING CONDinONS/TIMING ESTIMATED COST RESPONSIBIUTY PRIMARY (P) SECONDARY (S) SHORT TERM (1991) UI'Jro:ie Sooilllmnl:l i n St. from Convcnnon (enlar t o lm(lfovement will requi1e o f soo.ooo Gty(Pl ll'e splooode 1o Sheel!(ope CroiSio'n fxpre;sv.w Aulhonly. dole irnll"""'' neerled os .,on os fooding is lmi"D' it '""'and voiMity behveen ft. lliool:c lmpr&mnent will r e qUte og1cemen t berween T o be ootermined City peoplcmm'el stop and lsplonode. C ity end T of111D C ity (cniCI. Eslimo:cd dole if111rO'o'efltllnt neerled os soon os funding is uiOWble. lxpund lsplunode f o r conliluity wit h South lf11110\menl will require opprml oiTomjlO City (enter. T o b e determined fro nkrn Srreel. fsnmoted dote thor improvement is needed os soon os (l'((li'.Qbla. CoostnK t Phose I of Riverwolk. fstinoted rllte lflo 1 im(X/Cmenl neeood os soon os T o be del emined fDOI(P) fundilg is Cily(S) conneI o reno. p cdeshion ocli,ity. LONG TERM (20TO) Upgucla o 1 conoedofs to lsnmoted dote if111'"""'" needed as T o be ('11y(P)/Prit. SeOI(Pl stondonls. funliog becomes ovoiloNe. of Ri1ow n town lompo fron$pO(ICI Ion Mosr e t Pion

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Oown t<)wn r 0 m p 0 Trcnspor101 on P I o n

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APPENDIX A DOWNTOWN TRANSPORTATION MASTER PLAN MANAGEMENT COMMITIEE & SUPPORT STAFF MANAGEMENT COMMITIEE: SUPPORT STAFF: Ms. Shar o n Den t Exec u tive D i rector H il lsborough Area R eg ional Transit Author i ty Mr. Bob Babis Multi-Modal Manager Florida Deportme n t o f T r a nsportation M r Elto n Smit h TronsP.ortation Manager C i ty o f Tampa Mr. Gen e Bressle r Park in g Manager C ity oFTampa Ms. Dian a Ca r sey Di r ec tor of P lanning Hillsborough A rea Regional T r ansi t Authority Mr. Waddah Farah Corrido r Mana gemen t Admin istrator flori d a Depa r t m e n t o f Transpor t a t ion Mr. Jose Fernandez Assis t a n t Parking Manager City of Tampa Ms. Rene Williams TransP.ort a t ion De m and Management City of Tampa Ms. Debbie Hun t Publ ic Transpo rt ation Spe cialis t Il l F l orida Depart m en t o f T r anspor t a t ion M r Mahd i Monsou r TransP.ortation P lanni n g Engi n e er C i ty of Tampa

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APPENDIX 8 DOWNTOWN TRANSPORTAnON MASTER PLAN CITIZEN S ADVISORY COMMITTEE Franklin Street Mall Sha ron G raham, Ad m i n i s t r at o r F rankl i n Street M all TECO Properties Jim K ostocyz Ybor Channel Red e velopment Association Sal Ital iano Ybor Trolley Association J oa n Jenne wein Tam p a Downtown Partnership J i m Schroe der The Florida Aquarium Den a leavengaod First Florida Keith l aird Tampa General Hospital Ruth B ell, Co m m u n ity Rel ations Tampa Tribune Jock Butc her, Vice Presi dent Westshore Transportation Management Organization Ron Rot e ll a First Un ited Methodist Church J oe Capita n o Sacred Heart Catholic Church larry Cabraro Tampa Downtown Partnership James A. C la ar Pre sident Harbour Island Mark Ben e di ct Downtown West Association Davi d Mec h ani k Oownlo w n i o m p o P ion

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Greater Tampa Chamber of Commerce R ussell Geuthe r Ybor Development Corporation Rebecca Gaga lis CSX Transportation Ed Pollo c k Wolf Brothers Fred Wolf The Planning Commission M ichael Englisn Tampa-Hillsborough County Visitors jim Clark Tampa Convention Center Lindo Carlo Merchant's Association of Florida j ac k S t e phany Hillsborough County Preservation Board S t ephani e Ferrell University of Tampa Rober t Forschner Tampa Museum of Art Andrew Maass Tampa Port Authority Jim Egn ew Arts Council of Hillsborough County Art Keebl e Hyatt Regency Tampa Mork Co hen Riverside Hotel Tampa E n o n Go ll a ly Manager General Telephone & Electric john K i ng St Andrews Episcopal Church Marshal Ferrell

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" APPENDIX B NCNB MJry E Uen Comello First Baptist Church of Tampa Doris tv\cWillio m s Barnett Bank of Florida T i m Barber St. Paul's AME Church Rev. leroy Washington, Ill Couldron Restauront Harvey W alk e r HART Dismontling Borriers Committee Connie Colonge Tampa Union Station Presenrotion & Redevelopment Inc. jim Shepherd Tampa Boy Block Busi ness lnv. Corp. N ancy Hansen City of Tampa Housing Authority Audley Evan s Central Park Villoge Sheila Reed City of Tampa Planning Department Mic n o el A dejumo Wilson Stair Randy Goers City of Tompa Moyor' s Office Otis Anthony Florida Technical Inc Tom Chee v e r Florida Coalition of Roil Passengers John McQuig g Expressway Authority lovr a B l a i n

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APPENDIX C DOWNTOWN TRANSPORTATION MASTER PLAN TECHNICAL ADVISORY COMMITTEE Ms. lucy Ay_er D i rector of Transpor tat ion Metropo l itan Planning Organization Mr. Bob Babis Multi -Modal Manager F lorida Department of Trans portation Mr. Gene Bressler Parking Manager City otTampo Mr. Gary l. Brosch, Director Center for Urban Transportation Research University of South Flonda Ms. Diana Carsey Di r ector of P l anning Hillsborough Area "Regiona l Transit Authority Mr. Woddah Farah Planning Administrator Access Management Florida Department of T ranspo r tation Mr. Jose Fernandez Asst Parking Manager City of Tampa Ms. Rene W i lliams TransP.ortat ion Demand Management Coord i nator City of Tampa Ms. Susan Johnson land Development Coordinator Departmen t of Housing & Development Coordination City of Tampa Ms. Mahdi Mansour Transpor tation Planning Engi neer Public Works Depo r tment City of Tampa Ms. Libby Myers Senior Transpor t ation P l anne r Hillsborough Area Regional T ransi t Authority Oo'llnlown T o m p o T!Qnsp o>fo l ion (>,\<>siCf P ln

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TECHNICAL ADVISORY COMMITTEEContinued Mr. Tom Thomson Deputy Director H i llsbo r ough Cou n ty P l anning Commission Mr. Roger Wehling Director of Planning C i ty of Tompo Down town Tampa Tronsporlotlo n Moszer P l c n


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