Complete Streets Implementation Plan for the Main Street Corridor PresentationCOMPLETE STREETS
IMPLEMENTATION
PLAN
MAIN STREET CORRIDOR
JANUARY 2022
Prepared for:
City of Atlantic Beach
Address: 800 Seminole Road, Atlantic Beach, FL 32233
TABLE OF CONTENTS
TITLE PAGE NUMBER
PROJECT TEAM 3
COMPLETE STREETS VISION 4
COMPLETE STREETS POLICY 5
PROJECT APPROACH 7
TRAFFIC CALMING 8
SHORT-TERM
RECOMMENDATIONS 19
LONG-TERM
RECOMMENDATIONS 27
FUNDING STRATEGIES 30
NEXT STEPS 31
APPENDIX 32
TEAM INFORMATION:
Mayor of the City of Atlantic Beach
Mayor Ellen Glasser
Commissioner Of Atlantic Beach
Commissioner Brittany Norris Seat 5 Mayor Pro Tem
City of Atlantic Beach City Manager
Shane Corbin AICP
City of Atlantic Beach Planning Director, Amanda Askew, AICP
Chief of Police, Chief Vic Gualillo
City of Atlantic Beach City Engineer, Steve Swan PE
Public Works Director, Scott Williams
I
NF
OR M A T IVEM O T I V A TIVEDRIVEN
BY
PURPOSED I V E R S E R E L I A B L EENTHUSIASTICORGANIZ
E
DAE Engineering, Inc.
Heather Neville, AICP
DDEC, LLC
Uyen Dang, PE
The City of Atlantic Beach would
like to improve Main Street utilizing
the Complete Streets Policy from W.
1st Street to Dutton Island Road. The
purpose of the Complete Streets
Implementation Study is to revisit
community concerns and desires,
leverage the policy objectives and
review existing facilities. The
Implementation Plan that follows
identifies scalable short- and long-
term projects that align with the
City's vision to provide for safer,
efficient, and affordable modes of
transportation.
This project is expected to revitalize
the area, encourage economic
development, and promote multi-
modal connections. This will support
the vision of Marsh Oaks residents,
businesses, and other other
stakeholders.
Main Street Corridor
Improvements
EXHIBIT 1: LOCATION MAP
A COMPLETE
STREETS VISION
Dutton Island Road
W. 1st Street Main Street Levy Road
Per the accepted definition by the US Department of
Transportation, Complete Streets are streets designed and
operated to enable safe use and support mobility for all
users. Those include people of all ages and abilities,
regardless of whether they are travelling as drivers,
pedestrians, bicyclists, or public transportation riders. The
concept of Complete Streets encompasses many
approaches to planning, designing, and operating roadways
and rights of way with all users in mind to make the
transportation network safer and more efficient. Complete
Street policies are set at the state, regional, and local levels
and are frequently supported by roadway design guidelines.
WHAT IS COMPLETE STREETS?
Complete Streets approaches vary based on community context. They may address a
wide range of elements, such as sidewalks, bicycle lanes, bus lanes, public transportation
stops, crossing opportunities, median islands, accessible pedestrian signals, curb
extensions, modified vehicle travel lanes, streetscape, and landscape treatments. Complete
Streets reduce motor vehicle-related crashes and pedestrian risk, as well as bicyclist risk
when well-designed bicycle-specific infrastructure is included (Reynolds, 2009). They can
promote walking and bicycling by providing safer places to achieve physical activity through
transportation. One study found that 43% of people reporting a place to walk were
significantly more likely to meet current recommendations for regular physical activity than
were those reporting no place to walk (Powell, Martin, Chowdhury, 2003).
While Complete Streets is a framework to construct roads, it is also a path to
placemaking inclusive of all community members. The City adopted the local Complete
Streets Policy October 25, 2021. This policy can be located in the appendix of this document. MODE HEIARCHYImage 1: Example of Complete Street Cross Section
COMPLETE STREETS POLICY:
The local policy that was recently adopted is an excellent steppingstone towards
addressing community needs and desires. The implementation plan will address the needs of
a local municipality will support projects that staff and leadership can plan to fund and
execute. Placemaking, road design and neighborhood character can have expected outcomes
when policy including zoning, code and budget objectives are align. We provide near-term
updates to enhance and further the intent of the policy.
The proposed Implementation Plan for the Main Street Complete Streets project includes
various components such as leadership workshops and preliminary recommendations.
Considering the newly adopted Complete Streets policy, the Team was tasked to elevate
community awareness through communication within the Main Street Corridor and adjacent
neighborhood roads. This allowed better understanding on how the community interacts with
the City of Atlantic Beach leadership as well as local vision and technical understanding of public
roads. The implementation plan providing scalable solutions for near, mid and long term
programs and projects to support the policy.
An Informative Approach
To address the scope set forth by the City of Atlantic Beach, the project Team chose to
approach the project area of Main Street Complete Streets through education to achieve
maximum results. With the very recent adoption of the Complete Streets Policy by City
leadership, it is important to introduce the project through communication of community
awareness in order to provide design concepts that reflected both the policy as well as the local
communities desires as it related to their local neighborhood road.
Concurrently, the Team conducted a detailed traffic analysis, crash analysis along with utilities
coordination to further understand the complexity of short-term and long-term implementation.
PROJECT APPROACH:
The following process resulted in initial concepts based on observations
made through meetings, survey results, and in-person discussions regarding
the goal of Main Street Improvements and desired outcomes. To approach
this, a fundamental education campaign was utilized including visual
components to help illustrate complex technical geometry and design
components of safer roads by design.
A TRAFFIC CALMING APPROACH
WHAT IS TRAFFIC CALMING?
1. Reduce crashes
2. Enhance quality of life for residents and visitors
3. Enhance safety
The Main Street Corridor serves as a primary north south collector road of the Marsh
Oaks Neighborhood. Through data collection from COAB Police Department– 2/11/202 to
2/20/2020 and 1/24/2021 to 1/31/2021, the team found that most traffic volumes are cut
through traffic to avoid heavy congestion on Mayport Road intersections and direct
access to the Levy Road and Dutton Island signalized intersections.
Traffic calming is a low impact solution to achieve complete streets within the local
roadway network. As a strategy it can reduce the negative effect of drivers utilizing the
roadway network. It is effective in many communities where traditional road design or land
development uses of an area has resulted in unintended consequence of cut through
traffic and speeding. Traffic calming can alter driver behavior for any street network. The
goals of traffic calming are:
To reduce cut through traffic, a series of traffic calming strategies are considered for
Main Street. A balance of intersection treatment such as the existing mini roundabout are
proposed to maintain residential access while reducing cut through traffic on Main Street
from 2nd Avenue to Levy Road. This is where most of the residential access is being
impacted. North of Levy Road are commercial use with no recommendations for traffic
calming.
For Traffic Calming Design Considerations:
Target speed is 20MPH
Most effective use for traffic calming devices is between 300’ to 500’.
Devices should not be less than 150’ from intersection or bridge approach
Through a series of internal and external engagement and coordination, the following
traffic calming devices are preferred for the City of Atlantic Beach.
Divided Median - create a pinch point for traffic in the center of the roadway.
Narrow Road - restrict motorists from operating at high speeds and yield to pass this
device.
Mini Roundabout - reduce traffic speeds at intersections by requiring motorists to
move with caution through conflict points.
PROJECT APPROACH
FDOT Florida Design Manual (FDM)
Manual for Uniform Traffic Control Design (MUTCD)
FHWA Small Town and Rural Multimodal Networks
NACTO Urban Streets Design Guide
NACTO Urban Bikeway Design Guide
Quantitative data was collected through several avenues. The City of Atlantic
Beach provided traffic counts, right of way maps, As-builts, and other useful
technical data that is provided in the appendix of this report. The Team utilized
Signal 4 Analytics to gather traffic data including crashes. The Team also
performed site visits to observe the existing environment and cross section.
This information was utilized to begin the process of developing conceptual
designs for informational purposes to guide conversation with staff internally to
prepare for
public meetings.
Referenced Manuals:
SITE VISIT:
The project Team performed many site visits such as drive throughs and on in person
foot visits. The Team conducted a community walk with City planning staff to observe
existing traffic patterns, adjacent land-use, modal usage, connectivity, access and other
transportation elements that may be affected by change. Site visits were conducted in
the evening as well as daytime. More detailed information is referenced in the exhibit
section under memo/site visit memo/Main St. City walk.
CORRIDOR CHARACTERISTICS:
MAIN STREET
Location:
Existing conditions are no sidewalks
along the corridor lacking ADA
accessibility from West 1st Street to
Levy Road. North of Levy Road has a
continuous sidewalk on the East side
of Main Street. No dedicated bicycle
facilities within the City’s bicycle
network or signing/pavement
markings to designate a bicycle route.
Now parking utilization with 3 parked
vehicles during daytime (12/1/2021)
and 1 vehicle nighttime (6p.m.
11/30/2021). The neighborhood is
lined with trees with low light
visibility. Some traffic calming
devices are present but the spacing is
not consistent with best practices for
target speed design.
CHARACTERISTICS:
EXISTING CONDTIONS:
25
CURRENT POSTED SPEED IS
25 MPH
MPH
THE EXISTING LANE
CONFIGURATION HAS 2 LANES
WITH SOME ON STREET
PARKING
LANES
2
IT CURRENTLY TAKES AN
AVERAGE OF 5 MINUTES TO
BIKE THE TOTAL LENGHTH
OF THE STREET
5
MINUTES
Main Street is classified as a local
road classified in the City of Atlantic
Beach roadway network. Sidewalks
are nonexistent along the corridor,
but curb and gutter are generally
present, and lighting and utility poles
are located along the west side of the
roadway. There are no traffic signals
along this corridor with primary
intersections like Levy Road that
provide access East/West of the
Marsh Oaks Neighborhood District
The current right of way (ROW) for the
corridor is 50’ from West 1st Street to Levy
Road and 60’ from Levy Road to Dutton
Island Road. Two travel lanes are present,
and on-street parking is generally not
restricted. Table 1 summarizes the corridor
characteristics.
Main Street is identified on the City’s
Bicycle Connectivity Plan as a
neighborhood network connecting
adjacent neighborhoods to the Dutton
Island Preserve Trail network and East
through Levy Road.
Main Street's Function Classification is
currently a Local Collector Road.
TABLE 1.
THE CURRENT LENGTH IS 1
MILE LONG
1
MILE
IT CURRENTLY TAKES AN
AVERAGE OF 20 MINUTES TO
WALK THE TOTAL LENGHTH
OF THE STREET
20
MINUTES
EXISTING RIGHT OF WAY
CRASH ANALYSIS
EXISTING TRAFFIC
VOLUMES
Existing traffic volume is relatively
low with an ADT of 548 for 2021
and 2258 for 2020. Posted speed
along the corridor is 25MPH.
~ 85%
> 3%
< 80%
CRASH DATA
Many crashes are in the
afternoon during Monday
through Friday
Many crashes are on the State
Highway system such as A1A
and Mayport Rd.
A community-based analysis
was conducted within Marsh
Oaks Neighborhood with three-
year crash data obtained from
University of Florida’s Signal
Four Analytics, including both
long-form and short-form
crashes between November 5th,
2019, and November 11th, 2021.
A total of 5 crashes were
recorded on Main Street over
the three-year period. No
prevailing crash patterns were
identified, and neither bicycle
nor pedestrian related crashes
were recorded. Most recorded
crashes were property damage
only crashes, and most crashes
occurred during daylight
conditions. Most of the crashes
involved a parked vehicle.
MAIN STREET
Location:
Almost 85% of
crashes results in
non-injury
Less than 3%
involved in alcohol
More than 80%
crashes occur
during the daytime
A three-year citywide crash analysis was
reviewed for the City of Atlantic Beach. A total
of 797 crashes were reported from 1/1/2019 to
12/26/2021. All data was acquired through
University of Florida’s Signal Four Analytics.
CRASH SUMMARY:
CONNECTIVTY NETWORK:
Bicycle connectivity is planned in the vicinity
of the corridor, connecting Main Street, the
Marsh Oaks Neighborhood, and the
surrounding neighborhood. Main Street is
designated as a bicycle route within the City’s
Bicycle Connectivity Plan. Main Street connects
to other planned bicycle corridors such as Levy
Road and Dutton Island Road to the Mayport
Commercial District. It also connects residents
to the Dutton Island Preserve and the extensive
trail network as a local amenity to the City of
Atlantic Beach.
A Bike Boulevard or a Neighborhood Bikeway is a low stress local streets network where vehicle
traffic and speed are designed to be kept at low volumes to make it safer for pedestrians and
bicyclists. Many communities have called it quiet streets, slow streets, or neighborhood bikeways.
A Bike Boulevard design is a complete streets strategy to enhance safety on Main Street.
WHAT IS A BIKE BOULEVARD OR A NEIGHBORHOOD BIKEWAY?
Main Street is designated as a cycle route for
low traffic volume, a bike boulevard, or a
neighborhood bikeway.
Slow Streets – safe mobility for all
Prioritize pedestrian and bicyclist safety
Lower vehicular speed design
Adding shared lane pavement markings (“Sharrows”) to
alert drivers to expect bicyclist in the streets and help
people along the bicycle route
Improving crossing on major streets
Adding wayfinding signage to guide people to local and
regional destinations
Discourage cut throughs through means of traffic calming
There are many ways to enhance the existing neighborhood
bikeway on local streets through the following:
1.
2.
3.
4.
Source: Rural Design Guide – Bike Boulevard
Face-to-face meetings with internal stakeholders,
One-on-one meetings with local elected officials,
Site visits on our own as well as with city staff on two occasions,
Online and printed survey,
Social media posts,
and two public meetings.
This process is useful for when there is a new program or procedure locally that requires
additional information for stakeholders to make decisions upon. This process was a success
to get locals engaged and thinking about potential projects instead of deciding on a project
that may or may not be supported locally either by residents, other stakeholders, or have an
easily available solution considering the existing right of way and infrastructure. This allowed
the task to remain focused on the corridor as well as the purpose of this scope which
included near-, short- and long-term concepts to address local concerns. Complete Streets is
intended to provide a toolbox of scalable solutions to address needs now and in the future.
This comprehension by locals was deemed as valuable a task to the project as the concepts
themselves.
To better understand the qualitative aspects of the project area, the Team utilized several
methodology, includes:
City staff provided a stakeholder list inclusive of email addresses. The Team gathered
stakeholder information from elected officials and survey response data. We coordinated
with stakeholder via emails in three separate occasions to inform residents of upcoming
surveys as well as public meetings. The Team utilized the City's mailing list to inform
residents of the project. This information was then reviewed by staff to arrive at various
values identified by residents and officials to drive which concepts would be provided to the
community for this report.
PROJECT COORDINATION:
QUALITATIVE:INTERNAL STAKEHOLDERS MEETING
PUBLIC MEETING:
Two public meetings were held on December 16th at 1:30 and 5:00 pm for
approximately 1.5 hours. A PowerPoint presentation which is provided in the appendix of
this document was presented by team members Heather Neville from AE and Uyen Dang
from DDEC. An interactive component included a type of puzzle where attendees were
able to select puzzle pieces reflective of what they would like to see in the cross-section
but only allow them to select enough options that would fit within the available right of
way.
The presentation focused on providing education about Complete Streets, community
Placemaking, and how we utilize quantitative data with qualitative data to arrive at an
outcome that satisfies the most needs. The public meeting was showcased on the cover
of the local newspaper (see appendix), which supported additional attendees to the
meeting.
MAIN STREET PROJECT BOARDRESIDENTIAL ENGAGEMENT
PUBLIC MEETING:
Through preliminary survey results, more than 90% of the community was not aware
of the City of Atlantic Beach Complete Streets Policy. Residents were expected to see
final design and constructability concepts. The common theme and feedback received
during the meeting was speeding and access. Many suggestions from local residents who
attended the meeting was project specific to Main Street and show displeasure for a prior
concept been initiated in past years. Specific concern relates to sidewalks, the mini
roundabout, and other small improvements that have been executed by local staff were
discussed.
The most important key takeaway from the public meetings was the lack of awareness
by the community and the need to educate the community more on public processes to
arrive at a project. Also, there are varying opinions based on individuals’ relationship to
the project itself and how it will impact their daily lives. This is expected however for any
project to move forward there needs to be an understanding of trade-offs. The puzzle
exercise utilized during the public meeting showcased this well and opened attendees’
eyes to how important it is to seek input but also to be willing to accept trade-offs.
The project Team developed a
Complete Streets Puzzle as
educational for the adopted
Complete Streets Policy. The Team
presented attendees with a Complete
Streets postcard for share the
knowledge with loved ones during the
holiday season.
31.9%
44%
100%
73%
SURVEY RESULTS:
31.87% were residents of Main Street
43.96% were residents of Marsh Oaks
100% of responses support 20mph design speed
objectives set forth by staff and supported by the
Complete Streets Policy.
Out of the 91 responses
collected:
An eye opening, 73% of respondents were
unaware of the updated policy change
indicating the need for more communication
and education.
91 responses were collected. 31.87% were residents of Main Street, 43.96% were
residents of Marsh Oaks, 100% were residents of Atlantic Beach and six owned a
business in the neighborhood. Comments centered on a desire for safe roads with
dedicated space for all modes. When posed with a trade-off question, responses were
evenly distributed across the four options below:
This indicates there is not a current agreement on which project to move forward with
beyond improvement to connectivity for all modes. This does support a lower
community impact project in the near-term while a larger construction project and its
aspects need to be further understood and weighted against trade-offs to attain
community support.
100% of responses support 20mph design speed objectives set forth by staff and
supported by the Complete Streets Policy.
73% of respondents were unaware of the updated policy change indicating the need
for more communication and education.
The team utilized the SurveyMonkey tool to gather basic information and a basic
understanding of local understanding of the Complete Streets policy and temperature on
various trade-offs and types of construction opportunities available. By design, the survey
was meant to be simple and easy to use and assist in the planning process in information
gathering fees that this project is currently in.
Parking
Trees
Easement on property for sidewalk
Slower Streets
1.
2.
3.
4.
RECOMMENDATIONS:
The following recommendations are based on the qualitative and quantitative data
collected throughout the project. They are broken down into short-, mid-, and, long-
term solutions.
There are quick and cost-effective options that can start to address residential
concern of the Main Street Corridor and Marsh Oaks neighborhood. Some technical
constraints includes existing right away, underground utilities infrastructure and
existing drainage pattern. Other factors include lack of consensus on certain features
such as a sidewalk. The Team have provided conceptual designs to illustrate the
recommendations as it relates to future construction projects as well as programming
the existing right of way as a methodology to address near- and short- term solutions.
SHORT-TERM RECOMMENDATIONS:
Short-term recommendations can be executed in a relatively short period of time with
minimal planning and funding. Short-term concepts have the ability to secure future
capital investments to ensure community vision of the Main Street corridor. The
recommendations are community best practices and consistent with the Complete Streets
policy.
Developing additional components to the existing Complete Streets Policy is a way to
support long-term capital improvements for the City. Throughout the process of this
project, the Team coordinated with staff various to address other concerns and roads
within the community. Some recommendations are not limited to only Main Street but
can be translated to other roads within the Marsh Oaks Neighborhood.
Much of the near and short-term recommendations is communication and education.
They key messaging to leadership and the public about the Complete Street policy, what it
means to have a Complete Street, and how to get the most out of your capital
improvements to achieve the goals of the policy. To do this, the Team recommend the City
take a multi-pronged approach so that there is consistency and continuum of design going
forward that is supported by the community. More education and more communication
about this will help also and longer-term projects as the community becomes more aware
of public process and how projects come about.
The City should consider adding second
layer to the Complete Streets policy such as
Vision Zero with additional initiatives that
support the program. Vision Zero, reviewing
existing code to ensure road design and
inclusive features, as well as reviewing zoning
to ensure it provides the most support to
meet Complete Streets policy objectives.
Parking minimums and maximums, utilization
of curbs, design speed and signage, would all
support how the policy is able to be utilized
without conflicting with other guiding
documents. This also makes the permitting
process more straight forward for the general
public with expected outcomes.
Policy updates:
SHORT-TERM RECOMMENDATIONS CON'T:
Developing a City of Atlantic Beach
Complete Streets website will allow localize
resources for residents to have better
understand of the City's new policy along with
upcoming complete streets projects. Having a
focused site for a complex new policy with
such broad uses for so many different types of
roads and Placemaking will support a more
informed community. This will also help with
future zoning and land development, diverse
and new concepts and support long-term
projects.
Complete Streets Website:
Communication is centralize to the success of
Complete Streets implementation. The Team
recommends the City engage in a public
education campaign maximizing the website,
social media and public meeting spaces to
workshop the community. This will help begin
with the fundamentals and move towards
developing project concepts and designs that are
more inclusive of available updated cross
sections and what the community currently is
aware of. This will expand the options staff has to
use to solve community requests readily
available, reducing costs over time.
Public Education :
Bicycle Education Campaign
Sharrows :
Implementing the City Connectivity Plan
through the usage of sharrows on low speed
roads. Sharrows is a shared-lane marking
indicating where cyclists can ride. Cars have to
give cyclists 3 feet of space when passing. Under
Florida Law, bicycles have the same rights and
responsibilities as a motor vehicle.
SHORT-TERM RECOMMENDATIONS CON'T:
City slow roll bicycle parade to
highlight the City of St. Augustine
new bicycle ordinance.
Street Play, Cyclovia and other open street event play days are a concept currently used
across many cities and counties in the State of Florida. The basis of the project teaches road
users how to operate within the road while vehicles are moving about.
Frequently, public comments regarding road safety and speed of vehicles address how the road
makes them feel. This is not to disregard public comment about those issues because we know
all too well that they do exist, however motor vehicles current iteration provides for a quiet
comfort use while inside a vehicle. This has impacted road users, especially those outside of a
vehicle, senses to perceive information.
Street Play also typically helps with local initiatives where offenders are typically each other’s
neighbors. This works well in many residential roads as well as main streets to educate the
community all at one time and a fun and inviting way. The cost varies depending on how the
municipality or other agency wants to execute this project. It can be as simple as an in street
block party or as robust where we seen 5K is parades etc.
SHORT-TERM RECOMMENDATIONS CON'T :
Lighting: Coordinate with JEA through the existing City franchise agreement to
add new luminaries to existing utility poles. There are currently 19 poles on the
West side and 18 on the east side. With many poles at the intersections, this will
allow added illumination and enhance safety for all users.
Pavement Markings: Update and enhance all stop bars to meet minimum
standards of 24” white per FDOT Design standards.
Signage: Coordinate with Public Works to check reflectivity on all regulatory
signs such as “Stop” signs. Measure the retroreflectivity in accordance with
ASTM D4956.
The goal for short- and mid- term improvement is to improve safety utilizing the latest
standards and specifications to enhance the existing conditions. Short and Mid-Term
Safety improvements for Main Street are the following:
ADA Accessibility : The existing ADA accessibility is limited within the right of
way. Utilize existing pavement width and implement complete streets within
FHWA, MUTCD and FDM guidance to enhance pedestrian access and as interim
solution while capital improvement projects may take many years to implement.
With short-term and long-term vision, the recommended design and target
speed is 20MPH. Due to the existing crash frequency and the crash type on Main
Street, the recommendation is to remove existing parking to allow space for
pedestrian and bicyclist access.
Existing Mini Roundabout:
The existing roundabout does not meet minimal signing and pavement
markings. Utilize MUTCD for additional pavement markings and advance
warning for traffic calming at the intersection.
4th Quarter
A pedestrian lane is a short-term improvement on low and moderate speeds and volumes to
designate space on the roadway for pedestrian usage. The implement this design, provide
signing and pavement markings for a Pedestrian Lane as recommended from Chapter 5 of FHWA
Small Town and Rural Multimodal Networks to be consistent with the City’s Complete Streets
policy and the City’s bicycle network. The pedestrian lane limits are proposed on Main Street
from West 1st Street to Levy Road. There is an existing sidewalk on the East side of Main Street
north of Levy Road. Implementing “sharrows” north of Levy Road will alert drivers to
acknowledge that there are bicyclists utilizing the right of way.
4th Quarter
Option 1: Pedestrian Lane
SHORT- TERM IMPROVEMENTS CON'T:
*The complexity of the pedestrian lane is the offset of the centerline of the roadway and the existing roundabout at Main
Street and 9th which will require a redesign of the intersection with minor drainage and utilities relocation.
**Eliminate all parking along the corridor due to low parking utilization and most crashes are parked vehicles.
Category Recommendations Reference
Design Speed
Lane Width
Sharrows
20MPH
9’
Shared Lane Marking
should be placed
immediately after an
intersection and spaced at
intervals not greater than
250 feet thereafter.
*Pedestrian Lane
**Parking
6’ with 2’ buffer
on X side
No on street parking
FDOT Design Manual Section
233.3 Shared Lanes Markings
2009 MUTCD - Chapter 9C
Shared Lane Markings.
FDOT FDM Chapter 19 -
Traditional Neighborhood
Chapter 5 of FHWA Small Town
and Rural Multimodal
Networks
FDOT FDM Chapter 19 -
Traditional Neighborhood
4th Quarter
An advisory shoulder is used to accommodate pedestrian and bicyclists on roadway segments
that is too narrow. The “motorists may only enter the shoulder when there are no bicyclists” or
pedestrian present. Typical application with low to moderate traffic volume. Volume criteria based
on FHWA MUTCD guidance with vehicle traffic lower than 3000ADT.
4th Quarter
Option 2: Advisory Shoulder
**Eliminate all parking along the corridor due to low parking utilization and the majority of crashes are parked
vehicles.
SHORT-TERM IMPROVEMENTS CON'T:
Category Recommendations Reference
Design Speed
Lane Width
Sharrows
20MPH
16’ Shared
Shared Lane Marking
should be placed
immediately after an
intersection and spaced at
intervals not greater than
250 feet thereafter.
Advisory Shoulder
**Parking
5’ each direction
No on street parking
FDOT Design Manual Section
233.3 Shared Lanes Markings
2009 MUTCD - Chapter 9C
Shared Lane Markings.
FDOT FDM Chapter 19 -
Traditional Neighborhood
Chapter 5 of FHWA Small Town
and Rural Multimodal
Networks
FDOT FDM Chapter 19 -
Traditional Neighborhood
Intersection Treatment Mountable Roundabouts
PLACEMAKING AND COMPLETE STREETS:
Placemaking and Complete Streets are synonymous now as the movement towards
safer mobility for all has evolved. The Marsh Oaks neighborhood is filled with natural
beauty and plenty of public destinations for residents and visitors alike to enjoy. Creating
equal access to all road users and residents can not be under estimated as a significant
way to improve the quality of life and access by harnessing the public right of way.
Equally, this will provide residents within the neighborhood access to other locations
around Atlantic Beach including the ocean and commercial destinations. Leveraging
Complete Streets, the City could consider public art installation, respite focused parklets
including benches and added trees, as well as potential for a district approach capitalizing
on the beautifully named floral streets. While working on this project, the Team began
referring to Marsh Oaks as the Garden District. Concepts like these can drive long term
objectives, create a sense of pride in a neighborhood and establish potential themes
around which design decisions can be made. PAINTED ROUNDABOUTENHANCING BEAUTY
IN
THE COMMUNITY
Long-term recommendations can encompass a lot more of the elements that the
community desires however as a name suggest, they are longer term due to their costs
and construction requirements. A complete redesign of Main Street to include additional
features would also require utility as well as tree removal or relocation. These projects
typically are within the capital improvement program year five and require additional
design and engineering and potentially other added needs such as real estate easements.
Long-term improvements for Main Street shall consist of revisiting all underground
improvements and subsurface infrastructures as a major reconstruction project. The
existing as-builts utilities provided by the City Engineering Staff are dated 1990 with
Sanitary Sewer running along the centerline of the roadway. This placement of utilities
may affect median planting that will not meet the City’s minimum utilities separation. The
existing 8” watermain is on the West side of Main Street may need to be relocated for
proposed sidewalk placement.
MID - TO LONG-TERM RECOMMENDATIONS:
Mid-term recommendations include more robust design, striping and other
construction type projects that would not require extensive rearranging of the right of
way or underground utilities. These recommendations were reviewed by the team as a
reflection of what the community has said that they would like to see for the Main St.
Corridor. With an emphasis on safety, speed management by design, the utilization of a
20-mph design speed accompanied by other vertical concepts including lighting and
signage, these concepts can be done in relatively short amount of time depending on
local budget and desire to complete these projects.
MID-TERM RECOMMENDATIONS:
LONG-TERM RECOMMENDATIONS:
Option 1: Slow Street
4th QuarterSharrows
Shared Lane Marking
should be placed
immediately after an
intersection and spaced at
intervals not greater than
250 feet thereafter.
FDOT Design Manual Section
233.3 Shared Lanes Markings
2009 MUTCD - Chapter 9C
Shared Lane Markings.
4th Quarter
Category Recommendations Reference
Design Speed
Lane Width
20MPH
10' each FDOT FDM Chapter 19 -
Traditional Neighborhood
FDOT FDM Chapter 19 -
Traditional Neighborhood
Sidewalk
Parking
5’
Street parking on the
Intersection Treatment -Mountable Roundabouts
-Tabled Intersection
FDOT FDM Chapter 19 -
Traditional Neighborhood
Driveway Counts
LONG-TERM IMPROVEMENTS:
A slow street design will include a series of lateral shift/chicane for on street parking and new
intersection improvements.
Utilizing striping as a traffic calming
technique is less disruptive to emergency
service vehicles without no vertical or
horizontal elements within the roadway
surface. This concept will accommodate
residential parking demand and allow
adequate access for emergency service
vehicles. Alternating dedicated parking space
through each blocks will give the visual effect
of a lateral shift or chicane within the corridor
and is universally recognized as a traffic
calming strategy. Traffic calming striping gives
the visual impression that roadway width has
been reduced, which has been shown to slow
vehicles down while traveling along a roadway.
This type of striping will not slow down
emergency service vehicles utilizing the
roadway or adversely affect traffic operations.
Consistent with the advisory shoulder presented in a short-term option #2, the Advisory Bike Lane
(ABL) will maintain the existing curb line without major reconstruction or a change in drainage
pattern. This alternative will provide traditional sidewalk on both sides of the street to maintain
Complete Streets.
Option 2: Advisory Bike Lane
A shared use path or wide sidewalk on one side is not recommended for Main Street due to the
existing residential driveways and building setbacks. Creating a 10’ path will place adjacent property
owners in noncompliant of residential parking and vehicle overhang of the existing right of way.
Advisory Bike Lane is a shared space for bicyclists
and motorists within narrow streets. Unlike a shared
street, Advisory Bike Lanes accommodate two-way car
traffic while dedicating safe space for bicyclists. Main
Street is a low traffic volume (≤ 5,000 ADT) network
with vehicular speed of less than 30MPH. These
installations fall in line with the contextual guidance
provided for the Advisory Shoulder treatment featured
in the FHWA Small Town and Rural Multimodal
Networks document.
Advisory Bike Lane shall be installed from West 1st
Street to Levy Road, North of Levy should be a
traditional 5’ bike lane due to the the 60’ right of way
will allow for a higher level of service.
What is an Advisory Bike Lane?
TYPES OF LONG-TERM IMPROVEMENTS:
4th Quarter
4th Quarter
Category Recommendations Reference
Design Speed
Lane Width
Sharrows
20MPH
16’ Shared
Shared Lane Marking
should be placed
immediately after an
intersection and spaced at
intervals not greater than
250 feet thereafter.
Advisory Bike Lane
Sidewalk
5’ each direction
6'
FDOT Design Manual Section
233.3 Shared Lanes Markings
2009 MUTCD - Chapter 9C
Shared Lane Markings.
FDOT FDM Chapter 19 -
Traditional Neighborhood
Chapter 5 of FHWA Small Town
and Rural Multimodal
Networks
FDOT FDM Chapter 19 -
Traditional Neighborhood
Intersection Treatment -Mountable Roundabouts
-Tabled Intersection
FDOT FDM Chapter 19 -
Traditional Neighborhood
ENGINEERS ESTIMATE
4th Quarter
Short-Term
Option 1
Short- Term
Option 2
Internal
Short-Term
Option 2
External
Long-Term
Planning $53,020 $53,020 $53,020 $200,000
Design $63,870 $42,580 $42,580 $600,00
Construction $258,120 $43,020 $172,080 $3,817,480
Construction
20%
Contingency
$51,624 $8,604 $34,416 $190,874
CEI $0 $0 $0 $190,874
Total $426,634 $147,224 $302,096 $5,571,850
A detailed engineers estimate is provided in the appendix.
*Long-term engineering estimate subject to change due to market conditions
shovel ready projects i.e. having complete designs ready to go,
projects that are fully supported by the community via public meeting and votes,
potential concurrency projects across different groups including Parks and Recreation,
Florida Inland Navigation, or others who might have a vested interest in creating better
access to the river.
Funding strategies directly correlate to which policies, procedures, and projects City
leadership and residents desire. Funding mechanisms include the local general fund,
potentially bonding for larger projects, as well as seeking grant funds from state and
federal resources.
Potential funds through the state include the FDOT LAP program, TAP program and
Safe Routes to School. In order to attain those find these projects must be listed with the
North Florida Transportation and Planning Organization(NFTPO) is a priority of Atlantic
Beach and Duval county. This process is straightforward and requires a scope and fee
estimate for the project to be submitted to the NFTPO board via the City's representative
to the Technical Committee. There can be multiple projects listed with the TPO since there
are various funding sources available as the TPO funnels all state funds to projects that
are not direct grant receivership to the city.
The Federal Administration has also released extensive funds available post Covid-
era in order to stimulate various parts of our local economies, making it a good time to
seek out those types of funds. Projects must be outlined with a scope to reflect the
required bullet points within those guidelines depending on the fund source. Money
currently can be used for every stage of projects including planning, design, construction,
and purchase of property. The process is very straightforward however in order to receive
funds there will be some steps in the City must execute depending on the funding strategy.
These include things such as:
There’s also an element of sustainability and resiliency as it relates to a full reconstruction
project and those superlatives help attain more funding for local communities to stretch
local dollars. Depending on the project or projects the City selects the Team will draft
scope language and general fee estimates to support the next steps.
FUNDING STRATEGIES :
City Commission to adopt the Main Street Implementation Plan
City Staff to develop a Capital Improvement Plan (CIP) for short-term and long-term
options
City Staff to coordinate with the North Florida Transportation Planning Organization for
projects to be on the Transportation Improvement Plan (TIP).
This will allow project to receive future funds.
City to allocate funding for planning and design of short-term option
Develop constructability plan and with City Public Works Department
Implementation of short-term recommendations
Next steps include the city and residents deciding on a path. The Main Street Corridor
is a very beautiful local neighborhood road with low traffic, amazing trees, several
neighborhood amenities, and is in good condition on the surface.
Enhancements to the road will only further enhance the March Oaks community as a
destination as well as great place to live. The City should consider a more robust
education and communication program to let residents know about the policy and how it
can support their livability on their own roads as well as how it can help direct other areas
including the commercial district.
NEXT STEPS:
APPENDIX
JANUARY 2022
The scope of services for this contract includes providing Planning and
Engineering staff to assist the City of Atlantic Beach on the following tasks
Overview
Project Deliverables
Review existing conditions of existing planning documents
Traffic analysis
Comprehensive plan
Bicycle network
Parking policy and other functionality of the corridor.
Provide alternative corridor analysis for complete streets
Intersection improvements and connectivity nodes
including public engagement and workshops.
Provide preliminary planning document
Task 2:
Task 3:
Existing conditions memo
Initial design alternatives and workshop presentation
materials
Planning document, typical sections and rendering
Prepare project website and communication strategy to
engage stakeholders in Complete Streets
Workshop findings
Task 1:
SCOPE:
AE ENGINEERING INC. :
DDEC:
AE Engineering, Inc. (AE) has proudly based our headquarters in the City of Jacksonville since 2006.
Our history in the area as a CEI firm means we have engineers on staff who know first hand how to manage
design and cost aspects which help in the planning and design phases. AE has 16 Professional Engineers, 1
Professional Planner and now employs over 130 qualified professionals. AE is also a certified DBE and
minority owned business.
AE is proud of our new Planning Department with a 10-year history in Northeast Florida focused on
Strategic Planning. AE acquired VRUM Planning (VRUM) in 2020, formerly owned and founded by Director
and Senior Transportation Planner, Heather Neville, AICP. VRUM’s experience as a Transportation Planner,
existing clients and regulatory relationships match AE’s expected quality and desire to create better places
for people. VRUM’s support services include municipal and county level Transportation Planning and Traffic
Review for bicycle, pedestrian, mobility, access, transit hub, safety, signage, sub area planning includes
calculations, design and plan review as well as project management. Working with leadership on complex
community concerns and defining a work plan, Heather assists in reaching successful outcomes that
require policy maker approval, community support or projects defined objectives. This included working
closely with the Transportation Planning Department, Parks & Recreation, GIS Systems and others. Results
identified creative long-range concepts as well as practical and implementable measures including
strategic funding, grant application and grant administration.
DDEC is a boutique transportation engineering firm based in West Palm Beach, FL that is dedicated to
reinventing the way the world moves through innovative planning, placemaking and engineering. DDEC is
specialized in safety and mobility projects with special emphasis on community engagement and
communications. DDEC’s professional engineers are experienced in federally funded grant projects that
can handle a project from conception to implementation. Founded with the core values of safe and
sustainable infrastructures, DDEC is dedicated to creating change within the built environment. DDEC is
also minority and women owned.
AB Main Street CS Task
memo
AE Engineering Inc.
To: Amanda Askew, AICP Atlantic Beach,
From: Heather Neville, AICP AE Engineering and Uyen Dang, PE DDEC
CC: Shane Corbin, AICP City Manager
Date: 12/15/2021
Re: Main Street Complete Street Task Public Engagement Outline
AE and DDEC provide the following outline to promote the Public Engagement portion of the Main Street Complete
Street Public Meeting.
Meeting Info:
• Date: 12/16/2021, Thursday
• Time: 1:00PM – 2:30PM and 5:00 – 6:30PM
• Location: Atlantic Beach City Commission Chamber
• Materials:
o Door to door flyer, 5.5”x8”
o Flyer PNG Format
o Survey including QR Code and Electronic Sharable Link
Launch locations and dates:
• Stakeholder email list 12/9 and 12/14
• Nextdoor Post 12/9 and 12/15
• City Facebook Post 12/9 and 12/15
• Door to door on Main Street 12/10
Email and Nextdoor Content:
• Art: Flyer
The City of Atlantic Beach has engaged one of our continuing service firms, AE Engineering Inc. and Traffic Specialist
DDEC to support the City’s newly adopted Complete Streets Policy objectives. The first project will focus on Main
Street and the Marsh Oaks neighborhood and businesses. Residents, businesses and others are invited to join the
public outreach sessions.
• What: Stakeholder Open House When: 12/16/2021 Where: Atlantic Beach Commission Chambers
• Times: 1:00PM - 2:30PM and 5:00PM - 6:30PM
• A Visioning Session for Main Street & Area From W 1st Street to Dutton Island Road
• Focus - Traffic calming, place making
2
The program will be in an open house format with a 20-minute presentation at the beginning of each session. Our
consultant team has also prepared a survey to gauge community understanding and interest in the policy. Please
consider attending, participating in the survey or sending an email with thoughts.
Survey link: https://www.surveymonkey.com/r/ABMainStreetCS
Next steps will include making near, short- and long-term recommendations for the Main Street and Marsh Oaks
Neighborhood that will support the Policy and support community needs.
Thank you and we look forward to continuing to serve our community.
Social Media Narrative:
Art: Use Flyer
We value your input! Help support AB Complete Streets! Focus Area Main Street, Marsh Oaks December 26th. Take
the Survey https://www.surveymonkey.com/r/ABMainStreetCS
Flyer:
Staff Contact:
Amanda Askew,
Director of Planning and Community Development
P: (904) 247 5841
E: aaskew@coab.us
Consultant Contact:
Heather Neville, AICP
AE Engineering Inc.
P: (904) 509 6895
E:hneville@aeengineeringinc.com
FOCUS AREA:
MAIN STREET
What: Stakeholder Open House
When: 2/15/2021
Where: The Urban Farm
Times: 2:00PM - 3:30PM and 6:00PM - 7:30PM
A Visioning Session for Main Street & Area
From W 1st Street to Dutton Island Road
Focus - Traffic calming, place making
CITY OF ATLANTIC BEACH COMPLETE STREET PROGRAM
Take the survey! Stay up to date.
Follow the QR Code or
Visit www.COAB.com/CompleteStreet
SAN PABLO
ELEMENTARY
SIIJdents learn about
sea IIJrtle&I Page 2
CLEANUP
seaches Go Green
cleans up Beaches
Town Center I Page 2
THE BEACHES LEADER
Vol. 59 • No. 26 Serving the communities ot At11ntlc Beach , Jacksonvlllt e,,,ch, Neptune Beach, Mayport and Ponti Vodrl BelCh since
1963
Sl
(From left) Maria Mark, Beaches Watch president; Dr. Randy Hayes, ~EAM volunteer; L~ri
Richards , BEAM executive Director; and Mary Ellen Waugh, BEA~ d1re~or ot fo~ servrces,
are shown during the presentation of the 2021 Beaches Watch Give sac Do.nation to BEAM .
Beaches Emergency Assistance Ministry (BEAM) received the award for helping local famllles
recovering from the pandemic. - - - ------------------ - -----
Pete's Bar changes owner§hip
-by LIZA MITCHELL -planet that yo, :0wd still pl,Y pool -=it',--;;t: ;;f.';: to '°'!'ment ?0
, CONTRJBUTO~ . for a quarter. That pool table LS here ~bat 50
' he said.
Its last ca.11 for an iconic Nep-for the entertainment of the guests-E
tune Beach landmark. The bar and They're the ones spending money at
package store holds the first liquor thebarastheyunderstand,•be said.
license issued in Duvnl County to "They don't intend on changing the
Pete Jensen following the repeal of bar. They still plan on carrying on
prohibition. Since 1933, Pete's Bar tht> Thanksgiving tradition . The only
has bttn operated at 117 First Street thing different when you walk in the
'ttingslow said the
newo\\nersarecommitted to main-
taining th~ bar's original format,
what they do above and beyond that
ls uptothematthecity'sdiscretion.
"What they do in addition is on
them . They are going to have to do
that on their own/ he said regard-
ing possible expansion opportuni•
ties including a rooftop deck.
by generations of the Jensen family. door is that Tom won't be there:
On Tuesday, that chap~r closed Whittingslow said there's no tn1th
as the bar officially changed own· to the rumors that have been swirl·
ership. Co-owner Tom Whitting· ing on social media fo r the last six
slow confirmed the sale Monday to months. He said he's heard every-
a retail holdings group "v.ith ties to thi ng from the site is being cleartd
the Beaches." According to Whit-to make way for condos, it was pur-
tingslow, the new owners intend chased by out-of-state -and some-
to honor the legacy and the tradi · times international -developers
tions that are unique to Pete's B&r. that wan t to build an Applebee's or
They've even made notes on ctrtain other resta urant franchise.
elementsreferredtoas"Pete-isnu." While he wouldn 't comment on
"'Ibey understand the traditions theldentityofthenewowners, Whit-
nod wba l makes Pete's Bar Pete's tingslow confirmed they own inter-
Bar, like 25-cent pool. You Cl.D 't est in multi ple projects throughout
change that. There's no place on the Jacksonville Beach and Riverside.
"I'd Jove to have had the money
to do a rooftop deck. They'll have to
propose that [to the city]. rm not
going to speak for them. It,all has to
go through a review board, but the
fact that there's a rooftop deck will
make no dilference to what's here
now. What exists now hasn't changed
much ove r the last several decades.
With it's faded wood paneling, walls PETE'S, sec page 6
Adventure Landing rezoning
request deferred until 2022
dentlal buildinpwhich are all below
35 feet , rneedn& the city's height,
parking and stormwater require-
ments .
A rezoning request to ace.om•
modate a high-density residential
project proposed for the Adventure
Landing site wns deferred Monday
by the Jackso nville Beach Planning
Commission. Agents fo r the de,rel·
oper notified city staff that th ey in-
tended to wait until after the first of
the year to resubmit the applica tion .
Developers are seeking a land use
amendment to the 2030 Compre-
hensive Plan for approximately 22
acres located at 1944 Beach Blvd.
They are also attempting to re-
zone the 53.8-acre site, which has
existed u a theme park since the
mid-199os, to Planned Unit Devel·
opment. The commission voted 4-1 in favor
ofthcdefennent, with David Dahl lo
oppo,ldon. Commission Cbalnnao
Greg Sutton encouraged both the
applicant and city planning staff to
be "conservative on the date that we
chose in the future out of respect for
everybody's time that was here to-
night so we make sure we don't have
a deferraJ inthe future."
Plarui include 427 residendal
units in \our multi-family buildings;
a 177-umt and a 90-unit structure
each with its own amenity court~
yard; a 78-unit building; and an
82-unit building \\ith the ground·
floor leasing, club and fitness cen-
ter on the ground floor and an out·
door pool. The Adventure Landing
theme park is scheduled to close this
month.
The site would WO Include a to·
ta] of 854 spaces in a four-level
400-space parking garage and 4s,;
surface parklnl spots. The parking
garage ia situated behind the resi-
To obt ai n~tbe density fneoessary
for the sso mlllion ,partn\ent com-
plex , the _c1 t)Emust amend the zoning
designa11on for •pproximately five
acres from . ation/Open Space
land"" to lJl&h Denlity Resldeo!W
wupmtou,ty
nol puking
. par Prtor,to 1996,
it was Jesigblted u Hi&Ji Density
and 1.011 Deollty \Residendal, and
was cha nged to ' hcreailon/Opeo
space to nccommodate the aeuonal
parking for tlie ~tin LIDd-
ing thrJlll' put. Approximat ely L9
acres 1H1old rimairi desi,nated as
Recrtat10~ Space. ~o,-:apages
New program is
designed for safe
transportation in AB
Atlantic kJich officials ~re see::::t:~~:~
puttoirnplem~ta newp ... A..id 1be City sali d cohesive traJllPOrtation ChJ"' e.
Co~isslon recently adopted the Complete Streets
p r designed to facilitate tn11vel for drivers, ~e;s. =: bicyclists, shared mobility and mass traMt op--
::a::nirest in the Complete Strttts policy.
Consultants with AE Engineering Inc. an~ ~c Spe--
'alist oDEC will assist city staff In establishing short· :nd long-term recommenda?oos for the ~ro~Kt area. outing a recent presentation to coIDl]llSSlon mem·
t,ers Planning and Community Development Director -da Askew said the Impetus for the program grew from dlscUSSions during the Parks Master. Piao pro-
cess. City officials hosted a town hall mtttin8 on the
topic to help refine the concept. "It's a mnsportation and design approach that re-quires streets to be planned, desi~ed. opented and
maintained to enable safe, converuent and com!of!·
able travel and access for users of all ages and abill·
ties regardless of their mode of tranSJ)Ortation," she
aaid. -i'bere's multiple examples of complete st:red elements throughout the city and there's more that we
can do: I ~polnted_ ... _ .. tbepa>e-~~~=-~-=-= transportation needs of the specific area. A multi•use
path could be installed in a school zone to ensure stu·
dents can navigate safely to and from school. ·Some of the things include bike Janes, shared paths,
arrows, maybe there's some street furniture that we
can add along the street,-she said. "You could even
potentially look at speed limits or stop signs so there
arc multiple things in the wheelhouse we could use to
implement some of these things. -According to Askew, the city has already installed
\\ider paths and bike lanes as part of its approach to
complete streets. •1t is a priority that the commission identified in a
LEED roadmap as part of the top 10 recommenda-
tions,~ she said. ·11 helps incorporate recommenda·
tions from the Connectivity Plan and it provides a
framework for staff to review projects. "Whenever there is a new transportation project,
whether it's a street repaving or a new street going in,
staff would look at it and it would be looked at by mul-
tiple departments; the Planning Department, Public
Works, Police and Engineering,· she said. -We have
criteria that we would use so ifs not subjective to re-
view each project on a project-by-projKt basis. We
would coordinate with other jurisdictions and agen-
cies as needed.~ Askew said projects are to be prioritized by the level
of need of a particular neighborhood and implement·
ed to reflect the character of the surrounding environ-
ment. Citiz.ens without any transportation projects
planned for their neighborhood may apply for a multi-
departmental review to determine eligibility. A mini·
mum of 55 perttnt of the residents in a specific block
would have to agree before staff would consider an ap-
plication. City staff' also considers annually the avail·
able budget, community benefit and other data when
considering complete streets' projttts. ·u we look at this on a yearly basis, we could get an
idea of where we are and where we need to go. We are
going to look at the number of paths that we have cur·
reotly and the amount of paths we're adding, the num·
ber of curb ramps, the number of new treeS, signage,
traffic conflicts between pedestrians and bicyclists, the
number of children walking and biking to school and
the vehicle miles tra,,eled,~ said Askew, adding that
coofilct define areas with a high number of traffic ac•
cidents or near accidents. Locations prone to •c1ose
wls"aremoredifficultlotrack. "I kind of believe if you build ii, they will come.
Maybe the.re's not [a path] the.re now and peopleo.ren't
taking advantage of getting outside and biking and
walking. But If you build a path or a bike lane, people
will take advantage of it and it "ill be safer for them.
Instead of getting in your car to go to the park, you
might get on your bike or walk."
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AB Main Street Survey - Complete Streets
1 / 7
25.25%25
74.75%74
Q1 Are you aware of the newly adopted Complete Street Policy?
Answered: 99 Skipped: 0
TOTAL 99
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No
ANSWER CHOICES RESPONSES
Yes
No
AB Main Street Survey - Complete Streets
2 / 7
Q2 If you could change one feature about Main Street what would it be?
Answered: 83 Skipped: 16
AB Main Street Survey - Complete Streets
3 / 7
Q3 What are you willing to give up to get it? Please rank.
Answered: 85 Skipped: 14
44.00%
33
26.67%
20
21.33%
16
8.00%
6
75
3.07
6.67%
5
24.00%
18
20.00%
15
49.33%
37
75
1.88
20.78%
16
33.77%
26
28.57%
22
16.88%
13
77
2.58
34.15%
28
14.63%
12
25.61%
21
25.61%
21
82
2.57
0 1 2 3 4 5 6 7 8 9 10
Parking
Trees
Easement on
your propert...
Slower streets
1 2 3 4 TOTAL SCORE
Parking
Trees
Easement on your property for sidewalk
Slower streets
AB Main Street Survey - Complete Streets
4 / 7
31.31%31
68.69%68
Q4 Are you a resident on Main Street?
Answered: 99 Skipped: 0
TOTAL 99
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No
ANSWER CHOICES RESPONSES
Yes
No
AB Main Street Survey - Complete Streets
5 / 7
41.41%41
58.59%58
Q5 Are you a resident of Marsh Oaks? (The Neighborhood bounded by
Mayport Road, The River, Dutton Island Road and W. 1st Street)
Answered: 99 Skipped: 0
TOTAL 99
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No
ANSWER CHOICES RESPONSES
Yes
No
AB Main Street Survey - Complete Streets
6 / 7
6.06%6
93.94%93
Q6 Do you own a business in Marsh Oaks? (The Neighborhood bounded
by Mayport Road, The River, Dutton Island Road and W. 1st Street)
Answered: 99 Skipped: 0
TOTAL 99
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No
ANSWER CHOICES RESPONSES
Yes
No
AB Main Street Survey - Complete Streets
7 / 7
98.55%68
15.94%11
97.10%67
5.80%4
100.00%69
100.00%69
97.10%67
78.26%54
92.75%64
82.61%57
Q7 Please provide your contact information.
Answered: 69 Skipped: 30
ANSWER CHOICES RESPONSES
Name
Company
Address
Address 2
City/Town
State/Province
ZIP/Postal Code
Country
Email Address
Phone Number
Main Street Engineer's Estimate
DATE:1/10/2022 20
PROJECT: Main Street Short Term Implementation 30
PROJECT NO.: N/A
PREPARED BY: Uyen Dang
CLIENT PROJECT MANAGER: Amanda Askew, AICP
Item #Description Quantity Unit Bid Unit Price Bid Extension
4 FDOT PAY ITEM N/A: AUDIO-VISUAL PRE-CONSTRUCTION AND POST CONSTRUCTION RECORDS 1 LS $1,000.00 1,000.00$
6 FDOT PAY ITEM 102-14: TRAFFIC CONTROL OFFICER 40 HR $100.00 4,000.00$
7 FDOT PAY ITEM 102-60: WORK ZONE SIGNS, F & I 200 DY $1.00 200.00$
19 FDOT PAY ITEM 102-74-1: CHANNELIZING DEVICE, TYPES I, II, DI, VP, DRUM, OR LCD, F & I 400 DY $8.00 3,200.00$
23 FDOT PAY ITEM 102-74-9: TRAFFIC CONES, F & I 600 DY $8.00 4,800.00$
29 FDOT PAY ITEM 102-76: ARROW BOARD / ADVANCE WARNING ARROW PANEL, F & I 40 DY $50.00 2,000.00$
41 FDOT PAY ITEM N/A: FDOT CERTIFIED FLAG PERSON 40 DY $45.00 1,800.00$
669 FDOT PAY ITEM 700-1-40: SINGLE POST SIGN, INSTALL 50 AA $300.00 15,000.00$
670 FDOT PAY ITEM 700-1-50: SINGLE POST SIGN, RELOCATE 10 AA $500.00 5,000.00$
671 FDOT PAY ITEM 700-1-60: SINGLE POST SIGN, REMOVE 50 AA $100.00 5,000.00$
693 FDOT PAY ITEM 705-11-1: DELINEATOR, FLEXIBLE TUBULAR 210 EA $100.00 21,000.00$
698 FDOT PAY ITEM 710-11-101, 710-11-201, OR 710-11-421: PAINTED PAVEMENT MARKINGS,
STANDARD, WHITE, YELLOW, OR BLUE, SOLID, 6 IN 2200 LF $2.50 5,500.00$
700 FDOT PAY ITEM 710-11-123 OR 710-11-223: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE
OR YELLOW, SOLID FOR CROSSWALK AND OUNDABOUT, 12 IN 2640 LF $3.00 7,920.00$
702 FDOT PAY ITEM 710-11-125 OR 710-11-225: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE
OR YELLOW, SOLID FOR STOP LINE OR CROSSWALK, 24 IN 660 LF $4.00 2,640.00$
703 FDOT PAY ITEM 710-11-131 OR 710-11-231: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE
OR YELLOW, SKIP, 10-30 OR 3-9 SKIP, 6 IN WIDE 10560 LF $3.00 31,680.00$
704 FDOT PAY ITEM 710-11-160: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR
SYMBOL 40 EA $300.00 12,000.00$
705 FDOT PAY ITEM 710-11-170: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROWS 14 EA $300.00 4,200.00$
708 FDOT PAY ITEM 710-11-302: PAINTED PAVEMENT MARKINGS, STANDARD, BLACK, SOLID, 6 IN 10560 LF $0.50 5,280.00$
711 FDOT PAY ITEM 711-16-101 OR 711-16-201: THERMOPLASTIC, STANDARD, WHITE OR YELLOW,
SOLID, 6 IN 2200 LF $2.75 6,050.00$
713 FDOT PAY ITEM 711-11-123: THERMOPLASTIC, STANDARD, WHITE, SOLID FOR CROSSWALK AND
ROUNDABOUT, 12 IN 2640 LF $4.00 10,560.00$
715 FDOT PAY ITEM 711-11-125: THERMOPLASTIC, STANDARD, WHITE, SOLID FOR STOP LINE OR
CROSSWALK, 24 IN 660 LF $5.00 3,300.00$
718 FDOT PAY ITEM 711-11-160: THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL 40 EA $300.00 12,000.00$
719 FDOT PAY ITEM 711-11-170: THERMOPLASTIC, STANDARD, WHITE, ARROW 14 EA $300.00 4,200.00$
722 FDOT PAY ITEM N/A: REMOVE EXISTING PAVEMENT MARKINGS 250 SF $7.00 1,750.00$
724 FDOT PAY ITEM N/A: MINIMUM CHARGE FOR STRIPING FOR EACH PROJECT 1 EA $2,000.00 2,000.00$
172,080.00$ TOTAL:
Estimated Work Days:
Estimated Calendar Days:
Main Street Engineer's Estimate
DATE:1/10/2022 180
PROJECT: Main Street Long Term Implementation 30
PROJECT NO.: N/A
PREPARED BY: Uyen Dang
CLIENT PROJECT MANAGER: Amanda Askew, AICP
Item #Description Quantity Unit Bid Unit Price Bid Extension
4 FDOT PAY ITEM N/A: AUDIO-VISUAL PRE-CONSTRUCTION AND POST CONSTRUCTION RECORDS 1 LS $1,000.00 1,000.00$
6 FDOT PAY ITEM 102-14: TRAFFIC CONTROL OFFICER 240 HR $100.00 24,000.00$
7 FDOT PAY ITEM 102-60: WORK ZONE SIGNS, F & I 1800 DY $1.00 1,800.00$
19 FDOT PAY ITEM 102-74-1: CHANNELIZING DEVICE, TYPES I, II, DI, VP, DRUM, OR LCD, F & I 3,600 DY $8.00 28,800.00$
21 FDOT PAY ITEM 102-74-2: CHANNELIZING DEVICE, TYPE III, 6 FT, F & I 900 DY $50.00 45,000.00$
23 FDOT PAY ITEM 102-74-9: TRAFFIC CONES, F & I 5400 DY $8.00 43,200.00$
29 FDOT PAY ITEM 102-76: ARROW BOARD / ADVANCE WARNING ARROW PANEL, F & I 360 DY $50.00 18,000.00$
41 FDOT PAY ITEM N/A: FDOT CERTIFIED FLAG PERSON 360 DY $45.00 16,200.00$
46 FDOT PAY ITEM 104-11: FLOATING TURBIDITY BARRIER 100 LF $40.00 4,000.00$
49 FDOT PAY ITEM 104-18: INLET PROTECTION SYSTEM 40 EA $115.00 4,600.00$
57 FDOT PAY ITEM 110-2-1: CLEARING AND GRUBBING 17600 SY $25.00 440,000.00$
70 FDOT PAY ITEM 110-4-10F: REMOVAL OF EXISTING CONCRETE-CURB AND GUTTER 8500 LF $30.00 255,000.00$
75 FDOT PAY ITEM 120-1: REGULAR EXCAVATION 10000 CY $35.00 350,000.00$
82 FDOT PAY ITEM 121-70-2: FLOWABLE FILL 1000 CY $130.00 130,000.00$
104 FDOT PAY ITEM 285-708: OPTIONAL BASE, BASE GROUP 08 17600 SY $14.00 246,400.00$
128 FDOT PAY ITEM 334-1-11C, 334-1-12C, 334-1-13C, 334-1-14C, OR 334-1-15C: SUPERPAVE
ASPHALTIC CONCRETE, TRAFFIC A, B, C, D, OR E, GREATER THAN OR EQUAL TO 500 TON 3000 TN $130.00 390,000.00$
185 FDOT PAY ITEM 425-1-211: INLETS, CURB, TYPE 10, <10 FT 40 EA $1,200.00 48,000.00$
228 FDOT PAY ITEM 425-2-61: MANHOLES, P-8, <10 FT 10 EA $1,500.00 15,000.00$
238 FDOT PAY ITEM 425-5: MANHOLE, ADJUST 10 EA $2,500.00 25,000.00$
249 FDOT PAY ITEM 430-173-112B, 430-173-115B, 430-173-118B, OR 430-173-124B: PIPE CULVERT
RCP MATERIAL ONLY, ROUND, 12 IN, 15 IN, 18 IN, 24 IN, GUTTER DRAIN 5280 LF $45.00 237,600.00$
424 FDOT PAY ITEM 520-1-10: CONCRETE CURB & GUTTER, TYPE F 10560 LF $30.00 316,800.00$
431 FDOT PAY ITEM 522-2A: CONCRETE SIDEWALK AND DRIVEWAYS, 6 IN THICK 4200 SY $60.00 252,000.00$
432 FDOT PAY ITEM 522-2B: CONCRETE SIDEWALK, 8 IN THICK 1800 SY $70.00 126,000.00$
440 FDOT PAY ITEM N/A: ADA COMPLIANT CURB RAMP, TWO-DIRECTION 28 EA $3,000.00 84,000.00$
669 FDOT PAY ITEM 700-1-40: SINGLE POST SIGN, INSTALL 50 AA $300.00 15,000.00$
670 FDOT PAY ITEM 700-1-50: SINGLE POST SIGN, RELOCATE 10 AA $500.00 5,000.00$
671 FDOT PAY ITEM 700-1-60: SINGLE POST SIGN, REMOVE 50 AA $100.00 5,000.00$
693 FDOT PAY ITEM 705-11-1: DELINEATOR, FLEXIBLE TUBULAR 210 EA $100.00 21,000.00$
Estimated Work Days:
Estimated Calendar Days:
Item #Description Quantity Unit Bid Unit Price Bid Extension
698 FDOT PAY ITEM 710-11-101, 710-11-201, OR 710-11-421: PAINTED PAVEMENT MARKINGS,
STANDARD, WHITE, YELLOW, OR BLUE, SOLID, 6 IN 2200 LF $2.50 5,500.00$
700 FDOT PAY ITEM 710-11-123 OR 710-11-223: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE
OR YELLOW, SOLID FOR CROSSWALK AND OUNDABOUT, 12 IN 2640 LF $3.00 7,920.00$
702 FDOT PAY ITEM 710-11-125 OR 710-11-225: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE
OR YELLOW, SOLID FOR STOP LINE OR CROSSWALK, 24 IN 660 LF $4.00 2,640.00$
703 FDOT PAY ITEM 710-11-131 OR 710-11-231: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE
OR YELLOW, SKIP, 10-30 OR 3-9 SKIP, 6 IN WIDE 10560 LF $3.00 31,680.00$
704 FDOT PAY ITEM 710-11-160: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, MESSAGE OR
SYMBOL 40 EA $300.00 12,000.00$
705 FDOT PAY ITEM 710-11-170: PAINTED PAVEMENT MARKINGS, STANDARD, WHITE, ARROWS 14 EA $300.00 4,200.00$
708 FDOT PAY ITEM 710-11-302: PAINTED PAVEMENT MARKINGS, STANDARD, BLACK, SOLID, 6 IN 10560 LF $0.50 5,280.00$
711 FDOT PAY ITEM 711-16-101 OR 711-16-201: THERMOPLASTIC, STANDARD, WHITE OR YELLOW,
SOLID, 6 IN 2200 LF $2.75 6,050.00$
713 FDOT PAY ITEM 711-11-123: THERMOPLASTIC, STANDARD, WHITE, SOLID FOR CROSSWALK AND
ROUNDABOUT, 12 IN 2640 LF $4.00 10,560.00$
715 FDOT PAY ITEM 711-11-125: THERMOPLASTIC, STANDARD, WHITE, SOLID FOR STOP LINE OR
CROSSWALK, 24 IN 660 LF $5.00 3,300.00$
718 FDOT PAY ITEM 711-11-160: THERMOPLASTIC, STANDARD, WHITE, MESSAGE OR SYMBOL 40 EA $300.00 12,000.00$
719 FDOT PAY ITEM 711-11-170: THERMOPLASTIC, STANDARD, WHITE, ARROW 14 EA $300.00 4,200.00$
722 FDOT PAY ITEM N/A: REMOVE EXISTING PAVEMENT MARKINGS 250 SF $7.00 1,750.00$
724 FDOT PAY ITEM N/A: MINIMUM CHARGE FOR STRIPING FOR EACH PROJECT 1 EA $2,000.00 2,000.00$
757 FDOT PAY ITEM N/A: WATER METER BOX, INSTALL 90 EA $700.00 63,000.00$
758 FDOT PAY ITEM 425-5-1: MANHOLE, ADJUST, UTILITIES 10 EA $2,000.00 20,000.00$
818 ALLOWANCE: IRRIGATION SYSTEM 1 EA $50,000.00 50,000.00$
819 ALLOWANCE: UTILITIES COORDINATION AND ADJUSTMENTS 1 EA $50,000.00 50,000.00$
820 ALLOWANCE: LANDSCAPING 1 EA $300,000.00 300,000.00$
822 ALLOWANCE: PERMIT FEES, NON-BROWARD COUNTY AGENCIES 1 EA $50,000.00 50,000.00$
823 ALLOWANCE: MAILBOX RELOCATION OR NEW 90 EA $300.00 27,000.00$
300 3,817,480.00$ TOTAL: