Connectivity Plan
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City of Atlantic Beach
Bicycle and Pedestrian
Connectivity Plan
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TABLE OF CONTENTS
1. Introduction & Guiding Principles pg. 3-9
2. Community Input pg. 10-15
3. Existing Facilities pg. 16
4. Identified Opportunities pg. 17-18
4a. “Dutton to Donner and East Coast Greenway” pg. 19-22
4b. “River Branch to East Coast Greenway” pg. 23-27
4c. “Tide Views to Dutton” (Main Street) pg. 28-31
4d. “Tide Views to River Branch Marsh Overlook” pg. 32-35
4e. “Tide Views to Veteran’s” pg. 36-37
4f. “Rose to Tide Views” pg. 38-41
4g. “Rose Park to East Coast Greenway” (W Plaza) pg. 42-44
4h. “East Coast Greenway to Howell Park” pg. 45-49
4i. “East Coast Greenway to Jordan Park” pg. 50-52
4j. “East Coast Greenway to Jordan and Jack Russell Parks” pg. 53-56
4k. “AB Dog Park to East Coast Greenway” pg. 57-62
4l. “Royal Palms Connections” pg. 63-68
4m. “Sailfish to ABE and Howell Park” pg. 69-71
4n. “Seminole to the Beach and Beaches Town Center” pg. 72-76
4o. “Plaza to Bull Park and the Beach” pg. 77-81
4p. “Johansen to Jack Russell” pg. 82-84
4q. “Selva Marina Walking Path” pg. 85-87
4r. “Country Club to Johansen Park and the Beach” pg. 88-90
4s. “Seminole Road Missing Link” pg. 91-93
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1. Introduction & Guiding Principles
Introduction
Improving connectfvity by providing a safe environment for pedestrians and bicyclists is a top priority within
the city. The purpose of this plan is to identffy opportunitfes for on– and off-street facilitfes that create safe
and comfortable connectfons that capitalize on the city ’s natural, cultural, and recreatfonal amenitfes such
as parks, commercial districts, schools, community centers and the beach. In additfon to enhanced connec-
tfvity and access, pedestrian and bicycle infrastructure also influence:
Public health
Creating opportunities to walk or bike to destinations increases physical activity and improves the health
of residents by reducing rates of cardiovascular disease, risk of coronary artery disease, and risk of stroke
while improving mental health and overall quality of life. Pedestrian and bicycle infrastructure offers resi-
dents the opportunity to live healthier lifestyles and increase life expectancy.
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Introduction
Safety
Bicycle and pedestrian facilities improve safety by reducing the risk of pedestrian-automobile and bicycle-
automobile crashes. Such facilities also help improve safety by slowing traffic to a people-friendly speed,
which can greatly reduce the risk of a pedestrian fatality in the event of a collision. Further, bicycle lanes
have been shown to improve safety for not just bicyclists, but all users, by increasing cyclist predictability,
reducing wrong-way riding, and increasing traffic control compliance.
Economics
Pedestrian/bicycle infrastructure increases property values, increases the number of visitors to business-
es, and is a more affordable mode of transportation. According to the National Association of Realtors,
70% of Americans say that having bike lanes or trails in their community is important to them and two -
thirds of home buyers consider the walkability of an area in their purchase. Also, real estate values have
been found to be higher in areas with better walking conditions.
The Environment
Environmental benefits of walking and biking include reductions in vehicle emissions and fuel consump-
tion, energy conservation and independence, and improved water quality. Pedestrian and bicycle facili-
ties encourage people to get out of their cars for transportation which in turn reduces vehicle emissions
that pose environmental risks including carbon dioxide, carbon monoxide, volatile organic compounds,
nitrous oxides, and benzene. Decreasing dependency on the automobile by increasing the availability of
alternative transportation can reduce emissions and improve air quality.
Equity
Elderly, children under 16 years old, and lower income residents often largely rely on alternative modes
of transportation including walking, biking, and public transit. Providing safe and convenient access to
transit stops and other daily destinations helps create an equitable community.
Pedestrian/bike facility Crash reduction rate
Minimum 4’ paved shoulder 71% (pedestrian crashes)
Sidewalk 70% (pedestrian crashes)
Bicycle Lane 36% (bicycle crashes)
*Federal Highway Administratfon.
(2008). “Desktop reference for
crash reductfon factors.”
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Guiding Principles
The City completed a Bikeway and Trail Plan in collaboratfon with the City of Neptune Beach and the City of
Jacksonville Beach in 2002, and updated the plan in 2009. This collaboratfon produced a general and concep-
tual plan for a system of bike and pedestrian routes to connect each of the three beach citfes. Based on the
findings of the study, a priority list of desired routes was developed.
The 2002 bikeway plan led to the “Beaches Bikeway” multf-use path that runs from Selva Marina Drive to Pla-
za and then to Main Street. Since the 2009 update, several additfonal paths have been installed based on the
updated recommendatfons. These paths include the 8 foot path on the west side of Seminole Road from Gar-
den Ln S to Oceanforest Dr N; a separated path that connects Dutton Island Preserve with Dutton Island Road
W; the “Safe Routes to School” path along Sherry Dr and Seminole Rd that connects Ahern St to 17th St; an 8
foot multf-use path along Seminole Road from City Hall to Atlantfc Blvd; the walking path in Jack Russell Park;
and a planned 8 foot path along Donner Road from Francis Ave to Sandpiper Ln.
“Safe Routes to School” Path
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Guiding Principles
The 2018 - 2030 Comprehensive Plan includes the following goals, objectfves, and policies addressing safe
and efficient transportatfon optfons for bicyclists and pedestrians:
Policy E.1.2.3 The City shall continue to implement and construct its bicycle and pedestrian pathway system, with prior-
ity given to locations that provide links between neighborhoods, schools, parks and the beach and adjacent beach commu-
nities. Where sufficient right-of-way or land area exists, wider six (6) or eight (8) foot widths shall be the recommended
standard to accommodate for the safety of multi -modal activities. The City shall also advocate the addition of bike lanes to
State and County Roads
Objective B.2.3 Provision of Bikeways and Multi -use Facilities. All new right-of-ways established within the City shall be of
adequate width to provide for bikeways, sidewalks or similar facilities as required to encourage safe and increased pedes-
trian and bicycle activity. Where possible, existing right -of-ways should provide for bikeways, sidewalks, or similar facilities
to encourage safe and increased pedestrian and bicycle activity.
Policy B.2.3.3 All existing rights-of-way shall be reviewed when resurfaced, redesigned, or modified to provide for
bikeways, sidewalks, multi-use paths, or similar facilities throughout the city to provide linkages to schools, parks, and oth-
er destination points.
Objective B.2.4 Energy Efficient Strategies -The City shall maintain its existing street patterns, which have developed to
provide a network of connected neighborhoods and an ability to walk, bike and travel throughout the City with minimum
vehicular travel miles and minimal traffic congestion.
Policy A.1.3.3 The City shall continue to manage, preserve and construct facilities that provide diverse opportunities to all
residents for both passive and active recreation, including parks, nature preserves, trails and bikeways, skateboard parks
and ball fields, dune crossovers, waterway accesses and associated amenities.
Policy A.1.14.1 The City shall maintain an energy efficient land use pattern and shall continue to promote the use of transit
and alternative methods of transportation that decrease reliance on the automobile.
Policy A.1.14.2 The City shall continue to encourage and develop the “walk-ability and bike-ability” of the City as a means
to promote the physical health of the City’s residents, access to recreational and natural resources, and as a means to re-
duce greenhouse gas emissions.
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Guiding Principles
Given the abundance of recreatfonal opportunitfes within the city, it is important to provide safe and conven-
ient access to these amenitfes. In their “Safe Routes to Parks” report, the Natfonal Recreatfon and Park Asso-
ciatfon (NRPA) listed their five essentfal elements of a safe route to a park:
Comfort
It is important to make walking to parks inviting with tree-lined streets, an
appealing and clean environment, and off-road trail access if possible.
Convenience
The NRPA recommends that the route to the park be no
further than one half of a mile or within a 10 minute walk
from where people reside.
Safety
Safety, and perceived safety, can be improved by sepa-
rating pedestrian paths from roads with physical barriers
so that pedestrians are not competing with automobiles.
Access & Design
Proper design benefits all users and allows all citizens to access safe routes to parks. This includes adding
wayfinding signage, reviewing for ADA compliance, and ensuring multiple access points.
The Park
In addition to building a safe route, a park that offers multiple amenities will attract the surrounding pop-
ulation and increase usage of the routes to that park
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Several on and off-street facilitfes are recommended in this document based on comfort and safety of users,
conditfons of roadways or right of ways, and other factors. Brief descriptfons for each facility are below:
Sidewalk
A paved path that runs parallel to the roadway that is designated for pedestrian use. Bicycle and other
recreational activities are not suitable for sidewalk use. Sidewalks can be on either side of a right of way
separated by landscaping or as part of the roadway.
Shared Use Path (also known as multf-use paths, greenways or sidepaths)
This is a multi-use path that is accessible to all users including, but not limited to, people with disabili-
ties, bicyclists, pedestrians, skateboarders, etc. These pathways should be separated from the roadway
by landscaping to provide a buffer and increase safety. When designed correctly, these facilities provide
a high level of comfort for pedestrians and bicyclists.
Elevated Walkway
A pathway that is elevated above the ground to cre-
ate a walking space that may not be possible on the
ground level. They often connect two separate,
ground–level walking locations that were not once
accessible because of topographical limitations.
Guiding Principles
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Shared Roadway Markings
A roadway where both bicyclists and cars can occupy the same lane. These
lanes will include shared roadway markings, or “sharrows” placed on both
sides of the street to indicate to the driver that they must share the road way
and to designate the direction of riding.
Bicycle Lane
A designated portion of the roadway that is designated for preferential and exclusive use of bicyclists.
This lane provides a separate and safe location for people to ride their bike without the added hazards of
sharing a lane. The minimum width for bicycle lanes is 4 feet.
Paved Shoulder
A paved, striped shoulder that is designated for pedestrians and/ or bicyclists. While there is no minimum
width, 4 feet or greater is recommended. Paved shoulders provide a stable walking and riding surface
while also reducing roadway maintenance and improving drainage.
Guiding Principles
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The community input and planning process for this
plan was largely completed in conjunctfon with that
of the recently competed Parks Master Plan, which
began in 2018 with a parks and trails public work-
shop. After a presentatfon by the Planning Director,
partfcipants went to the different “statfons” that had
been set up around the room. One of the statfons
was for “sidewalks and paths” and had a large map
showing the existfng sidewalks and paths within the
city. Partfcipants then wrote their comments on
stfcky notes or directly on the map itself.
In 2019, a two day public charrette was held with
assistance from the Natfonal Park Service (NPS) and
the American Society of Landscape Architects (ASLA).
The first day of the charrette included a “statfon”
that focused on multf-use paths and improving con-
nectfvity throughout the city. Partfcipants from the
public wrote their comments on a map at this sta-
tfon. On the second day, the volunteers from the
NPS and ASLA presented their sketches and Power-
Points based on the community’s feedback. Howev-
er, these sketches focused largely on the parks.
Additfonally, an online “Parks and Trails” survey was con-
ducted by the city with responses from 291 partfcipants.
This survey garnered feedback regarding the importance
of the city’s parks and trails, frequency and reasons for
utflizing the parks and trails, and many other insightiul
questfons and comments.
2. Community Input
2018: Public Workshop
2019: Two-day Public Charrette
2018/2019: Online “Parks & Trails” Survey
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Community Input
A public workshop was held in December, 2018 with one of the “statfons” addressing paths and trails. The
comments from this workshop can be seen below:
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Community Input
In October, 2019, a two-day public charrette was held to address certain parks as well as multf-use paths.
The comments from this workshop are below:
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Community Input
The City conducted a city wide online survey to obtain public feedback about not only city parks and pre-
serves but also about multf-use paths and trails.
77% of survey respondents were very supportfve and an additfonal 19% were somewhat supportfve of
developing new walking/biking trails and/or connectfng existfng ones to improve the city ’s park and rec-
reatfon system.
86% of survey respondents supported using public funds to develop additfonal trails and/or multf -use
paths in Atlantfc Beach.
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Community Input
0
2
4
6
8
10
12
14
16
18
Number of ResponsesResponses
Question 18: Where are trails most needed?
0
10
20
30
40
50
60
70
Number of ResponsesResponses
Question 19:Which amenities would you like to see along trails?
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Community Input
Common themes identffied from the community input included:
Connections to and between parks
Connecting existing trails and paths
Connecting the marsh to the beach (east & west sides of the city)
Connections along the marsh and between the preserves
Safety concerns crossing and traveling along Mayport Road
Connections/access to Hanna Park
Paths and connections on Seminole Road
The public feedback and input gathered helped shape the improvements explored in this plan. For exam-
ple, connections to and between parks are a major focal point of this plan as is demonstrated in the
“Identffied Opportunitfes” map included in this plan. Similarly, connecting existing and proposed paths is
addressed throughout this plan and is a goal of this plan. The “Identffied Opportunitfes” and associated im-
provements proposed serve to connect the entfre city and, while addressed in “segments” , they work to-
gether to try and connect the marsh to the beach. Further, several of the proposed improvements work to
safely connect the city’s marsh preserves (Tide Views, River Branch, & Dutton Island). While not ad-
dressed in this plan, since Mayport Road is a State road, the city has worked with the Florida Department
of Transportatfon (FDOT) and North Florida Transportatfon Planning Organizatfon (TPO) to address safety
concerns on Mayport Road. Efforts thus far have resulted in a speed limit reductfon, planned crosswalk
signalizatfon & tfming improvements, and plans for a “road diet” that include an extension of the East
Coast Greenway (see Resolutfon No. 19-42)) and a bicycle lane from Atlantfc Blvd to Dutton Island Rd. Also
not addressed in this plan is access to Hanna Park from Seminole Road. As many residents know, this has
been a contentfous issue that resulted in the creatfon of an easement essentfally blocking access to Han-
nah Park from Seminole Road. Regarding paths/connections on Seminole Road, this plan addresses im-
provements that would build on the multfple existfng paths on Seminole Road as well as the new path cur-
rently under constructfon south of city hall.
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Atlantfc Beach currently has several shared-use paths including one major east-west and one major north-
south connectfng path. The east-west path is an 8 foot wide, separated shared-use path that runs along the
West Plaza drainage canal from Main Street to Mayport Road and then contfnues east along Plaza to the
“five way” intersectfon with Seminole Road and Sherry Drive. This path was identffied as a priority in the
2002 Bike Plan and constructed a few years later. The major north-south connector is a result of the State’s
“Safe Routes to School” grant program and was completed in 2019. This 8 foot wide multf-use path runs
along Sherry Drive and Seminole Road from Ahern Street north to 17th Street. Additfonal paths within the
city include a shared use path that runs along the “Leroy Everett Memorial Parkway” connectfng Dutton Is-
land Preserve to Dutton Island Road and an 8 foot wide path that runs along Seminole Road from Garden
Lane South north to Oceanforest Drive North, both of which were identffied as prioritfes in the 2002 Bike
Plan. In additfon to these existfng paths, constructfon is underway on an 8 foot path along Seminole Road
from Atlantfc Boulevard north to Jack Russell Park (identffied as priority in 2009 Bike Plan) and plans are un-
derway to install an 8 foot path along Donner Road from Francis Avenue to Sandpiper Road (identffied as a
priority in 2002 Bike Plan). Further, as part of the “East Coast Greenway”, the city has requested that the
North Florida Transportatfon Planning Organizatfon place plans on their list of priority projects for a “road
diet” on Mayport Road which would include the additfon of an 8 to 10 foot shared use path on the east side
and a bicycle lane on the west side of Mayport Road from Atlantfc Boulevard to Dutton Island Road (see
Resolutfon No. 19-42).
3. Existing Facilities
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Utflizing public feedback from the online survey and two public workshops as well as recommendatfons from
the 2002 “Beaches Bikeway Report” and the 2009 “Bikeway and Trail Plan”, the following map identffies op-
portunitfes to improve connectfvity throughout the city. While all new roadway projects should be reviewed
for potentfal pedestrian and bicycle enhancements, staff has identffied these locatfons as opportunitfes for
future pedestrian and bicycle connectfvity .
Most of the identffied opportunitfes are within city right-of-ways with
existfng paved streets. Others, however, are within city parks, unim-
proved right-of-ways, and JEA property.
Local, neighborhood streets with low-traffic volumes and speeds pro-
vide safe and comfortable routes for pedestrians and bicyclists. As
such, many neighborhood streets were not included in this map since
they already operate as shared roadways without an immediate need
for bike lanes or other special improvements. For example, many of
the numbered streets that connect to beach access points are not
identffied on this map as they are low-traffic neighborhood streets that
pedestrians and bicyclists can use safely in their existfng form.
4. Identified Opportunities
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4a. Identified Opportunities
“Dutton to Donner & East Coast Greenway”
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“Dutton to Donner & East Coast Greenway”
Existing Conditions
Dutton Island Road West
Right-of-way width:
50 feet east of George Street
60 feet from George St to Main St
66 feet west of Main St
Pavement width: varies
Connects Dutton Island Preserve, Donner Park, and E.C. Greenway
Dutton Island Road West connects Dutton Island Preserve (both the Atlantfc
Beach and Jacksonville preserves), Donner Park, and Mayport Road. This
stretch of roadway serves a large and expanding residentfal area within both
Atlantfc Beach and Jacksonville and directly connects the future “East Coast
Greenway” along Mayport Road to both Donner Park and Dutton Island Pre-
serve. As such, this roadway has been identffied as an important connectfvity
piece and as an opportunity for bicycle and pedestrian improvements.
Policy A.1.14.2 The City shall continue to encourage and develop the “walk-ability and bike-
ability” of the City as a means to promote the physical health of the City ’s residents, access to
recreational and natural resources, and as a means to reduce greenhouse gas emissions.
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“Dutton to Donner & East Coast Greenway”
Possible next steps
Construct an 8 foot wide shared use path on the south side of Dutton Island Road W from Main Street
to George Street. A path along this stretch of the roadway would provide an off-street connectfon
from Main Street to Donner Park, separatfng bicyclists and pedestrians from vehicles on a busy road. Con-
sider narrowing the width of the path to preserve trees where applicable. There is an existfng 5 foot side-
walk that can be widened to 8 feet to accomplish a
shared use path. Also, a path could be located out-
side of the right of way in Donner Park if necessary.
Drainage swales in the right of way may need to be
“piped” in some areas to allow for a wider sidewalk.
Coordinate with City of Jacksonville to explore constructfng a shared use path on the north side of the
roadway (within COJ) from George Street to Mayport Road. The City of Atlantfc Beach has jurisdictfon
only over the southern part of this right of way, which is too narrow to construct a shared use path. The
north side of the roadway, however, has sufficient space for a potentfal path but any improvements will
need to be done in coordinatfon with COJ.
1.
2.
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“Dutton to Donner & East Coast Greenway”
Possible next steps
Install shared roadway markings (“sharrows”) on the portfons of Dutton Island
Road that are west of Main Street and east of George Street. This optfon will
also need to be done in coordinatfon with the City of Jacksonville for those portfons of
the roadway located within the Jacksonville. Shared roadway markings are useful where
the pavement width is too narrow for bike lanes and where lanes are too narrow for a
bicyclist and motorist to travel side by side.
4.
Install a sidewalk on the south side of Dutton Island Rd W from Mayport Rd to George Street. As
mentfoned, there is not enough right-of-way for this stretch to install a shared use path. Alterna-
tfvely, a narrow sidewalk may be considered for this locatfon. A sidewalk would provide the 10 residentfal
parcels with frontage on this stretch of the road access to Donner Park and to Mayport Road without hav-
ing to cross Dutton Island Road or walking in the grass beside the road.
3.
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4b. Identified Opportunities
“River Branch to East Coast Greenway”
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“River Branch to East Coast Greenway”
Existing Conditions
Levy Road
Right-of-way width:
66 feet east of Main Street
50 feet west of Main Street
Pavement width:
24 feet without curb and gutter east of Main Street
20 feet without curb and gutter west of Main Street
Connects River Branch Preserve to
East Coast Greenway
Levy Road is a major east-west connector and is one of only a few that connect the marsh to Mayport
Road. A common theme from the public feedback was the desire for a east-west connectfon that connects
the marsh to the beach. While this route does not connect all the way to the beach, it does connect the
marsh to Mayport Road/East Coast Greenway and other connectfons to the east.
The JEA parcel offers an off-road route from the end of Levy Road to Dutton Island Preserve. This segment
of the route would provide a more scenic and safer route than traveling Main Street (north of Levy), which
does not contain any bicycle facilitfes and can be hazardous for pedestrians & bicyclists.
There is a roughly 50 foot wide JEA parcel located adja-
cent to the River Branch Preserve from the end of Levy
Road north to the Leroy Everett Memorial Parkway and
existfng path, which leads to Dutton Island Preserve.
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Possible next steps
Work with JEA to discuss installing an elevated walkway/path within their property. An elevated walk-
way would provide access to view the River Branch Preserve and a connectfon to Dutton Island Pre-
serve. This JEA property does not encroach on the FL Land Trust ’s conservatfon easement and is one sectfon
of the proposed “Marsh Preserves Trail” that connects Tide Views Preserve to Dutton Island Preserve from
the Marsh Master Plan. In 2014, there was oppositfon to this trail from some of the residents as well as from
the North Florida Land Trust and funding was diverted to other projects. This proposed segment of the larg-
er trail does not encroach on the NFL Land Trust’s easement and is not adjacent to any residentfal property.
For this reason, it is recommended for discussion and further consideratfon.
1.
“River Branch to East Coast Greenway”
JEA Property
JEA Property (looking south)
JEA Property (looking north)
Policy A.1.3.3 The City shall continue to manage, preserve and construct
facilities that provide diverse opportunities to all residents for both passive
and active recreation, including parks, nature preserves, trails and bikeways,
skateboard parks and ball fields, dune crossovers, waterway accesses and
associated amenities.
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Possible next steps
Construct an 8 foot wide shared use path on the north side of Levy Road from Main Street to May-
port Road. An existfng 5 foot sidewalk could be widened to create a shared use path. On arterial road-
ways with higher traffic volumes, like Levy Road, off-street paths separated from vehicular traffic offer the
safest optfon for pedestrians and bicyclists. Where the path crosses wider commercial driveway cuts, con-
sider removing excess concrete within the city right of way and clearly delineatfng the path by utflizing
paintfngs, marking, and/or different surface material. Also, landscaping should be installed where possible
to buffer path users from vehicle traffic and the adjacent industrial uses.
2.
“River Branch to East Coast Greenway”
Looking East Looking East Looking West
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Possible next steps
Install “shared roadway” markings on both sides of the street. These markings increase awareness of
motorists for the potentfal presence of cyclists as well as directfng cyclists to ride in the proper direc-
tfon. Shared roadway markings are recommended for the stretch of Levy Road west of Main Street, especial-
ly if the path on the JEA property moves forward. However, for the part of Levy Road east of Main Street, off
-street improvements are recommended over on-street markings since this is an arterial road with higher
traffic volumes, including commercial vehicles.
If shared roadway markings are considered, it is recommended that they are added
to West 14th Street (east of Main St) instead of, or in additfon to, Levy Road as W
14th Street experiences lower traffic volumes and speeds due to the stop signs at
each intersectfon. W 14th Street is also part of the designated “US Bicycle Route 1”
which is a designated bicycle corridor through the East Coast (see Resolutfon No. 20-01)
3.
“River Branch to East Coast Greenway”
Install a 4 foot bike lane or
paved shoulder on one side of
the road. The current pavement
width is too narrow to install bike
lanes on both sides of the road. Bike
lanes are designated portfons of the
roadway for the exclusive use of bi-
cyclists. Paved shoulders can be
used by bicyclists and/or pedestri-
ans.
4.
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4c. Identified Opportunities
“Tide Views to Dutton”
(Main Street)
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“Tide Views to Dutton” (Main Street)
Existing Conditions
Right-of-way width:
50 feet south of Levy Road
60 feet north of Levy Road
Pavement width:
24 feet with curb and gutter
south of Levy Road
24 feet without curb and gutter
north of Levy Road
Only paved connection that links Dutton Island & Tide Views Preserves
Main Street is the only road west of Mayport Road that connects Dutton Island Road W and W 1st Street,
near Tide Views Preserve. Public feedback from the online survey and two workshops indicated a strong de-
sire to connect Tide Views Preserve and Dutton Island Preserve. Main Street is currently the only paved road
west of Mayport Road to connect these two preserves. Since this road experiences higher traffic volumes and
speeds, pedestrians and bicyclist facilitfes would help provide a safe and reliable connectfon to these pre-
serves for residents and visitors.
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Possible next steps
Install a bike lane or a paved shoulder on either side of the road. The pavement width is 24 feet,
meaning a bike lane or paved shoulder should be no wider than 4 feet and can only be located on
one side of the road. Preferably, bike lanes and paved shoulders are placed on both sides of the road,
however the pavement width is too narrow for this. Bike lanes are designated portfons of the roadway for
the exclusive use of bicyclists while paved shoulders
can be used by bicyclists and/or pedestrians.
1.
Install “shared roadway” markings on both sides of the street. These
markings increase awareness of motorists for the potentfal presence of
cyclists as well as directfng cyclists to ride in the proper directfon.
2.
“Tide Views to Dutton” (Main Street)
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Possible next steps
Construct a shared use path north of Levy Road on either side of the roadway. This stretch of Main
Street is the only road west of Mayport Road that connects residents south of Levy Road to Donner
Park and the Dutton Island Preserves. However, the sidewalk on the east side of this road is narrow and
is located between industrial property and a drainage swale which prohibits bicyclists and pedestrians
from sharing the sidewalk and makes passing difficult. This results in bicyclists and vehicles often sharing
the roadway and traveling in close proximity; with drain-
age swales on both sides of the road it leaves little room
for error. To install a shared use path, the drainage swales
would need to be piped on that side of the road. Also,
landscaping along this path should be considered to buffer
path users from traffic and the adjacent industrial uses.
3.
“Tide Views to Dutton” (Main Street)
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4d. Identified Opportunities
“Tide Views to River Branch
Marsh Overlook”
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“Tide Views to River Branch/Marsh Overlook”
Existing Conditions
W 6th Street
Right-of-way width: 50 feet
Pavement width: varies
Jasmine Street
Right-of-way width: 50 feet
Pavement width: N/A (unpaved)
Connection from Tide Views to the Marsh Overlook
This proposed route would provide a scenic path over the marsh from Tide Views Preserve to W 6th Street
which could then connect users to the River Branch Marsh Overlook located at the end of this road. In to-
tal, this route would be about one quarter of a mile in length. This route, in conjunctfon with wayfinding
signage, will promote the underutflized River Branch Marsh Overlook by providing an off -road, scenic con-
nectfon from Tide Views Preserve.
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Possible next steps
Install an elevated walkway/path within the Jasmine Street right-of-way from Tide Views Preserve
to W 6th Street. The walkway would need to elevated over marsh and water untfl it reaches the
existfng dirt road within the Jasmine Street right-of-way where the path can then be paved. This path
would provide a scenic optfon for pedestrians to walk over the marsh as well as provide a connectfon to
the underutflized marsh overlook at the end of W 6th Street.
1.
“Tide Views to River Branch/Marsh Overlook”
View of Jasmine Street right-of-way
from Tide Views Preserve
Looking north to W 6th Street from
the Jasmine Street right-of-way
Draft
35
Possible next steps
Install “shared roadway” markings on both sides of the street of W 6th
Street from Main Street to the marsh overlook. Wayfinding signage should
also be installed to direct users of this route. Shared roadway markings in-
crease awareness of motorists for the potentfal presence of cyclists as well as di-
rectfng cyclists to ride in the proper directfon.
2.
“Tide Views to River Branch/Marsh Overlook”
W 6th Street looking east
W 6th Street looking west
Draft
36
4e. Identified Opportunities
“Tide Views to Veteran’s”
Draft
37
“Tide Views to Veteran’s”
Existing Conditions
W 1st Street
Right-of-way width: 50 feet
Pavement width: 20 feet, no curb & gutter
Camelia Street
Right-of-way width: 50 feet
Pavement width: 20 feet, no curb & gutter
Connection from Tide Views Preserve to Veteran’s Memorial Park
Tide Views Preserve and Veteran’s Memorial Park are located only about
one quarter of a mile from each other and are connected by West 1st
Street and a small portfon of Camelia Street. This identffied opportunity
represents an evident and short route that would connect Veteran ’s Me-
morial Park to both entrances to Tide Views Preserve.
Possible next steps
Install “shared roadway” markings on both sides of both W 1st Street and
Camelia Street. Tide Views Preserve and Veteran’s Memorial Park are lo-
cated only about one quarter of a mile from each other and are connected
by West 1st Street and segment of Camelia Street. These are low traffic and low
-speed roads that are safe for bicyclists and pedestrians. However, there are
currently no bicycle or pedestrian facilitfes on these roads that make it clear
that they are shared roadways. Because these are low-traffic roadways, an off-
street path or sidewalk is not warranted in staff’s opinion. Also, the pavement
width of both roads is too narrow for bicycle lanes or paved shoulders. Alterna-
tfvely, shared roadway markings represent a simple, low-cost improvement that
will clearly mark this as a bicycle route.
1.
Draft
38
4f. Identified Opportunities
“Rose to Tide Views”
Draft
39
“Rose to Tide Views”
Existing Conditions
Orchid Street
Right-of-way width: 50 feet
Pavement width: 24 feet with curb and gutter and
24 feet without curb and gutter south of W 6th
Street
West 3rd Street
Right-of-way width: 50 feet
Pavement Width: 20 feet without curb and gutter
Connection from Rose Park & Dog Park to Tide Views Preserve
Orchid Street not only serves as a major connectfon “piece” between Rose Park and Tide Views Preserve
but also provides a much safer alternatfve to traveling on Mayport Road for pedestrians and bicyclists as it
runs parallel to Mayport Road between W 1st Street to W Plaza. Also, residents in this area often travel to
the W Plaza intersectfon to cross Mayport Road when traveling east. As such, improvements to Orchid
Street would benefit the pedestrians and bicyclists that use this route. W 3rd Street then completes the
connectfon by linking Orchid Street to the entrance to Tide Views Preserve on Camelia Street.
Draft
40
Possible next steps
Install a bike lane or a paved shoulder on either side of Orchid Street. The pavement width is 24 feet,
meaning a bike lane or paved shoulder should be no wider than 4 feet and only located on one side
of the road. The pavement width of W 3rd Street is too narrow for a bike lane or paved shoulder.
Construct a shared use path on either side of Orchid Street. This can be accomplished by widening the
existfng sidewalks on the south side of the roadway south of West 9th Street and on the north side of
the roadway north of West 9th Street. Shared use paths allow various transportatfon optfons such as walk-
ers, skaters, joggers, and bicyclists to travel on a path that is separated from automobile traffic.
1.
2.
“Rose to Tide Views”
Orchid Street with a bicycle lane and a shared use path
Draft
41
Possible next steps
Install sidewalks on West 4th and 5th Streets from Orchid Street to the JEA Walking Path and on
West 3rd Street from Main Street to the Tide Views Preserve entrance on Camelia Street. These
sidewalk “extensions” would connect existfng sidewalks to two destfnatfon points; the JEA Walking Path
and Tide Views Preserve. Currently, pedestrians must walk in the street to access these amenitfes. Side-
walks would provide a safer and more comfortable optfon for pedestrians.
3.
“Rose to Tide Views”
Install “shared roadway” markings on both sides of the W 3rd Street. These
markings may also be installed on Orchid Street in lieu of optfons 1 and 2. Such
markings indicate that vehicles must share the roadway with bicyclists.
4.
Draft
42
4g. Identified Opportunities
“Rose Park to East Coast Greenway”
(W Plaza)
Draft
43
“Rose Park to East Coast Greenway”
(W Plaza)
Existing Conditions
West Plaza
Right-of-way width: 50 feet
Pavement width: 20 feet without curb and
gutter
Connection from Rose Park to the East Coast Greenway
W Plaza connects Rose Park to the proposed East Coast Greenway along Mayport Road. Currently, there is
an existfng 8 foot wide shared use path on the north side and a 5 foot wide sidewalk on the south side of
the road. However, improvements can be made to increase safety and comfort for the pedestrians and
bicyclists that use these sidewalks.
No separatfon/
buffer from vehicles
NRPA essentfal elements for a safe route
Safety: Can be improved by separating pedestrian paths from roads with
physical barriers so that pedestrians are not competing with automobiles.
Comfort: It is important to make walking to parks inviting with tree -lined
streets, an appealing and clean environment and off-road trail access if
possible.
Several pine trees were removed on the
south side of road due to disease, resultfng in
a lack of shade and comfort for pedestrians.
Draft
44
Possible next steps
Create a buffer between the 8 foot shared use path and the road, where one does not exist cur-
rently. Roughly 200 feet of the existfng path is located directly adjacent to the street pavement
which results in automobiles exitfng Mayport Road traveling in close proximity to pedestrians and bicy-
clists. To improve safety and comfort, a landscape/grass buffer between the two should be created by
relocatfng the path slightly north. There are drainage swales to the north of the path that would need to
be piped in order to accomplish this.
Relocate the sidewalk on the south side of the road to the southern edge of the city right-of-way and
plant shade trees between the relocated sidewalk and the street. Recently, several pine trees were re-
moved (from private property) on the south side of the road resultfng in a lack of shade for users of this
sidewalk. Staff looked at plantfng shade trees to the south of the existfng sidewalk but due to a stormwater
pipe, it was not possible. It is recommended that the sidewalk be relocated over this pipe and shade trees be
planted between the sidewalk and
street, where the existfng sidewalk is
located. Doing so would create a tree
lined street that would provide shade to
all users of the road and provide a buff-
er between pedestrians and vehicles.
1.
2.
“Rose Park to East Coast Greenway”
(W Plaza)
No separatfon/
buffer from vehicles
Existing
Proposed
Draft
45
4h. Identified Opportunities
“East Coast Greenway to Howell Park”
Draft
46
“East Coast Greenway to Howell Park”
Existing Conditions
Plaza (between Mayport Rd & Seminole Rd)
Right-of-way width: 80 feet
Pavement width:
30 feet with curb and gutter from Mayport Rd to
Sandpiper Ln
22 feet with curb and gutter on one side from
Sandpiper Ln to Jack Russell Park
22 feet without curb and gutter along Jack Russell
Park
Connection from East Coast Greenway to Howell Park
Plaza is the main east-west roadway within the city. The sectfon of Plaza shown here connects Mayport
Road and the proposed East Coast Greenway to Jack Russell Park which can then be utflized to travel to
Howell Park. While existfng facilitfes such as the shared use path on the north side of Plaza and the walking
path in Jack Russell Park provide great opportunitfes for pedestrians and bicyclists to make these connec-
tfons, further enhancements are possible to increase safety and comfort for users.
Draft
47
Possible next steps
Install bicycle lanes on both sides of Plaza from Mayport Road to Sandpiper Lane. The pavement
width for this stretch is 30 feet, sufficient for two 4 to 5 foot wide bicycle lanes. Installing bicycle
lanes would allow bicyclists to travel on-street if desired, as opposed to on the shared use path. Traveling
on-street is often preferred by more advanced bicyclists. Further, the bicycle lanes would decrease the
width of the travel lanes which has been shown to slow traffic down and increase safety.
1.
“East Coast Greenway to Howell Park”
Draft
48
Possible next steps
Install “shared roadway” markings on Plaza between Sandpiper Lane and Seminole Road (the “5-
way” intersectfon) The street pavement is too narrow for this stretch of Plaza to install bike lanes or
paved shoulders. The shared roadway markings will serve those bicyclists that choose to travel on the street,
rather that on the shared use path, for this sectfon of Plaza and will notffy vehicles that they must share this
roadway with bicyclists.
2.
“East Coast Greenway to Howell Park”
Extend the existfng path in Jack Russell Park east to the mid block crossing on Plaza. There is an ex-
istfng 4-5’ sidewalk that does not provide adequate width for multfple users or forms of transporta-
tfon (walking, biking, skatfng, etc.). An 8 foot wide path would connect the shared use path on Plaza to the
existfng path in the park, which then
connects users to Howell Park.
3.
Draft
49
Possible next steps
Create a bicycle path through Howell Park. Currently, a network of coquina paths exist within Howell
Park but coquina is not conducive to bicycles. A solid, pervious material would allow bicyclists to travel
through Howell Park and connect to Jack Russell Park, Bull Park, and the beach. Also, a path through Howell
Park would allow many bicyclists/skaters to avoid crossing the five-way intersectfon which can be dangerous
and uncomfortable for some bicyclists. The path could utflize existfng coquina paths or can be a new separate
path and should connect the entrance on Seminole Road to the entrance at Sherry Drive and 6th Street.
4.
“East Coast Greenway to Howell Park”
Entrance on Seminole Road
Entrance on 6th Street
Draft
50
4i. Identified Opportunities
“East Coast Greenway to
Jordan Park”
Draft
51
Existing Conditions
Francis Avenue
Right-of-way width:
30 feet north of Jackson Road
Pavement width:
20 feet with curb and gutter
Dutton Island Road East
Right-of-way width:
50 feet
Pavement width:
20 feet with curb and
gutter
One connection to Jordan Park from the East Coast Greenway
This route is used by pedestrians and bicyclists to not only visit Jordan Park but also because, other than
Mayport Road, Francis Avenue is the only north-south connectfon between Donner Road and Dutton Island
Road E and is safer and more comfortable than traveling along Mayport Road. This route is already used by
the surrounding residentfal neighborhood to access Jordan Park and the Community Center and will likely
increase in usage with the proposed extension of the East Coast Greenway along Mayport Road as it con-
nects the greenway to Jordan Park.
“East Coast Greenway to Jordan Park”
Draft
52
Possible next steps
Install “shared roadway” markings on Francis
Avenue from Jordan Park to Dutton Island Rd E.
The street pavement is too narrow to install bike lanes
or paved shoulders. Similarly, the right of way width
for this sectfon of Francis Avenue is only 30 feet, in-
sufficient for a shared use path. Shared roadway
markings indicate that vehicles must share the road-
way with bicyclists.
Install a 8 foot wide shared use path on the south side of Dutton Island Road East where the existfng 5
foot sidewalk is located. Due to adjacent commercial and high density residentfal zoning as well as in-
creased traffic from the Atlantfc Beach Country Club, it is recommended that a shared use path separated
from vehicular traffic be installed
rather than on-street shared
roadway markings on Dutton Is-
land Road East.
1.
2.
“East Coast Greenway to Jordan Park”
Draft
53
4j. Identified Opportunities
“East Coast Greenway to Jordan and Jack Russell Parks”
Draft
54
Existing Conditions
Francis Avenue
Right-of-way width:
55 feet south of Jackson Road
Pavement width:
20 feet with curb and gutter
Donner Road
Right-of-way width:
50 feet west of Francis Ave
60 feet east of Francis Ave
Pavement width:
22 feet with curb and gutter
Sandpiper Lane
Right-of-way width:
40 feet
Pavement width:
22 feet without curb and gutter
Connections to Jordan and Jack Russell Parks from EC Greenway
This identffied route consists of three roads; Francis Avenue, Donner Road, and Sandpiper Lane. Donner
Road connects Mayport Road to Francis Avenue and Francis Avenue to Sandpiper Lane. Francis Avenue
connects to Jordan Park and Sandpiper Lane is a popular route that connects Donner Rd to the shared use
path along Plaza, which leads to Jack Russell Park. By improving these roadways, connectfvity between
two parks and the proposed East Coast Greenway, as well as a connectfon between two neighborhoods,
will be enhanced.
“East Coast Greenway to Jordan and Jack
Russell Parks”
Francis Ave
Donner Road
Sandpiper Lane
Draft
55
Possible next steps
Construct an 8 foot wide shared use path on the northern side of Donner Road. Currently, there
is a 5 foot sidewalk that is adjacent to the street with no buffer between it and the street pave-
ment. Since Donner Road experiences heavier traffic, a new shared use path with a buffer would sepa-
rate pedestrians and bicyclists from automobile traffic and provide a safer and more comfortable trip
for users. Further, Donner Road is not located within the center of the right of way like most roads are.
Instead, the road was constructed in the southern part of the right of way leaving space for a shared
use path on the northern side of the roadway. Several fences, driveways, parking pads, and even a
building have been constructed within this right of way that will need to be removed or worked
around to install a path.
Install “shared roadway” markings on both sides of Donner Road and Sandpiper
Lane Both streets are too narrow to install bike lanes or paved shoulders.
Shared roadway markings increase awareness of motorists for the potentfal presence
of cyclists as well as directfng cyclists to ride in the proper directfon.
1.
2.
“East Coast Greenway to Jordan and Jack
Russell Parks”
Existing
Proposed
Draft
56
Possible next steps
Construct an 8 foot wide shared use path on the east side of the road from Jordan Park to
Donner Road. The 55 foot right of way width is sufficient for a shared use path. An existfng
five foot sidewalk on this side of the road could be expanded to create a shared use path. The path
could be located outside of the right of way and within Jordan Park and adjacent city -owned parcel
to extend the path north.
Consider installing “shared roadway” markings on both sides of the
road. Such markings indicate that the vehicles must share the road-
way with bicyclists. The existfng pavement width is 20 feet, not wide
enough for bike lanes or paved shoulders.
3.
4.
“East Coast Greenway to Jordan and Jack
Russell Parks”
Draft
57
4k. Identified Opportunities
“AB Dog Park to East Coast Greenway”
Draft
58
Existing Conditions
Aquatfc Drive
Right-of-way width:
60 feet
Pavement width:
24 feet with curb and gutter
24 feet with on-street parking on
both sides
Royal Palms Drainage Right-of-way
Right-of-way width:
60 feet
City owned parcel (Aquatfc Pond)
Drainage pond owned by city
Narrow but sufficient width for
path on south end
Off-street connection to the AB Dog Park from Plaza
This route connects the Atlantfc Beach Dog Park to the existfng shared use path along Plaza, which then
connects to the East Coast Greenway a couple of blocks west and utflizes a city drainage right-of-way,
drainage parcel, and Aquatfc Drive. This route would provide an off-street connectfon to the AB Dog Park
as an alternatfve to using existfng roads (hot pavement for dogs) and having to travel to Atlantfc Boulevard
or Cutlass Drive.
“AB Dog Park to East Coast Greenway”
Draft
59
Possible next steps
Install “shared roadway” markings on both sides of the Aquatfc Drive from the
city’s drainage parcel to Atlantfc Boulevard. These markings increase aware-
ness of motorists for the potentfal presence of cyclists as well as directfng cyclists to
ride in the proper directfon, and remind cyclists to ride further from parked cars.
Install a 4 foot bike lane or paved shoul-
der on one side Aquatfc Drive. The ex-
istfng pavement width is too narrow to
have them on both sides of the road. Bike lanes
are designated portfons of the roadway for the
exclusive use of bicyclists. Paved shoulders can
be used by bicyclists and/or pedestrians.
1.
2.
“AB Dog Park to East Coast Greenway”
Draft
60
Convert the existfng on-street parking on the east side of the street currently used for the dog park
into a bike lane. This will get bicyclists off of the street and separate them from vehicles. This stretch
of on-street parking ends about 45 feet north of the Atlantfc Villages Shopping Center entrance so a
sidewalk or another type of connectfon may need to be installed to complete this connectfon.
3.
Possible next steps
“AB Dog Park to East Coast Greenway”
Parking Parking
Parking
Draft
61
Install a permeable path along the southern edge of the city’s drainage parcel from Aquatfc Drive to
Cavalla Road. This path would provide a scenic and comfortable connectfon from the Aquatfc Gardens
neighborhood and the Dog Park to Cavalla Road and the Royal Palms neighborhood. Permeable pave-
ment is recommended as this is an area prone to flooding.
4.
Possible next steps
“AB Dog Park to East Coast Greenway”
Draft
62
Install a permeable path along Hopkins Creek which runs parallel to Skate
Road. This drainage right-of-way is 60 feet wide and runs from Plaza south to
the city’s drainage parcel in Aquatfc Gardens. The proposed path would provide an
off-street connectfon , along with the proposed path along the drainage parcel,
from the existfng path on Plaza to the Atlantfc Beach Dog Park. This path should be
permeable so it doesn't negatfvely affect the stormwater capacity and functfons of
this creek. Landscaping and fencing should also be considered as the creek runs
along the backyards of single and mutli-family residences.
5.
Possible next steps
“AB Dog Park to East Coast Greenway”
Draft
63
4l. Identified Opportunities
“Royal Palms Connections”
Draft
64
Existing Conditions
Royal Palms Drive
Right-of-way width:
60 feet
Pavement width:
22 feet with curb and gutter north of
Cavalla Rd
36 feet with curb and gutter south of
Cavalla Rd
Sailfish Drive (south of Plaza)
Right-of-way width:
60 feet
Pavement width:
22 feet with curb and gutter
Cavalla Road
Right-of-way width:
60 feet
Pavement width:
24 feet with curb and gutter
Connections to and through the Royal Palms neighborhood
These identffied routes were chosen because they are the roadways that connect the northern and southern
ends as well as the eastern and western ends of the Royal Palms neighborhood. Royal Palms and Sailfish
Drives consistently experience pedestrians and bicyclists using the roadway to travel south to the nearby
commercial destfnatfons or north to connect to the Plaza shard use path. Similarly, Cavalla road is often used
to travel east/west as an alternatfve to cutting across the busy parking lots of the adjacent shopping centers.
“Royal Palms Connections”
Draft
65
Possible next steps (Royal Palms Dr)
Install a bicycle lane or a paved shoulder on each side of the Royal Palms Drive, south of Cavalla
Road. The pavement width is 36 feet, sufficient for a bicycle lane or paved shoulder on each side of
the street. The bicycle lanes or paved shoulders could be as wide as 6 feet, including line markings, and
should be “protected” bike lanes. Protected bike lanes include some sort of physical, vertfcal separatfon
between the bike lane and travel lane.
1.
“Royal Palms Connections”
Draft
66
Possible next steps (Royal Palms Dr)
Construct an 8 foot wide shared use path along Royal Palms Drive north of Cavalla Road. This can be
accomplished by widening the existfng sidewalks on the east side of the roadway. Royal Palms Drive
experiences heavier traffic than the other roads in this area. A shared use path would allow pedestri-
ans and bicyclists to travel on a path separated and buffered from vehicular traffic.
2.
Install “shared roadway” markings on both sides of the Royal Palms
Drive. Such markings indicate that the vehicles must share the roadway
with bicyclists.
3.
“Royal Palms Connections”
Existing
Proposed
Draft
67
Possible next steps (Sailfish Dr)
Consider constructfng a shared use path along Sailfish Drive, south of Plaza. This can be accom-
plished by widening the existfng sidewalk on the west side of the roadway. This would allow
pedestrians and bicyclists to travel on a path separated and buffered from vehicular traffic. Consider
narrowing the path to avoid existfng trees.
1.
Install “shared roadway” markings on both sides of Sailfish
Drive. Such markings indicate that the vehicles must share
the roadway with bicyclists.
2.
“Royal Palms Connections”
Draft
68
Possible next steps (Cavalla Rd)
Install “shared roadway” markings on both sides of the street.
These markings increase awareness of motorists for the poten-
tfal presence of cyclists as well as directfng cyclists to ride in the prop-
er directfon, and remind cyclists to ride further from parked cars.
Install a 4 foot bike lane or paved shoulder on one side of the road. The current street is too narrow
to install bike lanes on both sides of the road. Bike lanes are designated portfons of the roadway
for the exclusive use of bicyclists. Paved shoulders can be used by bicyclists and/or pedestrians.
1.
2.
Consider constructfng a 6 foot sidewalk or an 8 foot path on the northern side of the road. The south
side of the road has long stretches of on-street parking that would make installing a sidewalk difficult.
This optfon would provide pedestrians and bicyclists an off-street optfon separated from vehicles.
3.
Cavalla Road with a 4’ bike lane
(looking east)
“Royal Palms Connections”
Draft
69
4m. Identified Opportunities
“Sailfish to ABE and
Howell Park”
(Seaspray Ave)
Entrance to Howell Park
Draft
70
Existing Conditions
Seaspray Avenue
Right-of-way width:
60 feet
Pavement width:
24 feet with curb and gutter
Connection to Atlantic Beach Elementary and Howell Park
Seaspray Avenue provides residents of both the Seaspray and Royal Palms neighborhoods a direct connec-
tfon to Atlantfc Beach Elementary School as well as to Howell Park and Seminole Road. This is the only street
that connects from the east to the Royal Palms neighborhood south of Plaza resultfng in frequent pedestrian
and bicycle traffic. While it directly connects to ABE and Howell Park, Seaspray Avenue is also used by pedes-
trians and bicyclists traveling to Sturdivant Ave on their way to the beach and the Town Center.
“Sailfish to ABE and Howell Park”
(Seaspray Ave)
Atlantfc Beach Elementary School Howell Park entrance on Pine St
Draft
71
Possible next steps
Install a bike land or a paved shoulder on ei-
ther side of the road. The pavement width is
24 feet, meaning a bike lane or paved shoulder
should be no wider than 4 feet and only located on
one side of the road.
Consider constructfng a shared use path. This can be accomplished by widening the existfng side-
walks on the west side of the roadway. This would allow pedestrians and bicyclists to travel on a
path separated and buffered from vehicular traffic. Consider narrowing the path to avoid existfng trees.
1.
Consider installing “shared roadway” markings on both sides of the road. Such markings indicate
that the vehicles must share the roadway with bicyclists. 2.
3.
“Sailfish to ABE and Howell Park”
(Seaspray Ave)
Draft
72
4n. Identified Opportunities
“Seminole to the Beach and the Beaches Town Center”
Draft
73
Existing Conditions
Sturdivant Avenue
Right-of-way width:
50 feet
Pavement width:
22 feet without curb and gutter
Right-of-way width:
40 feet west of East Coast Dr.
57 feet between East Coast Dr. and Ocean Blvd.
26 feet between Ocean Blvd. and Beach Ave.
Pavement width:
20 feet with curb and gutter west of East Coast
Dr.
Varies between East Coast Dr. and Ocean Blvd.
24 + feet between Ocean Blvd. and Beach Ave.
Connection to the Beach and Town Center
This identffied opportunity includes Sturdivant Avenue and Ahern Street, which connect the existfng shared
use path on Seminole Road to the Beach and to the Beaches Town Center. Sturdivant Avenue is used fre-
quently by bicyclists and pedestrians traveling to Town Center as well as to the beach. It is the only connec-
tfon between Seminole Road and Sherry Drive between Plaza and Atlantfc Boulevard, resultfng in many using
it when traveling east/west to and from these destfnatfons. Further, since it runs parallel to Atlantfc Boule-
vard, it provides bicyclists and pedestrians a safer optfon than traveling along Atlantfc Boulevard due to its
lower traffic volumes and slower speeds. Similarly, Ahern Street experiences high levels of pedestrian and
bicycle traffic due to the adjacent high density residentfal and commercial land uses. This street also connects
residents and visitors to the beach and the Beaches Town Center, resultfng in a high level of traffic. This
roadway presents an opportunity to provide safe pedestrian and bicycle travel in a busy area .
“Seminole to the Beach and Town Center”
Sturdivant Ave
Ahern St
Draft
74
Shared roadway markings, or “sharrows”, are placed in the center of a travel
lane to indicate that a bicyclist may use the full lane. According to the US Manual
on Uniform Traffic Control Devices, sharrows are used to:
Assist bicyclists with lateral positfoning in lanes that are too narrow for a
motor vehicle and a bicycle to travel side by side within the same traffic
lane;
Alert motorists of the lateral locatfon bicyclists are likely to occupy within
the traveled way;
Encourage safe passing of bicyclists by motorists; and
Reduce the incidence of wrong-way bicycling
Possible next steps (Sturdivant Ave)
Install “shared roadway” markings on both sides of the road. Such markings indicate that the
vehicles must share the roadway with bicyclists. The current pavement width is not sufficient for
bicycle lanes or paved shoulders.
1.
Construct an 8 foot wide shared use path. This can be accomplished by
widening the existfng sidewalk. This would allow pedestrians and bicy-
clists to travel on a path separated and buffered from vehicular traffic.
2.
“Seminole to the Beach and Town Center”
Draft
75
Possible next steps (Ahern St)
Install “shared roadway” markings on both sides of the street. The sectfon of Ahern Street
west of East Coast Dr. is too narrow for a bike lane or paved shoulder and the existfng on -
street parking and development pattern makes it difficult to widen the existfng sidewalk or install a
shared use path.
Install a bike lane , paved shoulder and/or a sidewalk on the northern portfon of Ahern Street,
between East Coast Dr. and Ocean Blvd. This optfon may require reorientfng on-street parking
and/or additfonal pavement for a portfon of the street. Installing a bike lane and sidewalk will sepa-
rate both pedestrians and bicyclists from vehicular traffic.
Install a sidewalk on the southern portfon of Ahern Street between East Coast Drive and Ocean
Boulevard. This optfon would improve the “walk-ability” of this part of Town Center by allowing
pedestrians to walk on a sidewalk, rather that on the street.
1.
2.
3.
“Seminole to the Beach and Town Center”
Ahern Street with a bicycle
lane, on-street parking, and
a sidewalk on each side of
the road.
Draft
76
AHERN STREET
Draft
77
4o. Identified Opportunities
“Plaza to Bull Park & the Beach”
Draft
78
Existing Conditions
Plaza (east of Seminole Rd)
Right-of-way width:
80 feet
Pavement width:
36 feet (18 feet each lane)
with curb and gutter
East Coast Drive
Right-of-way width:
30 feet
Pavement width:
20 feet without curb and gutter
Connection to the Beach and Town Center
This identffied route contains two sectfons. The first connects the 5-way in-
tersectfon, where multfple existfng paths lead, to Bull Park and the Beach.
Pedestrians and bicyclists traveling east on Plaza often contfnue along Plaza
through the 5-way towards the Beach, Bull Park, or to Beach Avenue. This
also includes traveling on East Coast Drive and 7th Street.
The second part is Ocean Boulevard between 7th Street and 10th Street,
where Beach Avenue is “interrupted” by the Cloisters Condo-
miniums. Because Beach Avenue is such a popular route
amongst pedestrians and bicyclists, the “gap” in Beach Ave
between 10th St and Club Drive often results in people using
Ocean Boulevard for a few blocks before traveling back to
Beach Avenue. However, this route can be dangerous for bi-
cyclists because the street is narrow and there is only a 4 foot
sidewalk on this stretch of Ocean Boulevard (which often has
pedestrians on it) which results in vehicles and bicycles travel-
ing in close proximity.
“Plaza to Bull Park & the Beach”
Ocean Boulevard
Right-of-way width:
varies
Pavement width:
20 feet without curb
and gutter
7th Street
Right-of-way width:
40 feet
Pavement width:
20 feet without curb
and gutter
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Possible next steps
Install “shared roadway” markings on both sides of each roadway: Plaza, East Coast Drive, and
Ocean Boulevard.
Plaza: The pavement width for the section of Plaza between Seminole Rd and
East Coast Dr is 18 feet wide with on-street parking for each travel lane,
which means adding a bicycle lane or paved shoulder would eliminate the on -
street parking which is not recommended. Similarly, a shared use path is not
recommended as it could not be installed unless it was located in the center
median which contains many trees. As such, shared roadway markings are
recommended for this stretch of Plaza.
East Coast Drive: Shared roadway markings are recommended for East Coast Dr
between Plaza and 7th Street. The existing street pavement is 20 feet, too nar-
row for a bicycle lane or paved shoulder. There is an existing 4 foot sidewalk on
the west side of the street that is too narrow for bicyclists and pedestrians to
share. However, widening this sidewalk would result in the removal of several
palm trees that currently create an attractive streetscape. As such, shared road-
way markings are recommended for this stretch of East Coast Drive.
Ocean Boulevard: With a 20 foot pavement width and a very narrow right -of-way
width (~20’), bicycle lanes, paved shoulders, or a shared use path are not feasible for
the section of Ocean Boulevard between 7th Street and 10th Street. However, due to
the high usage this stretch of roadway receives from bicyclists and pedestrians, im-
provements are recommended. As such, shared roadway markings are recommended
for this stretch of Ocean Boulevard.
1.
“Plaza to Bull Park & the Beach”
Shared roadway markings
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“Plaza to Bull Park & the Beach”
Possible next steps
Improve the intersectfons where East Coast Drive and Ocean Boulevard intersect with 7th Street by
installing “intersectfon treatments”. These two intersectfons experience high usage of bicyclists and
pedestrians due to their proximity to the beach, Beach Avenue and Bull Park. As such, these intersectfons
need to be designed and marked in a way that will grab drivers ’ attentfon and increase safety and comfort.
2.
Intersection treatments include:
Minimizing crossing distances by reducing
the curb radius and extending curbs.
Pedestrian crossing signals
High visibility crosswalks
Lighting and illumination
Ocean Blvd and 7th St
A. Minimizing the crossing distance at Ocean Blvd and 7th
Street can be accomplished by adding short sidewalk
extensions to the crosswalks at both east-west cross-
ings. Currently, since there are no sidewalks leading to
a crosswalk when traveling east/west, pedestrians are
forced to use the travel lane when crossing which is a
crossing distance of about 45 feet. Sidewalk extensions
would lead pedestrians to a designated crosswalk re-
ducing the crossing distance from 45 feet to about 20
feet.
B. In additfon, the designated crosswalks should be highly
visible to drivers and pedestrians, similar to one cross-
walk at East Coast Drive and 7th Street. This can be
accomplished by using different surface material or
pavement markings as well as
retroreflectfve pavement
markings. These are low-cost
enhancements that improve
safety by clearly identffying
East Coast Dr. & 7th St
Ocean Blvd looking north
Ocean Blvd looking south
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“Plaza to Bull Park & the Beach”
Existing Conditions
With sidewalk extensions and
high visibility crosswalks
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4p. Identified Opportunities
“Johansen to Jack Russell Park”
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Existing Conditions
Johansen Park is a linear passive park that has a
narrow drainage swale that runs along the entfrety
of the park.
Seminole Road
Right-of-way width:
100 feet
Pavement width:
22 feet without curb and gutter
Connection through Johansen to Jack Russell Park
This identffied route would connect the northern end of Johansen Park at Saturiba Drive to the existfng
shared use path that ends at Selva Marina Drive, which leads to Jack Russell Park. One sectfon of the route
would go through Johansen Park along the existfng drainage swale from Saturiba Drive to Seminole Road.
The second sectfon includes sectfon of Seminole Road from Johansen Park to Selva Marina Drive, where
the shared use path currently ends. Together this opportunity would provide residents (Selva Marina &
Norte areas) an off-street, scenic route through Johansen Park to an existfng shared use path that con-
nects to Jack Russell and Howell Parks.
“Johansen to Jack Russell Park”
Created by Sarah Dark
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“Plaza to Bull Park & the Beach”
Possible next steps
Install a pervious walking path along the drainage swale in Johansen Park. This would provide a sce-
nic and shaded off-road route for residents traveling north or south. A path would also encourage
use of the entfre park, including the northern sectfon that often looks “closed off” or like private property.
Wayfinding and entrance signage should also be considered so users no that this is a public path and may
be used.
1.
Install an 8 foot wide shared use path on the west/north side of Seminole Road between Selva Marina
Drive and Park Terrace West. This would essentfally be an extension of the existfng path that ends at
Selva Marina Drive and would allow users to connect to Johansen Park comfortably. Currently, a 4
foot sidewalk exists in this area but does not provide sufficient width for bicyclists, pedestrians and other
potentfal users (strollers, skateboarders, etc.) to share the sidewalk, especially with fences and vegetatfon
on either side. Installatfon of an 8 foot shared use path for this block (~450 linear feet) would complete a
connectfon from Main Street to Johansen Park.
2.
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4q. Identified Opportunities
“Selva Marina Walking Path”
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Existing Conditions
Selva Marina Drive
Right-of-way width:
100 feet
Pavement width:
Varies
Major North-South Connection
Selva Marina Drive is one of the main north-south roadways in the city, especially north of Plaza. This well
shaded roadway is surrounded by single-family and multf-family residences, including the AB Country Club,
resultfng in not only vehicular traffic but also pedestrian and bicycle traffic. Selva Marina Drive begins at its
intersectfon with Seminole Road to the south and terminates just north of 20th Street to the north, where it
then connects to a city easement on Fleet Landing’s property which connects to a City of Jacksonville right-
of-way adjacent to Hanna Park.
“Selva Marina Walking Path”
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Possible next steps
“Selva Marina Walking Path”
Install a walking path in the median of Selva Marina Drive. Currently, pedestrians and bicyclists share
the street with vehicles. A path would provide a path for pedestrians that is separated from vehicles
and would be well shaded and scenic. The path could meander around the existfng trees where applicable.
1.
Where a path in the median is not applicable (north of 19th St), a sidewalk or path may be installed on
either side of the road. A sidewalk or path would contfnue to provide pedestrians a route that is sepa-
rated from vehicular traffic.
2.
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4r. Identified Opportunities
“Country Club to Johansen Park & the Beach”
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Existing Conditions
Country Club Lane
Right-of-way width:
60 feet
Pavement width:
22 feet with curb and gutter
Connects Country Club to Johansen Park & the Beach
This identffied route (Country Club Lane) is an east-west route that connects the Atlantfc Beach Country
Club to Johansen Park and the existfng “Safe Routes to School” path on Seminole Road as well as getting
residents within a couple blocks of the beach. This route largely serves residents of the Country Club and
Selva Marina.
“Country Club to Johansen Park & the Beach”
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Possible next steps
Install “shared roadway” markings on both sides of the street. These markings increase aware-
ness of motorists for the potentfal presence of cyclists as well as directfng cyclists to ride in the
proper directfon, and remind cyclists to ride further from parked cars. The current pavement width is
too narrow to install a bike lane or a paved shoulder.
1.
Shared roadway markings, or “sharrows”, are placed in the cen-
ter of a travel lane to indicate that a bicyclist may use the full
lane. According to the US Manual on Uniform Traffic Control De-
vices, sharrows are used to:
Assist bicyclists with lateral positfoning in lanes that are too
narrow for a motor vehicle and a bicycle to travel side by side
within the same traffic lane;
Alert motorists of the lateral locatfon bicyclists are likely to
occupy within the traveled way;
Encourage safe passing of bicyclists by motorists; and
Reduce the incidence of wrong-way bicycling
“Country Club to Johansen Park & the Beach”
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4s. Identified Opportunities
“Seminole Road Missing Link”
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Existing Conditions
Right-of-way width:
100 feet
Pavement width:
22 feet without curb and gutter
“Missing Link” between existing shared use paths
This stretch of Seminole Road connects two existfng 8 foot wide shared use paths. Enhancing this stretch of
the road would help provide a contfnuous path for bicyclists from Ahern Street all the way north to Ocean-
forest Drive North. Currently a 4 to 5 foot sidewalk connects these two shared use paths, which does not
provide adequate space for or address the needs of bicyclists traveling this route.
“Seminole Road Missing Link”
(between 17th St & Garden Ln S)
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Possible next steps
Install “shared roadway” markings on both sides of the road. Such markings indicate that the
vehicles must share the roadway with bicyclists and assist bicyclists with lateral positfoning
in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same
traffic lane.
1.
Construct a shared use path on either side of the roadway. This can be accomplished by widening
the existfng sidewalks for some portfons of this route. A shared use path would allow pedestrians
and bicyclists to travel on a path separated and buffered from vehicular traffic. This path would also
connect two existfng shared use paths to the north and south.
2.
“Seminole Road Missing Link”
(between 17th St & Garden Ln S)