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Connectivity Plan Draft 1 City of Atlantic Beach Bicycle and Pedestrian Connectivity Plan Draft 2 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 Draft 3 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. Draft 4 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.” Draft 5 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 Draft 6 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. Draft 7 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 Draft 8 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 Draft 9 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 Draft 10 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 Draft 11 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: Draft 12 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: Draft 13 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. Draft 14 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? Draft 15 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. Draft 16 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 Draft 17 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 Draft 18 Draft 19 4a. Identified Opportunities “Dutton to Donner & East Coast Greenway” Draft 20 “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. Draft 21 “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. Draft 22 “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. Draft 23 4b. Identified Opportunities “River Branch to East Coast Greenway” Draft 24 “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. Draft 25 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. Draft 26 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 Draft 27 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. Draft 28 4c. Identified Opportunities “Tide Views to Dutton” (Main Street) Draft 29 “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. Draft 30 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) Draft 31 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) Draft 32 4d. Identified Opportunities “Tide Views to River Branch Marsh Overlook” Draft 33 “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. Draft 34 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 Draft 79 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 Draft 80 “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 Draft 81 “Plaza to Bull Park & the Beach” Existing Conditions With sidewalk extensions and high visibility crosswalks Draft 82 4p. Identified Opportunities “Johansen to Jack Russell Park” Draft 83 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 Draft 84 “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. Draft 85 4q. Identified Opportunities “Selva Marina Walking Path” Draft 86 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” Draft 87 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. Draft 88 4r. Identified Opportunities “Country Club to Johansen Park & the Beach” Draft 89 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” Draft 90 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” Draft 91 4s. Identified Opportunities “Seminole Road Missing Link” Draft 92 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) Draft 93 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)