Connectivity Plan
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City of Atlantic Beach
Bicycle and Pedestrian
Connectivity Plan
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TABLE OF CONTENTS
1. Introduction pg. 1-9
2. Community Input pg. 10-16
3. Existing Conditions & Facilities pg. 17-24
4. Identified Opportunities pg. 25-113
4a. “Dutton to Donner and East Coast Greenway” pg. 28-31
4b. “Marsh to East Coast Greenway” pg. 32-36
4c. “Tide Views to Dutton” (Main Street) pg. 37-40
4d. “Tide Views to Marsh Overlook” pg. 41-44
4e. “Tide Views to Veteran’s” pg. 45-46
4f. “Rose to Tide Views” pg. 47-51
4g. “Rose Park to East Coast Greenway” (W Plaza) pg. 52-55
4h. “East Coast Greenway” pg. 56-59
4i. “East Coast Greenway to Jordan Park” pg. 60-62
4j. “East Coast Greenway to Jordan and Jack Russell Parks” pg. 63-66
4k. “East Coast Greenway to Howell Park” pg. 67-71
4l. “Jack Russell to Selva Preserve” pg. 72-74
4m. “AB Dog Park to East Coast Greenway” pg. 75-79
4n. “Royal Palms Connections” pg. 80-87
4o. “Sailfish to ABE and Howell Park” pg. 88-90
4p. “Seminole to the Beach and Beaches Town Center” pg. 91-95
4q. “Plaza to Bull Park and the Beach” pg. 96-100
4r. “Johansen to Jack Russell” pg. 101-103
4s. “Selva Marina Walking Path” pg. 104-106
4t. “Country Club to Johansen Park and the Beach” pg. 107-109
4u. “Seminole Road Missing Link “ pg. 110-113
5. Cost Estimates pg. 114-115
6. Implementation pg. 116-118
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1. Introduction
Purpose and Benefits
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 help 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 con-
nectfvity 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 risks of heart disease, obesity, high blood pressure, diabetes, and depression.
Pedestrian and bicycle infrastructure offers residents the opportunity to live healthier lifestyles and im-
prove quality of life.
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Purpose and Benefits
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.
Economy
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.
Environment
Environmental benefits of walking and biking include reductions in vehicle emissions and fuel consump-
tion, energy conservation and independence, and improved water and air quality. Pedestrian and bicycle
facilities encourage people to get out of their cars for transportation which in turn reduces vehicle emis-
sions that pose environmental risks including carbon dioxide, carbon monoxide, volatile organic com-
pounds, nitrous oxides, and benzene. Decreasing dependency on the automobile by increasing the availa-
bility of alternative transportation can reduce emissions and improve water and 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 88% (pedestrian crashes)
Bicycle Lane 36% (bicycle crashes)
*Federal Highway Administratfon. 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 west to Main Street. Since the 2009 update, several additfonal paths have been installed includ-
ing the 8 foot path on the west side of Seminole Road from Garden 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; and an 8 foot multf -use path along Seminole
Road from City Hall to Atlantfc Blvd.
“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. Sidewalks can be on
either side of a right of way separated by landscaping or as part of the roadway. Bicycle and other recre-
ational activities are not suitable for sidewalk use.
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 disabilities, bicyclists, pedestrians, skateboarders,
etc. These pathways should be separated from the roadway by land-
scaping to provide a buffer and increase safety. When designed correctly,
these facilities provide a high level of comfort for pedestrians and bicy-
clists.
Elevated Walkway
A pathway that is elevated above the ground to create a
walking space that may not be possible on the ground level.
They often connect two separate, ground–level walking loca-
tions that were not once accessible because of topographical
limitations.
Pedestrian and Bicycle Facilities
Sidewalks are generally unsuitable to be used as bikeways for the following reasons:
Sidewalks are generally not designed for cycling speeds. Cyclists must either
reduce their speed or travel too fast for conditfons.
There is generally insufficient width for shared bicycle and pedestrian travel,
partfcularly due to obstacles such as utflity poles, signs, and street furniture
that narrows the effectfve width of the sidewalk.
Bicyclists face conflicts with motor vehicles at driveways and intersectfons. Mo-
torists are generally not expectfng a cyclist to cross their path from the side-
walk, and may not be looking for them.
Traffic rules, such as obligatfons to yield, are unclear when cyclists ride on side-
walks, creatfng confusion and risk between pedestrians, cyclists, and motorists.
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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.
Pedestrian and Bicycle Facilities
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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. However, these
sketches focused largely on the parks.
In February, 2021, a public workshop was held with statfons re-
viewing the proposed opportunitfes as well as a proposed com-
plete streets policy.
Additfonally, an online “Parks and Trails” survey was conducted
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
2021: Public Workshop
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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
A public workshop was held on February 3rd, 2021. Four interactfve “statfons” were set up where partfci-
pants were encouraged to provide feedback on which bike/ped facilitfes they would like to see and where
they would like to see them. Each statfon provided informatfon on different bike/ped facilitfes along with
maps showing the identffied opportunitfes.
Responses at Statfon 4 included:
Main Street
Gateway to the City at Mayport + Sem-
inole Roads
3-D Paintfngs
Xeriscape Roundabouts
3-D Painted Crosswalks
Tour de Parks Bike Route
Criteria to request traffic calming de-
vices (must have neighborhood buy in)
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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 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). Also discussed in this
plan is how 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, a state owned
and operated roadway. Efforts thus far have resulted in a speed limit reductfon, planned crosswalk signal-
izatfon & 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 Hannah Park
from Seminole Road. Lastly, regarding paths/connections on Seminole Road, this plan addresses improve-
ments that would build on the multfple existfng paths on Seminole Road.
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A number of factors influence the demand for non-motorized transportatfon facilitfes including the de-
mographics, land use patterns, and existfng travel conditfons of an area.
Alternatfve transportatfon rates are higher in
lower-income areas as residents often do not
have access to a vehicle and rely on other
modes of transportatfon.
The map to the left shows the 2019 median
household income for each census block. The
lowest household incomes were reported in the
western census blocks.
3. Existing Conditions
Factor Examples
Favorable Demographics -Lower income neighborhoods
-Large numbers of children or elderly residents
Compatfble Land Use -Higher residentfal density
-Mixed land uses or commercial centers
-Destfnatfon sites (schools, parks, etc.)
Suitable Travel Conditfons -Lower traffic speeds and volumes
-Lack of driveway cuts or access aisles
-Sufficient ped/bike facilitfes like sidewalks and bicycle parking
Areas Likely to Benefit from Non-motorized Facilities
Demographics
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Young and elderly residents often rely on non-motorized forms of transportatfon more so than other age
groups due to not having access to a vehicle or no longer driving. The Natfonal Aging and Disability Transpor-
tatfon Center reports that 1 in 5 Americans that are older than age 65 are no longer driving and demand for
alternatfve transportatfon is increasing as the boomer populatfon contfnues to age. In Atlantfc Beach, the
number of residents 65 and over as well as residents under 15 has increased over the past 5 years.
Demographics
On a smaller scale, census block
data helps illustrate the age dis-
tributfon within the city of Atlan-
tfc Beach. The two maps below
show that a higher percentage of
residents 65 and over live within
the eastern census blocks, while
the distributfon of residents un-
der 15 years old is more balanced
across the city.
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An additfonal factor measured by the U.S.
Census is the percentage of respondents
that reported walking or biking as their
means of transportatfon to work. This per-
centage has more than doubled over the
past 5 years in Atlantfc Beach.
Many U.S. cities are seeing an increase in bicycle
commuters, according to the U.S. Census Bu-
reau. What about commuters who walk to
work? Brian McKenzie, a Census Bureau sociologist,
said, "In recent years, many communities have tak-
en steps to support more transportation options,
such as bicycling and walking. For example, many
cities have invested in bike-share programs, bike
lanes, and more pedestrian-friendly streets."
Demographics
In the maps below you can see the census blocks with the highest percentage of respondents that walk or
bike to work. These maps, as well as other relevant data, should be considered when prioritfzing pedestrian
and bicycle infrastructure.
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Walking and bicycling rates tend to be high-
er in areas with higher densitfes and a mix of
uses. Higher densitfes (populatfon per acre)
and a mix of compatfble land uses make non
-motorized modes of transportatfon more
efficient by providing more users and destf-
natfons in a smaller area.
This map shows populatfon per acre for each
census block in Atlantfc Beach. The data
shows the highest populatfon densitfes are
generally within the western two census
blocks along Mayport Road (note that to ac-
curately show density, Hanna Park and the
Intracoastal Waterway were removed from
total acreage within the respectfve census
blocks). In additfon to higher densitfes, areas
with a mix of land uses and/or commercial
centers serve as destfnatfon sites that gener-
ate higher demand for pedestrian and bicy-
cle facilitfes. The two commercial corridors
in Atlantfc Beach are located adjacent to
Mayport Road and Atlantfc Boulevard, with
the highest concentratfon of mixed uses lo-
cated within the Beaches Town Center.
Land Use
Example of a mix of uses Example of a high density land use
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Travel conditfons should be reviewed when establishing prioritfes
and considering pedestrian and bicycle infrastructure, including the
following factors:
Street Classification & Speed. High speeds and traffic volumes
can present significant barriers and obstacles to non-motorized
traffic. Ped/bike facilitfes can greatly impact the amount of walk-
ing and biking that occurs on these roadways.
Crash Data. Streets or intersectfons with a concentratfon of pe-
destrian or bicycle crashes can indicate a need for infrastructure or other safety improvements.
School Walking Zones. These are typically residentfal areas within one half (1/2) mile of a school,
where children are likely to walk to school.
Travel Conditions
The map below identffies the classificatfon of the city’s roadways. Principal Arterial roadways experience the
highest traffic speeds and volumes, followed by Minor Arterials and Collectors. Local roads experience lower
traffic speeds and volumes making them generally safer for pedestrians and bicyclists. In Atlantfc Beach, the
two Principal Arterial roadways are Mayport Road and Atlantfc Boulevard, which are the two state roads
within the city. These are also the roadways that experience the highest number of pedestrian and bicycle
crashes.
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Bicycle and pedestrian crash data from the University of Flori-
da was used for the map below. This data shows that most
crashes within the city have occurred on Mayport Road and
Atlantfc Boulevard, the busiest roadways. The Plaza and Don-
ner/Levy Road intersectfons with Mayport Road and the Sherry
Drive intersectfon with Atlantfc Boulevard experienced the
most pedestrian and bicycle involved crashes.
Travel Conditions
*Note that crash locations
are not exact and this map
is only meant to show the
general locations.
Intersection # of
crashes
Mayport Rd & Plaza/ W Plaza 7
Mayport Rd & Donner/Levy Rd 5
Atlantfc Blvd & Sherry Dr 6
Atlantfc Blvd & Sailfish Dr 4
Atlantfc Blvd & Atlantfc Ct 4
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A school “walk zone” typically includes residentfal areas that are within a one half mile radius of an elemen-
tary school. Proposed pedestrian and bicycle facilitfes within a school walking zone are prime candidates
when prioritfzing projects as they can enhance safety for children, who are vulnerable users. Infrastructure,
policies and regulatfons discussed in this plan can be used to improve the connectfvity and safety within the
school walking zone shown below.
Travel Conditions
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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, then contfnues north to Selva Marina 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 Island 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).
In additfon, multfple shared use paths are planned within the city. First, in conjunctfon with a redesign of
the street, plans are underway to install an 8 foot path along Donner Road from Mayport Road to Sandpiper
Lane. Contfnuing this connectfon across Mayport Road, plans are also underway to install a 8 foot path
along Levy Road from Mayport Road to Main Street. Further, as part of the “East Coast Greenway”, the
North Florida Transportatfon Planning Organizatfon has plans 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.
Facility Type Miles
Shared Use Path ~4.15
Bicycle Lane 0
"Sharrows" 0
Existing & Planned Facilities
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Utflizing public feedback from the online survey and public workshops as well as recommendatfons from the
2002 “Beaches Bikeway Report” and the 2009 “Bikeway and Trail Plan”, the following map identffies oppor-
tunitfes 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 fu-
ture pedestrian and bicycle connectfvity .
Most of the identffied opportunitfes are within city right-of-ways with existfng paved streets. Others, howev-
er, are within city parks, unimproved right-of-ways, and JEA property.
Local, neighborhood streets with low-traffic volumes and speeds provide safe and comfortable routes for
pedestrians and bicyclists. As such, many neighborhood streets were not included in this map since they al-
ready operate as shared roadways without an immediate need for bike lanes or other special improve-
ments. 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. Further, Beach Avenue, a prominent pedestrian and bicyclist route, was not identffied as
an opportunity in this plan because the narrow right-of-way width limits possible ped/bike infrastructure
improvements. However, the policies and regulatfons discussed in this plan should be reviewed and consid-
ered for all roadways within the city.
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.
Approximately 13,600 square feet
Approximately 7,200 square feet
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“Dutton to Donner & East Coast Greenway”
Possible next steps
Install shared roadway markings (“sharrows”) on Dutton Island Road .This op-
tfon may also need to be done in coordinatfon with the City of Jacksonville for
those portfons of the roadway located within Jacksonville city limits. 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.
Approximately 3,600 square feet
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32
4b. Identified Opportunities
“Marsh to East Coast Greenway”
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33
“Marsh 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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34
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.
“Marsh 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. On arterial roadways with higher traffic volumes, like Levy Road, off-street paths separat-
ed from vehicular traffic offer the safest optfon for pedestrians and bicyclists. Where the path crosses wider
commercial driveway cuts, consider removing excess concrete within the city right of way and clearly deline-
atfng 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.
“Marsh to East Coast Greenway”
Looking East Looking East Looking West
Approximately 16,000 square feet
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36
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 Levy Road as W 14th Street experi-
ences 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.
“Marsh 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 road-
way for the exclusive use of bicyclists. Paved shoulders can be used by bicyclists and/or pedestrians.
4.
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37
4c. Identified Opportunities
“Tide Views to Dutton”
(Main Street)
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38
“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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39
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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40
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 drainage 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)
Approximately 12,800 square feet
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41
4d. Identified Opportunities
“Tide Views to
Marsh Overlook”
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42
“Tide Views to 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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43
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 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
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44
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 Marsh Overlook”
W 6th Street looking east
W 6th Street looking west
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45
4e. Identified Opportunities
“Tide Views to Veteran’s”
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46
“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 oppor-
tunity represents an evident and short route that would connect Veteran’s Memorial Park to both entranc-
es 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 located only about
one quarter of a mile from each other and are connected by West 1st Street and seg-
ment of Camelia Street. These are low traffic and low-speed roads that are safe for bi-
cyclists 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.
1.
Widen the sidewalk from Mayport Road to Veteran ’s Memorial Park to encour-
age pedestrians and bicyclists to use this connectfon to the park. Currently, this
sidewalk is 5 feet wide and relatfvely hidden behind the trees, with no clear indicatfon
that it leads to a park. Many users of Mayport Road are unaware that there is a park in
this locatfon. A wider sidewalk, 8 to 10 feet, in conjunctfon with a park entrance sign
(see Parks Master Plan), would encourage pedestrians and bicyclists to use this connec-
tfon to the underutflized Veteran’s Memorial Park from Mayport Road.
2.
Approximately 300 square feet
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47
4f. Identified Opportunities
“Rose to Tide Views”
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48
“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.
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49
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
Approximately 17,600 square feet
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50
Possible next steps
Install sidewalks along Orchid Street to fill in the existfng “gaps” where there are no sidewalks.
Currently, there are sectfons of sidewalks on both sides of Orchid St but they do not run the entfre
length of the road. This results in pedestrians having to cross the street in order to travel the entfre
length of the road.
3.
“Rose to Tide Views”
Approximately 10,800 square
feet total for 6’ sidewalks
A couple of sections of Orchid St with-
out a sidewalk contain a drainage
swale which would have to be removed
to install a sidewalk.
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51
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.
4.
“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.
5.
Approximately 6,000 square feet total
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52
4g. Identified Opportunities
“Rose Park to East Coast Greenway”
(W Plaza)
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53
“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.
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54
“Rose Park to East Coast Greenway”
(W Plaza)
Between January, 2015 and October, 2020 there were five pedestrian and two bicycle involved crashes at
or near the intersectfon of Plaza and Mayport Road, including one fatality.
Note that crash locatfons
are not exact and only
meant to show general
locatfons.
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55
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
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56
4h. Identified Opportunities
“East Coast Greenway”
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57
“East Coast Greenway ”
Existing Conditions
Mayport Road (SR-A1A)
Right-of-way width: 100 feet
Pavement width:
76 feet with curb and gutter south of
Dutton Island Rd
55 feet with curb and gutter north of
Dutton Island Rd
Mayport Road is owned and operated by the Florida Department of Transportatfon (FDOT) and is a six -lane
divided roadway with a 40 mile per hour posted speed limit.
A 2018 analysis of the roadway demonstrated that Mayport Road, south of Dutton Island Rd, currently op-
erates well below its capacity, meaning that in its present conditfon the roadway is far wider than
needed, which encourages speeding and pass-through trips. This analysis is included in the 2018
Mayport Road Vision Implementatfon Plan.
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58
“East Coast Greenway ”
Connection from Key West to Maine
Mayport Road represents one “piece” of the East Coast Greenway, which is a bicycle and pedestrian path
that will traverse the East Coast from Key West to Maine. The East Coast Greenway will connect 15 states
as well as 450 citfes and towns for 3,000 miles from Maine to Florida when completed. The goal of the EC
Greenway is to foster a safe walking and biking route through the country’s most populated corridor.
A sectfon of the East Coast Greenway is proposed to be constructed through the heart of Atlantfc Beach
along Mayport Road as part of a project consistfng of an 8-10 foot separated multf-use path on the east
side and a bike lane on the west side of the roadway. In order to accommodate these installatfons, May-
port Road will undergo a “road diet” to reduce six lanes of traffic to four lanes. The project will dramatfcal-
ly change the look, feel and safety of Mayport Road. The project has been placed on the five year List of
Priority Projects with the Florida Department of Transportatfon and is included in the North Florida Trans-
portatfon Planning Organizatfon’s Transportatfon Improvement Plan. The project’s design work will start in
2021 with constructfon planned for 2025-2026.
At the local level, the EC
Greenway runs along
Florida Boulevard in Nep-
tune Beach to the south
and is planned to run
along SR-A1A to the
north, eventually con-
nectfng to the St. Johns
Ferry.
Mayport Road
(SR A1A)
Florida
Boulevard
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59
Possible next steps
Contfnue to work with the Florida Department of Transportatfon and North FL Transportatfon
Planning Organizatfon to design and complete a “road diet” on Mayport Road. Repurposing two
travel lanes on Mayport Road into bike/ped facilitfes will increase safety by reducing crossing distance
and exposure for pedestrians and bicyclists when crossing Mayport Road while also reducing vehicle
speeds and improving sight distances for left turning vehicles. Further, the installatfon of the East Coast
Greenway along Mayport Road will assist in the revitalizatfon of Mayport Road which has been a major
focus and effort of the city. Also, contfnuing working with stakeholders to identffy routes and next steps
to contfnue the EC Greenway north.
1.
“East Coast Greenway ”
Contfnue to implement programs, policies and regulatfons that create and encourage a walkable
development pattern along Mayport Road in preparatfon for the East Coast Greenway. The 2018
Mayport Road Vision Implementatfon Plan also discusses various recommendatfons.
Reduce minimum parking standards to create a more pedestrian oriented design.
Reduce setbacks to define the street edge and actfvate the street.
Encourage a mix of uses (i.e. commercial on first floor and residentfal on upper stories).
Promote densitfes that encourage actfve nodes.
Add bike/ped facilitfes to the side streets along Mayport Road.
Provide intersectfon improvements at the Plaza and Donner Rd intersectfons, such as bricked cross-
walks, gateway signage, bulb-outs and better pedestrian lightfng.
Provide enhanced landscaping in the form of street trees within the right -of-way to provide a sense
of enclosure and calm traffic.
Provide pedestrian refuges within existfng medians along Mayport Road.
2.
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60
4i. Identified Opportunities
“East Coast Greenway to
Jordan Park”
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61
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”
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62
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”
Approximately 4,500 square feet
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63
4j. Identified Opportunities
“East Coast Greenway to Jordan and Jack Russell Parks”
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64
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
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65
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 designed
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
Approximately 16,000 square feet
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66
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”
Approximately 2,400 square feet
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67
4h. Identified Opportunities
“East Coast Greenway to Howell Park”
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68
“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.
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69
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”
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70
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.
Approximately 4,000 square feet
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71
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
Approximately 2,400 square feet
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72
4k. Identified Opportunities
“Jack Russell to Selva Preserve”
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73
“Jack Russell to Selva Preserve”
Existing Conditions
Park Side Drive
Right-of-way width: 55 feet (wider at medians)
Pavement width: 24 feet with curb and gutter (wider
at medians)
11th Street (west of Seminole Rd)
Right-of-way width: 60 feet
Pavement width: 22 feet
Connection to Selva Preserve from Jack Russell Park and Seminole Rd
Both Park Side Drive and this sectfon of 11th Street are often used by residents of Selva Lakes, Selva
Linkside, and the Donner neighborhoods for walking and biking. In additfon, these roads are often used by
motorists to avoid the 5-way intersectfon which results in vehicles (sometfmes in a rush) sharing the road-
way with pedestrians and bicyclists. Further, this route provides a connectfon from Jack Russell Park and
from Seminole Road to Selva Preserve, a recent purchase by the city.
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74
Possible next steps
Install a sidewalk on both Park Side Drive and this stretch of 11th Street (from Seminole Rd to Park Side
Dr). A sidewalk would allow pedestrians to travel this route without having to walk on the street along
with vehicular traffic. Currently, pedestrians must share the street with vehicles which increases the risk of a
collision. Further, a sidewalk on these streets would connect the existfng shared use paths on Seminole Road
and Plaza.
1.
“Jack Russell to Selva Preserve”
Approximately 7,800 square feet for a 6’ sidewalk
Install shared roadway (“sharrow”) markings on both sides of Park
Side Drive and 11th Street. These marking indicate to vehicles that
they must share the roadway with bicyclists.
2.
11th Street Park Side Drive
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4k. Identified Opportunities
“AB Dog Park to East Coast Greenway”
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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”
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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”
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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.
3.
Possible next steps
“AB Dog Park to East Coast Greenway”
Approximately 4,500 square feet
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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 multf-family residences.
4.
Possible next steps
“AB Dog Park to East Coast Greenway”
Approximately 16,000 square feet
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4l. Identified Opportunities
“Royal Palms Connections”
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81
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”
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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”
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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
Approximately 16,000 square feet
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84
Possible next steps (Royal Palms Dr)
Construct a sidewalk on the west side of Royal Palms Drive, north of Cavalla Rd. Doing so would
provide a sidewalk on both sides of Royal Palms Drive, a collector road with high levels of pedestri-
an actfvity. Providing a sidewalk on both sides of the road will reduce the amount of users that have to
cross the street and reduce instances of multfple pedestrians or bicyclists sharing the sidewalk.
3.
“Royal Palms Connections”
Approximately 12,000 square feet
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85
Possible next steps (Sailfish Dr)
Construct a shared use path along Sailfish Drive, south of Plaza. This can be accomplished 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”
Approximately 16,0000 square feet
Sailfish Dr with an 8’ wide shared use path
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86
Possible next steps (Sailfish Dr)
Construct a sidewalk on the east side of the road. Doing so would provide a sidewalk on both
sides of Sailfish Drive, a collector road with high levels of pedestrian actfvity. Providing a side-
walk on both sides of the road will reduce the amount of users that have to cross the street and re-
duce instances of multfple pedestrians or bicyclists sharing the sidewalk.
3.
“Royal Palms Connections”
Approximately 16,500 square feet
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87
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”
Approximately 9,000 square feet for 6’ sidewalk
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88
4m. Identified Opportunities
“Sailfish to ABE and
Howell Park”
(Seaspray Ave)
Entrance to Howell Park
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89
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
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90
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.
Construct a shared use path. This can be accomplished by widening the existfng sidewalks 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 the road. Such markings indicate that the ve-
hicles must share the roadway with bicyclists. 3.
4.
“Sailfish to ABE and Howell Park”
(Seaspray Ave)
Approximately 15,000 square feet
Construct a sidewalk on the north side of the road. There is an existfng sidewalk on the south side of
the road so this would result in a sidewalk on each side of Seaspray Avenue. This would minimize
pedestrians crossing the street to access the existfng sidewalk.
2.
Approximately 11,250 square feet
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91
4n. Identified Opportunities
“Seminole to the Beach and the Beaches Town Center”
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92
Existing Conditions
Sturdivant Avenue
Right-of-way width:
50 feet
Pavement width:
22 feet without curb and gutter
Ahern Street
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
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93
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 side-
walk. This would allow pedestrians and bicyclists to travel on a path separated and buffered from
vehicular traffic.
2.
“Seminole to the Beach and Town Center”
Approximately 14,500 square feet
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94
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.
Approximately 2,000 square feet
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95
AHERN STREET
Draft
96
4o. Identified Opportunities
“Plaza to Bull Park & the Beach”
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97
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 sectfon 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, this “gap” between 10th
Street and Club Drive often results in people using Ocean
Boulevard for a few blocks before traveling back to Beach Av-
enue. However, this can be dangerous for bicyclists because
this sectfon of Ocean Boulevard is narrow and there is only a
4 foot sidewalk (which often has pedestrians on it), which re-
sults in vehicles and bicycles traveling 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
historically designated palm trees that currently create an attractive
streetscape. As such, shared roadway 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,
1.
“Plaza to Bull Park & the Beach”
Shared roadway markings
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99
“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
may 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 & 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
crossing areas and grabbing
motorists’ attentfon.
East Coast Dr. & 7th St
Ocean Blvd & 7th St looking north
Ocean Blvd & 7th St looking south
Extend sidewalk to crosswalk
Draft
100
“Plaza to Bull Park & the Beach”
Existing Conditions
With sidewalk extensions and
high visibility crosswalks
Draft
101
4p. Identified Opportunities
“Johansen to Jack Russell Park”
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102
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
103
“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 appears “closed off” or as if it is private
property. Wayfinding and entrance signage should also be considered so users no that this is a public path
and park that 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.
Approximately 24,000 square feet
Approximately 3,600 square feet
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104
4q. Identified Opportunities
“Selva Marina Walking Path”
Draft
105
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.
“Selva Marina Walking Path”
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106
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 (i.e. north of 19th St), a sidewalk or path may be in-
stalled on either side of the road. A sidewalk or path would contfnue to provide pedestrians a route
that is separated from vehicular traffic.
2.
Approximately 40,000 square feet for an 8 foot path
Approximately 8,000 square feet for an 8 foot path
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.
3.
Draft
107
4r. Identified Opportunities
“Country Club to Johansen Park & the Beach”
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108
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 neighborhoods.
“Country Club to Johansen Park & the Beach”
Draft
109
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 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;
Reduce the incidence of wrong-way bicycling
“Country Club to Johansen Park & the Beach”
Construct a sidewalk on either side of the roadway. Currently,
pedestrians must walk on the street. Adding a sidewalk would
provide an area for pedestrians to walk that would be separated
from vehicles.
2.
Approximately 7,500 square feet for an 6’ sidewalk
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110
4s. Identified Opportunities
“Seminole Road Missing Link”
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111
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 N. Currently a 4 to 5 foot sidewalk connects these two shared use paths, which does not provide
adequate space for bicyclists traveling this route.
“Seminole Road Missing Link”
(between 17th St & Garden Ln S)
Draft
112
Possible next steps
Install “shared roadway” markings on both sides of the road. Such markings indicate that 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. A shared use path would allow pedes-
trians 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)
Approximately 24,000 square feet
Existfng 4’ sidewalk Existfng 4’ sidewalk
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113
Possible next steps
Construct a sidewalk on the west side of Seminole Road from Saturiba Drive to 19th Street to
connect to the existfng sidewalk. Doing so would provide a sidewalk on both sides of Seminole
Road so users would not have to cross the street when traveling north or south for this stretch. It would
also allow pedestrians to cross the street at the Saturiba Drive intersectfon which is a 4-way stop, rather
than at the 19th Street intersectfon where there is no stop sign.
3.
“Seminole Road Missing Link”
(between 17th St & Garden Ln S)
Approximately 6,000 square feet for a 6’ sidewalk
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114
5. Cost Estimates (Sidewalks & Paths)
Cost estfmates for sidewalks and shared use paths were derived from recent roadway projects within the
city. Currently (2021), staff estfmates concrete prices to be about $8 per square foot for sidewalks and
shared use paths. However, individual project costs can vary substantfally based on a number of conditfons
including:
Design and engineering (width, frequency of material placement, demolitfon)
Surveys
Temporary traffic control requirements
Number of driveway cuts
Utflity relocatfon
Contractor experience and material availability
Permeable concreate/asphalt/pavement will increase cost
Taking these additfonal costs into consideratfon, staff is using $10-20 per square foot to estfmate cost to for
new sidewalks and shared use paths.
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115
5. Cost Estimates (Bike Lanes and “Sharrows”)
Cost estfmates for bicycle lanes and shared roadway markings (“Sharrows”) are shown below. Staff estf-
mates the cost to stripe shared roadway markings to be about 32 cents per linear foot of roadway and
about 45 cents per linear foot of roadway for bicycle lane striping.
Draft
116
6. Implementation
In additfon to infrastructure projects, many communitfes use policies and regulatfons to ensure that the nec-
essary pedestrian and/or bicycle facilitfes are provided.
A Complete Streets Policy is an increasingly popular approach that requires streets to be planned, designed,
operated, and maintained to enable safe, convenient and comfortable travel and access for users of all ages
and abilitfes regardless of their mode of transportatfon. By adoptfng a complete streets policy, communitfes
seek to design and operate their roadways for
all users, not just motor vehicles. This means
every transportatfon project should make the
roadway safer for walkers, bicyclists, drivers,
public transit users, and those with assistfve
devices. A “complete street” may include side-
walks, shared use paths, bike lanes, bus lanes,
public transit stops, crosswalks, medians,
roundabouts, and/or other facilitfes depending
on the context and needs of the roadway.
Many communitfes use new development as an opportunity to
create walkable and bikeable areas. For instance, mandatory
street connectfvity, sidewalk installatfon, and bicycle parking are
common requirements for new development. Further examples
include:
New development on arterial or connector roadways must
install a sidewalk or pay an impact fee for future sidewalk
installatfon, where one does not exist.
New development within the “School Walking Zone” must
install a sidewalk or pay an impact fee for future sidewalk
installatfon, where one does not exist.
Design guidelines for new parking lots that enhance pedes-
trian and bicyclist safety.
Limitfng the number and width of driveway cuts for residen-
tfal and commercial development. Also, limitfng driveway
cuts on arterial or collector roadways where possible.
Policies and Regulations
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117
6. Implementation
To further enhance actfve transportatfon, the American Planning Associatfon advises that communitfes en-
sure that their Comprehensive Plans and Land Development Regulatfons support mixed use and compact
developments. Examples of such regulatfons include:
Reduce building setbacks and minimum parking standards to actfvate the street and enhance the pedes-
trian experience.
Adoptfng a special pedestrian oriented zoning district or overlay to create more pedestrian friendly de-
velopment.
Offer incentfves such as density bonuses or reduced parking requirements for developments that create
pedestrian or bicycle amenitfes.
Allow a mix of uses and residentfal densitfes to support and encourage actfve transportatfon.
Elements of a Walkable Place:
Buildings are located close to the street and
front the sidewalk
Sidewalks are wide enough to accommodate
multfple users, including outdoor dining
Street design that slows travel speeds
Policies and Regulations
Draft
118
6. Implementation
This sectfon highlights potentfal sources of funding for bicycle and pedestrian improvements:
Grants, such as Community Development Block Grants, are great opportunitfes to plan, design, and/or
construct transportatfon projects. Grant opportunitfes should be looked at regularly for potentfal fund-
ing.
Capital Improvements Plans (CIP) identffy projects municipalitfes are planning to fund for planning, de-
sign, or constructfon within the next 5 to 10 years typically. High priority transportatfon, including bicycle
and pedestrian, improvements should be included in the CIP with funding sources identffied.
Designatfng a certain percentage of the budget for a roadway project be designated for ped/bike im-
provements.
Development Impact Fees are typically tfed trip generatfon rates and traffic impacts by a proposed pro-
ject. A developer may pay for on or off site pedestrian improvements to reduce the number of trips for
example. A clear nexus must be established between the impact fee and the project’s impacts.
Tax Increment Financing (TIF) is a tool that uses future increases in taxes to finance improvements in a
designated Community Redevelopment Area (CRA).
Special Districts such as Business Improvement Districts, Economic Development Districts, Capital Im-
provement Districts, and Neighborhood Improvement Districts are created by local governments for
designated purposes. Such districts often use grants, fees, ad-valorem taxes, and in some cases Tax In-
crement Financing for funding.
Funding
Ways to Reduce Costs:
1) Integrate the project with a larger road construc-
tfon project. Pedestrian and bicycle facilitfes that
are integrated with a larger roadway or utflity pro-
ject will reduce costs than a stand alone project.
This recommendatfon tfes into the Complete
Streets Policy.
2) Combining smaller projects into one big project
since bid prices tend to drop as quantftfes in-
crease.
Safe Routes to School project