Mobility Management Plan Study of the Busch Boulevard Corridor

Mobility Management Plan Study of the Busch Boulevard Corridor March 2000 Hillsborough County Metropolitan Planning Organization 601 E. Kennedy, 18th Floor Tampa, Florida 33602-5117 813/272-5940 FAX NO: 813/272-6258

TABLE OF CONTENTS Page INTRODUCTION...1 The Busch Boulevard Corridor...1 Schools...2 Community Centers...3 Coordination and Issues Identification...3 DATA COLLECTION AND ANALYSIS...4 Scheduled and Planned Improvements...4 40 th Street from Hillsborough Avenue to Fowler Avenue...4 I-275 from Busch Boulevard to Fowler Avenue...4 Railroad Crossing Upgrades...5 New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue...5 New Sidewalk on Busch Boulevard between 30 th Street and 40 th Street...5 Signalized Intersections...5 Traffic Volumes...6 Intersection Level of Service...6 Travel Time and Delay...7 Vehicle Occupancy...8 Right-of-Way...8 Traffic Sign Inventory...9 Driveways...9 Median Openings...10 Accident History and Safety Concerns...11 ROADWAY ANALYSIS AND IMPROVEMENT STRATEGIES...15 Optimized Traffic Signal Timings...15 Optimized Traffic Signal Phases...17 Intersection Queue Lengths...18 Intersection Geometric Improvements...23 Florida Avenue/Busch Boulevard Intersection...24 L:\TRAN_MPO\PROJECTS\CMS\corridors\busch\Busch CMS\Final Report-March 2000\TABLE OF CONTENTS.doc i

Nebraska Avenue/Busch Boulevard Intersection...26 56 th Street/Busch Boulevard Intersection...27 Air Quality Analysis...27 Roadway Recommendations...28 TRANSIT SERVICE...29 Existing Bus Routes...29 Bus Ridership...30 Bus Size...30 Transit Propensity Areas...33 Yukon Park-and-Ride...36 Transit Recommendations...37 TRANSPORTATION DEMAND MANAGEMENT PROGRAMS...39 PEDESTRIAN MOBILITY...40 Sidewalk Infrastructure and Connectivity...40 Planned Pedestrian Facilities...41 New Sidewalk on Busch Boulevard between 30 th Street and 40 th Street...41 40 th Street from Hillsborough Avenue to Fowler Avenue...41 New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue...42 Pedestrian Access to Activity Centers and Public Transit...42 Accessibility for the Transportation Disadvantaged...42 Pedestrian Mobility Recommendations...44 BICYCLE MOBILITY...45 Bicycle Mobility Recommendations...46 APPENDIX (SEPARATE DOCUMENT) L:\TRAN_MPO\PROJECTS\CMS\corridors\busch\Busch CMS\Final Report-March 2000\TABLE OF CONTENTS.doc ii

LIST OF TABLES Page 1 Existing Intersections Levels of Service...7 2 Summary of 1997 and 1998 Crash Data...11 3 Accident Summary...13 4 Intersection Level of Service and Average Delay...16 5 Timing and Phasing Improved Queues...19 6 Intersection Geometric Improvement Evaluation Summary...25 7 Air Quality Analysis for Signal and Timing Improvements...28 8 Transit Ridership Summary HARTline Route 39 Eastbound...31 9 Transit Ridership Summary HARTline Route 39 Westbound...32 10 Demographic Characteristics of Transit Riders...33 11 Locations with ADA Non-Compliant Sidewalk Ramps...43 L:\TRAN_MPO\PROJECTS\CMS\corridors\busch\Busch CMS\Final Report-March 2000\TABLE OF CONTENTS.doc iii

LIST OF FIGURES Follows Page 1 Study Area and Activity Centers...2 2 Five Year Planned and Scheduled Improvements...4 3 Existing Lane Geometry at Signalized Intersections (Florida Ave.-Nebraska Ave.)...5 4 Existing Lane Geometry at Signalized Intersections (22 nd St.-Pedestrian Signal)...5 5 Existing Lane Geometry at Signalized Intersections (40 th St.-56 th St.)...5 6 1999 Peak Season Adjusted Timing Movements (Florida Ave.-Nebraska Ave.)...6 7 1999 Peak Season Adjusted Timing Movements (22 nd St.-40 th St.)...6 8 1999 Peak Season Adjusted Timing Movements (46 th St.-56 th St.)...6 9 Average Daily Traffic and Percent Trucks...6 10 Average PM Peak Travel Speeds...7 11 Average Weekday Vehicle Occupancy...8 12 Existing Bus Routes...29 13 Transit Propensity and Average Weekday Peak Period Bordings and Alightings...33 14 Area Employment and Average Weekday Peak Period Bordings and Alightings...34 L:\TRAN_MPO\PROJECTS\CMS\corridors\busch\Busch CMS\Final Report-March 2000\TABLE OF CONTENTS.doc iv

INTRODUCTION In November 1997, the Hillsborough County MPO, through the Congestion Management System (CMS), also known as the Mobility Management Process (MMP), completed an evaluation and identification of congested and constrained roadways. These are roadways that function at an unacceptable level of service and cannot be widened due to significant physical, economic, environmental, or social constraints. From that analysis, the MPO s CMS Steering Committee selected several corridors for further study to identify low cost quick response strategies to improve mobility by increasing alternative travel modes and/or reducing traffic congestion. Busch Boulevard, between Florida Avenue and 56 th Street, was one of those selected and is the focus of this study. The Busch Boulevard Corridor Busch Boulevard, between Florida Avenue and 56 th Street, is a six-lane urban arterial approximately four miles in length located in central Hillsborough County. The posted speed limit between Florida Avenue and Nebraska Avenue is 40 miles per hour. The remainder of the corridor has a posted speed limit of 45 miles per hour. Sidewalks are located on both sides of Busch Boulevard on nearly the entire length of the corridor. Overhead utilities span the length of the corridor. With the exception of the area adjacent to Busch Gardens between 30 th and 40 th Streets, the medians are poorly landscaped, and the aesthetics of the corridor are generally poor. Busch Boulevard provides access to I-275, the major north-south freeway serving major employment and recreation centers throughout the region, including Downtown Tampa and the Westshore Business District. The City of Temple Terrace borders the eastern end of the study area, near 56 th Street. The predominant land uses throughout the corridor are commercial, with pockets of residential land uses. The corridor can be described as a commercial strip. Motels, fast-food restaurants, industrial businesses, and other commercial establishments are located along its entire length. 1

The two major attractions in the Busch Boulevard corridor are Busch Gardens and Adventure Island. These theme parks, located on the north side of Busch Boulevard between 30 th Street and 46 th Street, are major traffic generators serving thousands of tourists and local patrons annually. The theme parks also employ 3,000 people, contributing to mobility concerns in the corridor. The peak season attendance at the theme parks is during Spring Break, the summer school schedule, and the Christmas holidays (December 26 to January 1). According to Busch Gardens officials, four million guests attend the theme park annually, of which 75% are not local residents. The corridor also serves several schools and activity centers within the study area, as shown on Figure 1, Study Area and Activity Centers, and listed below: Schools Cahoon Elementary Corpus Christi Elementary Sulfur Springs Elementary Temple Terrace Elementary Van Buren Junior High School Witter Elementary 2

Community Centers North Tampa Boys and Girls Club North Tampa Community Center Coordination and Issues Identification out the Busch Boulevard Corridor Study, several meetings and telephone interviews were conducted with the entities listed below: Florida Department of Transportation, District Seven Hillsborough County City of Tampa City of Temple Terrace Hillsborough Area Regional Transit Authority Hillsborough County Sheriff s Department City of Tampa Police Department University North Transportation Initiative Busch Gardens MPO Bicycle/Pedestrian Coordinator The objective of this coordination was to identify public and private sector issues that should be considered in the study, secure needed transportation and land use data to support the study analysis, and to coordinate and receive input on results and recommendations. The input and data received from these agencies and their influence on the study analysis and recommendations are described in this report. 3

DATA COLLECTION AND ANALYSIS This section describes the coordination and data collection activities for the study. Scheduled and Planned Improvements There are several transportation improvements that are scheduled or planned to be implemented within the next five years that will improve mobility in the corridor. These improvements are described below and depicted on Figure 2. 40 th Street from Hillsborough Avenue to Fowler Avenue The City of Tampa, Hillsborough County, and the Florida Department of Transportation (FDOT) are jointly implementing transportation improvements to 40 th Street between Hillsborough Avenue and Fowler Avenue. The proposed improvements will upgrade 40 th Street to a safer and more efficient four-lane divided urban arterial roadway. The project includes a raised landscaped median, four-foot-wide bicycle lanes and sidewalks on both sides of the roadway. In conjunction with this project, Busch Gardens is constructing two tunnels under 40 th Street to provide tram and pedestrian service between the theme park entrance and their parking facilities. In addition, the existing Busch Gardens parking entrance will be moved further north on 40 th Street. I-275 from Busch Boulevard to Fowler Avenue The FDOT has initiated improvements to I-275 between Busch Boulevard and Fowler Avenue. This project upgrades the existing four-lane interstate to a six-lane facility and includes safety and operational improvements to the I-275/Busch Boulevard interchange. 4

Railroad Crossing Upgrades The FDOT is upgrading the traffic signals at two railroad crossings on Busch Boulevard at Nebraska Avenue and 15 th Street. Construction of the new signal at 15 th Street is scheduled to commence in fiscal year 2001, and the new signal at Nebraska Avenue will be installed in fiscal year 2002. New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue Construction of a new sidewalk on the southside of Yukon Street between Florida Avenue and Nebraska Avenue is underway. New Sidewalk on Busch Boulevard between 30 th Street and 40 th Street The City of Tampa and the Hillsborough Area Regional Transit Authority (HARTline) are working with Busch Gardens officials to construct a new ADA-compliant sidewalk on the north side of Busch Boulevard between 30 th Street and 40 th Street. This project will also include access for disabled persons to Busch Gardens in the vicinity of the existing pedestrian access. Busch Gardens has agreed to donate the right-of-way required for this project. Although construction funds are not currently programmed, efforts are being made to identify funding to implement this project within the next five years. Busch Gardens officials have indicated that their long-term plans include closing the existing pedestrian access to Busch Boulevard. Signalized Intersections The existing geometric configurations for all signalized intersections in the corridor were obtained from aerial photography and confirmed with a field visit. There are eleven signalized intersections over the four-mile corridor equating to 2.75 traffic signals per mile. The signalized intersections include Florida Avenue, I-275 West on-ramp, I-275 East on-ramp, Nebraska Avenue, 22 nd Street, 26 th Street, 30 th Street, 40 th Street (Malcolm McKinley), 46 th Street, 50 th Street, and 56 th Street. There is also a railroad-crossing signal aligned with 15 th Street, as well as a pedestrian signal between 30 th and 40 th Streets providing access to Busch Gardens. Figures 3, 4, and 5 show the existing lane configurations for each signalized intersection in the corridor. 5

Traffic Volumes Existing peak period intersection turning movement counts and daily roadway counts were secured from local and state sources where available. Additional counts were required at several locations in the corridor. Most of the intersection traffic volumes were obtained from 1999 turning movement counts provided by the City of Tampa. The latest available turning movement counts for Busch Boulevard s intersection with 26 th and 46 th Streets were conducted in 1996. These counts were extrapolated to 1999 using the current counts from adjacent intersections. The 1999 turning movement counts at Busch Boulevard and 56 th Street were manually collected in the field. All of the 1999 counts were adjusted to peak season using the FDOT peak season adjustment factors. A table showing the existing turning movement counts and adjustments is included in the Appendix. The 1999 adjusted turning movement counts for each signalized intersection analyzed is shown in Figures 6, 7, and 8. The Florida Department of Transportation provided classified average daily traffic counts for several locations in the corridor. Additional vehicle classification counts were conducted at locations where count data was not available. The average daily traffic and percent trucks on Busch Boulevard are shown on Figure 9. The detailed 15-minute roadway segment counts conducted by URS Greiner Woodward Clyde are included in the Appendix. Intersection Level of Service Levels of service were calculated for all of the signalized intersections on Busch Boulevard between Florida Avenue and 56 th Street, as shown in Table 1. There are three coordinated signal systems within the study area. The existing traffic signal timings and phasings were obtained from the corresponding maintaining agency (i.e. City of Tampa and Hillsborough County). The existing geometries, phasings, and timings were used in conjunction with the adjusted peak season traffic counts to calculate the existing levels of service. Both the AM and PM peak 6

periods were analyzed. The Highway Capacity Software (HCS), Version 3.1 was used to calculate intersection levels of service. As shown in Table 1, the levels of service at Florida Avenue, Nebraska Avenue, 46 th Street, and 56 th Street are at unacceptable levels. Detailed worksheets documenting the results of the analysis are located in the Appendix. Table 1 - Existing Intersection Level of Service AM Peak Hour PM Peak Hour Delay Delay Intersection LOS (seconds) Existing (seconds) Florida Ave F 97.0 F 118.1 I-275 (W) C 23.4 A 9.1 I-275 (E) B 16.0 D 38.5 Nebraska Ave D 50.5 E 64.3 22nd St B 15.3 B 15.7 26th St A 4.1 C 29.6 30th St D 44.1 D 46.2 Ped Signal A 0.2 B 10.4 40th St D 36.8 D 54.1 46th St C 28.2 E 60.1 50th St B 17.9 D 49.4 56th St F 84.7 F 142.5 Travel Time and Delay A total of four travel time runs in each direction were completed to estimate the vehicular delays along Busch Boulevard during the peak travel periods. This data was used to determine the most congested areas along the corridor. The segments were analyzed between each traffic signal along Busch Boulevard. The most congested eastbound links were from I-275 (east) to Nebraska Avenue, from I-275 (west) to I-275 (east), and from 26 th Street to 30 th Street with average travel speeds of 12.20, 13.30, and 14.69 miles per hour (mph), respectively. The average eastbound travel speed on Busch Boulevard from Florida Avenue to 56 th Street was 26.67 mph. The most congested westbound links were from I-275 (west) to Florida Avenue, from the Pedestrian Signal to 30 th Street, and from Nebraska Avenue to I-275 (east) with average travel speeds of 11.22, 18.23, and 19.98 mph, respectively. The average travel speed in the westbound direction was 27.93 mph. This data is summarized in Figure 10, and shown in tabular form in the Appendix. 7

Vehicle Occupancy Vehicle occupancy, or the number of people in a vehicle including the driver, was sampled at three locations along Busch Boulevard: Florida Avenue, 30 th Street, and 56 th Street. Each location was sampled for one hour during the morning and evening peak travel periods. As shown in Figure 11 below and as one would expect, the average vehicle occupancy during the peak travel periods on Busch Boulevard are higher near the Busch Gardens theme park. This data is useful as a baseline against which to measure the effectiveness of strategies implemented to reduce the number of single occupant vehicles in the corridor. Busch Gardens 1.13 / 1.19 1.33 / 1.42 1.24 / 1.22 Busch Boulevard Florida Ave 30 th Street 40 th Street 56 th Street Legend: Peak Period AVO AM / PM Figure 11: Average Weekday Vehicle Occupancy (AVO) A table showing the results of the vehicle occupancy observed in the field is included in the Appendix. Right-of-Way Available right-of-way is very limited along Busch Boulevard. Residential and commercial developments abut existing right-of-way lines throughout the corridor. A typical section of roadway on Busch Boulevard is 106 feet in width, including 6 twelve-foot lanes, sixteen feet of median space, and eighteen feet for utilities, sidewalks, curb and gutters. Right-of-way widths in the corridor vary from 99 feet to 115 feet. The lack of available right-of-way limits the number of low-cost transportation solutions for the corridor. Right-of-way maps for the corridor are included in the Appendix. 8

Traffic Sign Inventory Existing traffic signs were inventoried throughout the corridor. The location and sign type (regulatory, warning, or guide sign) is shown on Figures A-1 through A-5 in the Appendix. Driveways The number and location of driveways on Busch Boulevard was recorded through field observation. A total of 175 driveways (100 on the south side, 75 on the north side) were identified between Florida Avenue and 56 th Street and are displayed on Figures A-6 through A-10 in the Appendix. The access classification for Busch Boulevard (SR 580) within the study area is Class 7. Access Class 7 is the least restrictive class set forth in the Florida Department of Transportation Access Management Standards. Under Access Class 7 standards, the minimum driveway spacing is 125 feet. Of the 175 driveways in the corridor, 59 (45 on the south side, and 14 on the north side) do not adhere to the minimum spacing standard for Busch Boulevard. Forty-five percent of the driveways on the south side, and nineteen percent of the driveways on the north side are not compliant with the access Many driveways along Busch Boulevard serve no meaningful purpose and contribute to the poor aesthetics of the corridor. management standard. Most of the driveways on Busch Boulevard were in place prior to the adoption of the FDOT Access Management Standards in the early 1990 s. Since the driveways existed before the 9

standard was established, property owners can only be required to close a driveway if the land use designation changes or if the existing driveway creates a hazardous condition. Although it is not apparent that the non-compliant driveways cause a hazardous condition, they contribute to traffic congestion and poor aesthetics in the corridor. Consideration should be given to a voluntary closing of these driveways. Although a detailed access management analysis was not part of this study, Busch Gardens officials have identified a potential operational deficiency at 42nd Street on the north side of Busch Boulevard. Currently, motorists exiting the Busch Gardens parking lot onto 42nd Street are having difficulty negotiating a left turn onto Busch Boulevard due to heavy congestion and the apparent lack of traffic controls at this intersection. This is causing a large delay and queue on 42nd Street southbound. Busch Gardens officials have suggested a right-out only from 42nd Street onto Busch Boulevard. Although a solution to this particular access point has not been analyzed nor discussed with the adjacent Neighborhood Association, it is typical of the type of access changes needed to improve the efficiency of the Busch Boulevard corridor. Median Openings There are approximately 42 non-signalized median openings in the corridor, and most are full access median openings meaning they have no turn restrictions. The majority of the median openings on Busch Boulevard do not meet the Access Class 7 guidelines established by the Florida Department of Transportation. The standard spacing for a full median opening under FDOT Access Class 7 is 660 feet. A hazardous condition is not required for the FDOT to change or close a median. If a proposed modification to an existing median The lack of adequate spacing between median openings on Busch Boulevard contributes to traffic operational deficiencies. 10

opening improves traffic flow, the median opening solution can be implemented with FDOT approval. This study does not examine access management issues in detail; however, a detailed access management study is recommended. Accident History and Safety Concerns In order to identify safety problems along the Busch Boulevard corridor, 1997 and 1998 accident statistics from the Florida Department of Transportation were reviewed. The FDOT summarizes the accident rates, per location, based on the number of accidents per vehicle-miles traveled per year. With the accident rates, a critical accident ratio is calculated, which compares the accident rate of the facility with the average statewide accident rate for a facility with similar characteristics. Based on an initial screening of accident rates per location, five locations along the Busch Boulevard corridor were identified with the highest accident rates. These locations are shown in Table 2, represented with bold lettering. Table 2 - Summary of 1997 and 1998 Crash Data Segment Location Beginning Mile Post Ending Mile Post 1997 Crashes 1997 Crash Rates (mev) 1998 Crashes 1998 Crash Rates (mev) Florida Avenue 2.6 2.9 29 1.566 21 1.097 I-275 (W) 2.9 3.1 20 1.080 10 0.522 I-275 (E) 3.1 3.25 24 1.296 15 0.784 Nebraska Avenue 3.25 3.85 110 5.941 74 3.868 22 nd Street 3.85 4.5 70 3.780 43 2.247 26 th Street 4.5 4.75 35 1.890 24 1.254 30 th Street 4.75 5 56 3.024 25 1.306 Pedestrian signal 5 5.3 22 1.188 7 0.365 40 th Street 5.3 5.65 40 2.160 37 1.934 46 th Street 5.65 6.1 35 1.890 27 1.411 50 th Street 6.1 6.6 31 1.674 38 1.986 56 th Street 6.6 7 17 0.918 12 0.627 (mev million entering vehicles) 11

Table 3 provides a summary of the type of accidents that have taken place along the corridor in the 24-month period and summarizes the accident information by segment. The summarized information indicates that most of the corridor has accident frequencies that are higher than average for a facility with similar characteristics. No obvious deficiency or defects in the roadway geometry appear to cause this higher than average accident rates. The accident data identifies failure to yield right of way and careless driving as the main contributing causes. A detailed review of the accident records and preparation of collision diagrams will further clarify the accident causes and assist with the identification of traffic safety solutions in the corridor. While these tasks are not part of the scope of this study, it is suggested that a detailed safety study of the above referenced locations be performed in the near future. 12

Table 3 - Accident Summary Accident Severity Main Types Of Accidents Bike/Ped Collision Time Of Day Pavement Conditions Main Contributing Causes (By Driver) Fatal Injury Property Damage Angle Left-Turn Rear- End Bicycle Pedestrian Day Night Wet Dry Fail to yield ROW Careless Driving 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF NEBRASKA (MP 3.2) TO EAST OF 14TH STREET (MP 3.85) Number of Crashes (3) 1 46 63 34 6 48 3 2 71 16 12 81 29 37 % of Total Crashes 0.91 41.82 57.27 30.91 5.45 43.64 2.73 1.82 64.55 14.55 10.91 73.64 26.36 33.64 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF NEBRASKA (MP 3.2) TO EAST OF 14TH STREET (MP 3.85) Number of Crashes (4) 1 44 29 32 6 22 1 1 42 23 10 55 25 18 % of Total Crashes 1.35 59.46 39.19 43.24 8.11 29.73 1.35 1.35 56.76 31.08 13.51 74.32 33.78 24.32 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF 16TH STREET (MP 3.85) TO WEST OF 26TH STREET (MP 4.5) Number of Crashes (5) 0 38 32 19 10 26 0 0 49 12 5 59 27 22 % of Total Crashes 0.00 54.29 45.71 27.14 14.29 37.14 0.00 0.00 70.00 17.14 7.14 84.29 38.57 31.43 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF 16TH STREET (MP 3.85) TO WEST OF 26TH STREET (MP 4.5) Number of Crashes (6) 0 26 17 13 5 17 1 2 25 11 9 28 11 15 % of Total Crashes 0.00 60.47 39.53 30.23 11.63 39.53 2.33 4.65 58.14 25.58 20.93 65.12 25.58 34.88 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM EAST OF 28TH STREET (MP 4.75) TO 33RD STREET (MP 5.0) Number of Crashes (7) 0 25 32 5 4 36 0 0 36 13 11 39 6 37 % of Total Crashes 0.00 43.86 56.14 8.77 10.53 63.16 0.00 0.00 63.16 22.81 19.30 68.42 10.53 64.91 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM EAST OF 28TH STREET (MP 4.75) TO 33RD STREET (MP 5.0) Number of Crashes (8) 0 12 13 8 0 14 0 1 14 9 3 20 1 12 % of Total Crashes 0.00 50.00 54.17 33.33 4.17 58.33 0.00 4.17 58.33 37.50 12.50 83.33 4.17 50.00 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM WEST OF 37TH STREET (MP 5.30) TO EAST OF ORANGE VIEW AVENUE (MP 5.65) Number of Crashes (9) 0 18 22 6 0 26 0 0 24 11 4 34 4 18 % of Total Crashes 0.00 45.00 55.00 15.00 7.50 65.00 0.00 0.00 60.00 27.50 10.00 85.00 15.00 45.00 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD FROM WEST OF 37TH STREET (MP 5.30) TO EAST OF ORANGE VIEW AVENUE (MP 5.65) Number of Crashes (10) 0 20 17 6 8 16 0 0 23 12 4 32 11 9 % of Total Crashes 0.00 54.05 45.95 16.22 21.62 43.24 0.00 0.00 62.16 32.43 10.81 86.49 29.73 24.32 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM PAWNEE STREET (MP 6.1) TO 52ND STREET (MP 6.6) Number of Crashes (11) 1 11 19 8 7 6 0 1 16 8 2 24 12 9 % of Total Crashes 3.23 35.48 61.29 25.81 22.58 19.35 0.00 3.23 51.61 25.81 6.45 77.42 38.71 29.03 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FROM PAWNEE STREET (MP 6.1) TO 52ND STREET (MP 6.6) Number of Crashes (12) 0 21 17 12 7 12 1 1 19 11 5 26 13 9 % of Total Crashes 0.00 55.26 44.74 31.58 18.42 31.58 2.63 2.63 50.00 28.95 13.16 68.42 34.21 23.68 1997 ACCIDENT SUMMARY- BUSCH BOULEVARD - FIVE SEGMENTS WITH HIGHEST ACCIDENT RATES Number of Crashes (1) 2 138 168 72 27 142 3 3 196 60 34 237 78 123 % of Total Crashes 0.65 44.81 54.55 23.38 8.77 46.10 0.97 0.97 63.64 19.48 11.04 76.95 25.32 39.94 1998 ACCIDENT SUMMARY- BUSCH BOULEVARD - FIVE SEGMENTS WITH HIGHEST ACCIDENT RATES Number of Crashes (2) 1 123 93 71 26 81 3 5 123 66 31 161 61 63 % of Total Crashes 0.46 56.94 43.06 32.87 12.04 37.50 1.39 2.31 56.94 30.56 14.35 74.54 28.24 29.17 13

Table 3 - Accident Summary (Continued) Notes: 1) Based on a total of 308 accidents in 1997. 2) Based on a total of 216 accidents in 1998. 3) Based on a total of 110 accidents in 1997. 4) Based on a total of 74 accidents in 1998. 5) Based on a total of 70 accidents in 1997. 6) Based on a total of 43 accidents in 1998. 7) Based on a total of 57 accidents in 1997. 8) Based on a total of 24 accidents in 1998. 9) Based on a total of 40 accidents in 1997. 10) Based on a total of 37 accidents in 1998. 11) Based on a total of 31 accidents in 1997. 12) Based on a total of 38 accidents in 1998. Listed are the main categories and types of accidents; therefore, figures do not add up to 100%. 14

ROADWAY ANALYSIS AND IMPROVEMENT STRATEGIES An intersection level of service analysis was conducted to identify low cost improvements to the existing traffic system. This analysis included the following evaluations: Optimization of traffic signal timings Optimization of traffic signal phases Intersection queue lengths Intersection geometric improvements The method and results of this analysis are described below. Optimized Traffic Signal Timings Traffic signal timings were optimized first as a means of reducing congestion in the corridor. Signal timings are easily adjusted, and are therefore an inexpensive improvement. Since all of the traffic signals on Busch Boulevard within the study area are on coordinated systems, yet not on the same system, improving the signal timings and offsets could have great effect in reducing congestion. There are three coordinated signal systems within the study area. Two are located on Busch Boulevard and include the signalized intersections between the following roadways: Armenia Avenue and Nebraska Avenue 22nd Street east to 50th Street The third coordinated system is on 56 th Street and includes signalized intersections to the north and south of Busch Boulevard. Since Busch Boulevard at 56 th Street was the only intersection on this system that was analyzed, offsets were not optimized. Timing splits for this intersection 15

were optimized, however, implementing these improvements before analyzing the effects on the adjacent traffic signals on the coordinated system to the north and south is not recommended. The results of the optimized timing scenario are shown in Table 4. Detailed worksheets documenting the timing improvements and the results of the analysis are included in the Appendix. Table 4 - Intersection Level of Service and Average Delay (in seconds per vehicle) AM Peak Hour PM Peak Hour Intersection Improved Improved Improved Improved Existing Timing Phasing** Existing Timing Phasing** Florida Ave LOS F E E F E E Delay 97.0 79.0 76.6 118.1 64.5 67.3* I-275 (W) LOS C C B A B* A Delay 23.4 21.0 18.3 9.1 13.5 8.3 I-275 (E) LOS B B B D B D* Delay 16.0 13.5 20.0* 38.5 17.6 46.0* Nebraska Ave LOS D C C E D E* Delay 50.5 31.4 29.7 64.3 54.7 56.5* 22nd St LOS B A A B B B Delay 15.3 7.9 8.0* 15.7 16.0* 16.0 26th St LOS A A A C B B Delay 4.1 3.3 3.3 29.6 15.2 13.8 30th St LOS D D D D D D Delay 44.1 40.0 35.6 46.2 44.9 44.9 Ped Signal LOS A A A B B B Delay 0.2 0.3* 0.3 10.4 13.6* 17.7* 40th St LOS D C C D C D* Delay 36.8 31.0 30.0 54.1 34.9 47.8* 46th St LOS C B B E B B Delay 28.2 15.0 17.4* 60.1 16.2 16.2 50th St LOS B B B D C C Delay 17.9 18.4* 18.5* 49.4 27.2 25.3 56th St LOS F E N/A F F N/A Delay 84.7 69.9 N/A 142.5 145.2* N/A * The level of service or delay at this intersection was degraded due to improved traffic flow at adjacent intersections, however, overall average travel speed along the corridor improved. ** Traffic signal phasing improvements considers scheduled improvements to I-275 and 40th Street. 16

Optimized Traffic Signal Phases The traffic signal phases for the traffic control systems were then optimized. No phasing changes or additions were excluded from this analysis. If a benefit was identified from changing or adding a phase, it was noted. The traffic signal phasing optimizations were then reviewed by the FDOT staff and comments were provided. The final recommended phasing changes were closely coordinated with the FDOT traffic operations staff. Changing the lead/lag option on a phase is a relatively inexpensive improvement to implement. However, due to limitations on the Busch Boulevard signal system and local policies on driver perceptions, many of the lead/lag optimizations are not recommended by the FDOT. The following lead/lag signal phasing improvements are recommended: Changing the eastbound left phases to lag at I-275 (west) and I-275 (east), Changing the northbound left to lag at 40th Street, and Switching the lead/lag order at Nebraska Avenue (i.e. eastbound left-lead, westbound left-lag) The results of the phasing optimizations are summarized in Table 4. Detailed worksheets documenting the phase changes and results of the analysis are included in the Appendix. The timing and phasing optimizations improve the overall average travel speed in the corridor. In the AM peak period, these improvements increase the average travel speed by 2.2 miles per hour (MPH) in the eastbound direction (from 30.2 mph to 32.4 mph) and by 1.3 mph in the westbound direction (from 27.2 mph to 28.5 mph). These improvements increase the average travel speed during the PM peak period by 0.3 mph in the eastbound direction (from 28.1 mph to 28.4 mph) and by 1.3 mph in the westbound direction (from 25.8 mph to 27.1 mph). 17

Intersection Queue Lengths A queue length represents a maximum back distance that vehicles stop during a cycle at a traffic signal. The 95th percentile queue lengths were estimated to determine the adequacy of the existing storage lane lengths. Insufficient storage lane lengths can cause vehicles to back up (queue) into the through lanes causing a hazardous condition and degradation to traffic flow. Table 5 shows the estimated storage needs for approaches at each signalized intersection. Occasionally, the queue length of the through lanes exceeds the length of the adjacent storage lanes. In this case, vehicles attempting to get into the turn lane cannot. Therefore, storage lane lengths should be designed to extend to the longer of either the turn-queue or the through-queue. However, reasonable judgement should be used when the through queue lengths are the controlling factor. High-volume intersections can have through-lane queue lengths in excess of ¼ mile. For this reason, the controlling factor and the needed storage lengths are reported (i.e. if a left-turn lane was found to need additional storage, the lane with the queue requiring the additional storage was noted - either the left- or through-lane queue). For example, the eastbound right lane at 40th Street is currently approximately 300 feet. Although the calculation shows a need for an additional 300 feet of storage, this is due to the through lane queue during the PM peak. The eastbound right lane storage is sufficient for the eastbound right queue. Therefore, judgement must be used prior to extending eastbound right lane. Extending storage lanes may not be possible due to right-of-way or other physical constraints. The Busch Boulevard intersections with the most critical need for additional storage are all approaches to 56th Street, Nebraska Avenue, and Florida Avenue, and the westbound approach at 30th Street. As traffic exceeds an intersection s capacity, the queue lengths grow exponentially. In these cases, extending storage for turn lanes is not recommended. The solution to this problem should focus on increasing the intersection capacity through improved timings or roadway widening, or reducing the traffic through the intersection. Storage length extensions at intersections that are over capacity will not significantly improve the operating conditions at the intersection. 18

Table 5 - Timing and Phasing Improved Queues FLORIDA AVENUE NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 3 1 2 2 0 1 3 1 1 2 1 Storage 300 350 500 250 50 300 950 AM 95th%ile Queue 216 175 44 274 610 143 369 257 373 651 Excess(+)/Needed(-) Storage 84 175-110 0-119 -319-351 299 PM 95th%ile Queue 405 511 462 204 390 306 419 86 300 878 16 Excess(+)/Needed(-) Storage -211-161 110 0-169 -369-578 72 Additional Storage Needed: 211 161 110 0 169 369 578 0 Controlling Parameter: PM PM AM PM PM PM I-275 (W) RAMP NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 0 0 0 2 0 0 1 3 0 0 3 0 Storage 300 150 AM 95th%ile Queue 92 729 24 386 Excess(+)/Needed(-) Storage 0 0 208 0-579 0 0 0 PM 95th%ile Queue 206 301 75 243 Excess(+)/Needed(-) Storage 0 0 94 0-151 0 0 0 Additional Storage Needed: 0 0 0 0 579 0 0 0 Controlling Parameter: Left Queue I-275 (E) RAMP NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 0 0 0 2 0 1 1 3 0 0 3 0 Storage 250 100 AM 95th%ile Queue 258 176 159 91 Excess(+)/Needed(-) Storage 0 0-8 0-76 0 0 0 PM 95th%ile Queue 421 342 208 156 Excess(+)/Needed(-) Storage 0 0-171 0-242 0 0 0 Additional Storage Needed: 0 0 171 0 242 0 0 0 Controlling Parameter: Left Queue Left Queue NEBRASKA AVENUE NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 2 1 1 2 1 1 3 0 1 3 0 19

Table 5 - Timing and Phasing Improved Queues Storage 250 50 100 50 500 50 300 AM 95th%ile Queue 72 170 124 134 335 192 163 331 262 762 Excess(+)/Needed(-) Storage 80-120 -235-285 169-281 -462 0 PM 95th%ile Queue 142 405 158 243 234 146 360 334 310 716 Excess(+)/Needed(-) Storage -155-355 -143-184 140-284 -416 0 Additional Storage Needed: 155 355 235 285 0 284 462 0 Controlling Parameter: PM PM AM AM PM AM 22ND STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Storage 150 50 150 50 150 100 AM 95th%ile Queue 33 54 30 59 259 56 296 6 108 Excess(+)/Needed(-) Storage 96-4 -109-209 -146 0-8 0 PM 95th%ile Queue 69 195 71 99 211 232 176 71 42 Excess(+)/Needed(-) Storage -45-145 -61-161 -82 0 29 0 Additional Storage Needed: 45 145 109 209 146 0 8 0 Controlling Parameter: PM PM AM AM AM AM 26TH STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 1 0 0 1 1 1 3 0 1 3 0 Storage 50 50 50 150 150 AM 95th%ile Queue 21 71 59 85 9 133 10 64 Excess(+)/Needed(-) Storage -21-21 0-35 17 0 86 0 PM 95th%ile Queue 23 85 88 90 248 185 1 90 Excess(+)/Needed(-) Storage -35-35 0-40 -98 0 60 0 Additional Storage Needed: 35 35 0 40 98 0 0 0 Controlling Parameter: PM PM Right Queue Left Queue 30TH NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 2 0 2 1 1 2 3 0 1 3 1 Storage 100 600 400 150 50 AM 95th%ile Queue 52 121 261 249 63 214 286 25 530 52 Excess(+)/Needed(-) Storage -21 0 339 0 114 0-380 -480 20

Table 5 - Timing and Phasing Improved Queues PM 95th%ile Queue 80 189 279 245 58 231 397 0 44 634 252 Excess(+)/Needed(-) Storage -89 0 321 0 3 0-484 -584 Additional Storage Needed: 89 0 0 0 0 0 484 584 Controlling Parameter: PM PM PM 40TH STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 2 1 1 1 1 2 3 1 1 3 0 Storage 100 50 125 400 400 300 150 AM 95th%ile Queue 307 98 24 67 163 96 86 36 0 63 70 Excess(+)/Needed(-) Storage -207-48 -38 237 314 264 80 0 PM 95th%ile Queue 440 143 91 204 171 330 74 584 0 91 73 Excess(+)/Needed(-) Storage -340-93 -79 70-184 -284 59 0 Additional Storage Needed: 340 93 79 0 184 284 0 0 Controlling Parameter: Left Queue PM Left Queue PM PM 46TH STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 1 1 0 1 1 0 1 3 0 1 3 0 Storage 200 150 150 250 AM 95th%ile Queue 37 126 71 251 118 213 108 23 Excess(+)/Needed(-) Storage 74 0-101 0-63 0 142 0 PM 95th%ile Queue 56 160 144 203 188 33 74 39 Excess(+)/Needed(-) Storage 40 0-53 0-38 0 176 0 Additional Storage Needed: 0 0 101 0 63 0 0 0 Controlling Parameter: AM AM 50TH STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 0 1 0 0 1 0 1 3 0 1 3 0 Storage 300 150 AM 95th%ile Queue 207 113 60 375 92 367 Excess(+)/Needed(-) Storage 0 0 0 0-75 0-217 0 PM 95th%ile Queue 231 203 154 463 120 346 Excess(+)/Needed(-) Storage 0 0 0 0-163 0-196 0 Additional Storage Needed: 0 0 0 0 163 0 217 0 Controlling Parameter: PM AM 21

Table 5 - Timing and Phasing Improved Queues 56TH STREET NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Lanes 2 2 0 2 2 0 1 2 1 1 2 1 Storage 400 400 450 400 300 AM 95th%ile Queue 347 575 209 607 483 247 684 328 691 140 Excess(+)/Needed(-) Storage -175 0-207 0-33 -684-291 -391 PM 95th%ile Queue 690 1298 501 1010 993 524 327 486 797 406 Excess(+)/Needed(-) Storage -898 0-610 0-543 0-397 -497 Additional Storage Needed: 898 0 610 0 543 684 397 497 Controlling Parameter: PM PM Left Queue Right Queue PM PM Note: The storage lengths reported do not consider taper and deceleration lengths. These figures are estimates. 22

The remainder of the intersections (other than Florida Avenue, Nebraska Avenue, or 56 th Street) should be analyzed in detail using a simulation package such as CORSIM or the Plans Preparation Manual method to determine storage length requirements and possible improvements. The needed storage lengths will depend on the timing, phasing, or geometric improvements implemented in the Busch Boulevard corridor. Also, forecasted traffic volumes should be used in evaluating storage lane lengths to extend the useful life of the improvement. The reported storage length deficiencies should be used to identify the priority problem areas. These queue length estimates are based on existing traffic volumes assuming the phasing and timing improvements are implemented. Intersection Geometric Improvements Intersection geometric improvements, such as additional turn lanes, were considered for signalized intersections where the projected morning or evening peak hour LOS remained below LOS D after the improved signal phasing and timings were implemented. These intersections include Busch Boulevard at Florida Avenue, Nebraska Avenue, and 56 th Street. Because the signalized intersection of Busch Boulevard and 56 th Street is part of the coordinated traffic signal system on 56 th Street, timing or phasing improvements will impact other signals on the system, and are therefore not recommended. An analysis of the 56 th Street coordinated traffic system was not part of this study. However, geometric improvements were considered at this intersection. All intersection geometric improvements throughout the corridor were evaluated independently. That is, if a southbound right turn lane was added in one improvement scenario, and a westbound through lane was added in a second scenario, the southbound right turn lane was removed in the second scenario. Although the benefit of a combination of physical improvements is not additive, it can be estimated. For example, if five seconds of delay were eliminated with Improvement #1, and six seconds were eliminated with Improvement #2, then both improvements would not 23

necessarily eliminate 11 seconds of delay. The benefit directly associated with each geometric improvement is also evident when they are evaluated independently. The geometric improvements were evaluated with the assumption that the timing and phasing improvements were already in place. As with timing and phasing improvements, geometric improvements at one intersection can change the traffic flow patterns and level of service at an adjacent intersection. Therefore, each intersection geometric improvement was evaluated with an optimized phasing and timing split for the appropriate coordinated system. The benefits of these improvements are summarized in Table 6. Florida Avenue/Busch Boulevard Intersection The Florida Avenue intersection is part of the coordinated traffic signal system from Armenia Avenue to Nebraska Avenue. The heaviest traffic congestion on this section of the system is at the Florida Avenue and Nebraska Avenue intersections. The traffic signal at the I-275 eastern ramp is undergoing changes associated with the widening of I-275. The major operational change at this ramp is that the exiting traffic turning right onto Busch Boulevard will be controlled by the signal at the I-275 eastern ramp. This modification was included in the analyses of intersection geometric improvements. Four improvement scenarios were considered at the Florida Avenue and Busch Boulevard intersection. Adding a southbound right lane Changing a southbound left-turn lane to a southbound through lane Changing the westbound right to a shared through-right lane Adding a westbound through lane 24

Table 6 Intersection Geometric Improvement Evaluation Summary Peak Improved Phasing With Geometric Improvement Location and Improvement Hour LOS Delay V/C LOS Delay V/C Florida Avenue AM E 76.6 1.16 E 68.8 1.13 Add Southbound Right Turn lane PM E 67.3 1.11 E 63.9 1.10 Change Southbound Left to AM E 76.6 1.16 F 81.5 1.17 Southbound (FDOT) PM E 67.3 1.11 F 84.6 1.20 Change Westbound Right to AM E 76.6 1.16 E 67.7 1.02 Westbound /Right PM E 67.3 1.11 E 79.4 1.12 AM E 76.6 1.16 E 70.7 0.97 Add Westbound Lane PM E 67.3 1.11 E 61.9 1.03 Nebraska Avenue AM C 29.7 0.84 C 30.4 0.83 Add Eastbound Right Turn Lane PM E 56.5 1.00 D 53.2 1.00 AM C 29.7 0.84 C 30.4 0.82 Add Westbound Right Turn Lane PM E 56.5 1.00 D 52.4 0.97 56th Street AM E 69.9 0.98 E 56.0 0.91 Add Southbound Right Turn Lane PM F 145.2 1.35 F 118.2 1.35 AM E 69.9 0.98 E 62.4 0.96 Add Eastbound Left Turn Lane PM F 145.2 1.35 F 112.5 1.20 25

The improvement scenario with the best result is the addition of a westbound through lane. The additional westbound through lane decreased the delay from 76.6 seconds per vehicle (s/v) to 70.7 s/v in the AM peak period and from 67.3 s/v to 61.9s/v in the PM peak period. The changing of the westbound right lane to a through/right lane scenario reduces the delay from 76.6 s/v to 67.7 s/v in the AM peak period but increases the delay from 67.3 s/v to 79.4 s/v in the PM peak period. Either of these improvements would require a third receiving lane westbound on the west leg of the intersection. The improvements evaluated at this intersection have minimum decreases in vehicle delay and have significant right-of-way costs. Therefore, geometric improvements to this intersection are not recommended. Detailed worksheets documenting the results of the geometric improvements evaluated at the Busch Boulevard and Florida Avenue intersection are included in the Appendix. Nebraska Avenue/Busch Boulevard Intersection The following two improvements were considered at the Nebraska Avenue intersection. Adding an eastbound right turn lane Adding a westbound right turn lane Both geometric modifications improve the LOS from E to D during the PM peak hour; however, the reduction in vehicle delay is minimal. An additional eastbound right turn lane reduces the delay by 3.2 s/v and a new westbound right reduces the delay by 2.1 s/v. However, right-of-way requirements are costly. Therefore, geometric improvements to this intersection are not recommended. Detailed worksheets documenting the results of the geometric improvements evaluated at the Busch Boulevard and Nebraska Avenue intersection are included in the Appendix. 26

56 th Street/Busch Boulevard Intersection Two improvement scenarios were evaluated at 56 th Street; however, right-of-way limitations are a concern. The improvements tested include the following: Adding a southbound right turn lane. This improvement would allow the southbound right turning vehicles to operate at near free-flow conditions. This is due to the additional westbound through lane on Busch Boulevard on the west leg of the intersection. The intersection s LOS, however, is not improved to LOS D or better. Adding an eastbound left turn lane. This scenario would require the realignment of the westbound approach so that the two through lanes would align with the two right most through lanes on the west leg of the intersection. This scenario, however, also does not improve the LOS to D or better. This improvement also could not be used in conjunction with the southbound right lane scenario. Detailed worksheets documenting the results of the geometric improvements evaluated at the Busch Boulevard and 56 th Street intersection are included in the Appendix. In sum, intersection geometric improvements at the Florida Avenue and 56 th Street intersections will require costly roadway widening projects to improve the operating conditions to an acceptable level of service. The Nebraska Avenue intersection alternatives improve operating conditions to an acceptable LOS D, but the reduction in vehicle delay is minimal. Therefore, no geometric improvements to the intersections are recommended. Air Quality Analysis An analysis was conducted to evaluate the effect that the recommended signal timing and phasing improvements would have on air quality in the corridor. This analysis compared the VOC, CO, and NOx emissions generated under existing conditions with those generated under conditions resulting from the recommended improvements. This evaluation included an AM and PM peak period analysis. Table 7 shows the result of this analysis. 27

Table 7 Air Quality Analysis for Signal Timing and Phasing Improvements Alternative AM Peak Hour PM Peak Hour VOCs (lb) CO (lb) NO x (lb) VOCs (lb) CO (lb) NO x (lb) Existing 23.81 187.72 7.70 41.34 325.92 13.38 Improved Timings 15.99 126.09 5.17 31.96 251.95 10.34 Phasing Improvements* 15.81 124.64 5.12 32.55 256.63 10.53 * The phasing improvements include committed geometric modifications at the I-275 exit ramps and at 40th Street. Roadway Recommendations Traffic signal timing and phasing improvements for all signalized intersections in the Busch Boulevard corridor for both the AM and PM peak periods (as described in the HCS phasing improvement worksheets included in the Appendix). Queues at all intersections except Florida Avenue, Nebraska Avenue, and 56 th Street should be analyzed in detail using a simulation package such as CORSIM or the Plans Preparation Manual method to determine storage length requirements and potential improvements. Access management issues should be studied in detail. Consideration should be given to closing median openings that do not meet the FDOT Access Class 7 standards and to voluntary closing of non-compliant driveways. The Busch Boulevard corridor has accident frequencies that are higher than average for a facility with similar characteristics. A detailed safety study should be performed in the near future. 28

TRANSIT SERVICE Public transportation can play an important role in reducing traffic congestion. Efficient, effective, and safe transit service can complement other travel modes and contribute positively to the social, environmental, and aesthetic elements of the Busch Boulevard corridor. Public transportation improvements were considered to enhance mobility in the corridor. This evaluation included the following considerations: Coordination of transit services with other travel modes - pedestrian, bicycle, and automobile travel Bus bays or pull-outs at key stops Transit amenities including passenger shelters and seating Pedestrian access to transit stops and park-and-ride locations Modifying existing bus routes to better serve transit propensity areas Improved transit service by increasing bus frequencies Improved access for handicapped persons Existing Bus Routes As shown in Figure 12, Existing Bus Routes, several HARTline bus routes serve the Busch Boulevard Corridor. Almost all of these routes traverse Busch Boulevard providing north-south service to destinations in Tampa. Route 39, the only bus route serving the entire length of the Busch Boulevard corridor study area, currently operates on 60-minute frequencies in the morning and evening peak periods. This route begins at the NetPark Transit Center located on the southeast corner of 56 th Street and Hillsborough Avenue. It serves the Yukon Park and Ride and transfer facility located on the western end of the study area in the northwest quadrant of Central Avenue and Yukon Street. Route 39 was initiated by HARTline on April 4, 1999 to improve transit service on Busch Boulevard and extend transit service to the new Citrus Park Mall via Gunn Highway. Prior to this, Route 14 served a portion of the corridor. 29

Bus Ridership A bus ridership and on-off survey was conducted on Route 39 between the NetPark Transit Center and the Yukon Park and Ride facility on Wednesday, December 8 th and Thursday, December 9 th, 1999. The survey was conducted in both the eastbound and westbound directions during the morning (6AM to 9AM) and evening (4PM to 7PM) peak travel periods. The purpose of the survey was to define the current transit usage in the corridor and identify specific locations with high bus patron activity to assist in the evaluation of transit service improvements. The results of the transit ridership survey are summarized in Tables 8 and 9. The detailed surveys are included in the Appendix. The highest average weekday peak period ridership on Route 39 is 18.3 patrons occurring in the morning peak period westbound direction between 33 rd and 40 th Streets. Over the course of the two-day bus ridership survey, the maximum load point observed on Route 39 in the Busch Boulevard corridor occurred in the westbound direction between 33 rd and 46 th Street on December 8, 1999 at approximately 8:15 AM. At this time, there were 25 patrons on the bus. Detailed transit ridership data on Route 39 for the survey period is shown in the Appendix. Bus Size HARTline currently uses 40-foot and 35-foot buses on Route 39. The 40-foot buses have a passenger capacity of 46 seated patrons and 27 standing. The 35-foot buses have a passenger capacity of 38 seated patrons and 20 standing. A disabled person in a wheelchair uses space equal to two seated passengers. 30

Table 8 - Transit Ridership Summary HARTline Route 39 - Busch Boulevard Eastbound Average AM Peak EB Average PM Peak EB Stop Name On Off On Board On Off On Board Yukon Park & Ride 6.5 0.5 6.5 5 3.5 6.0 Yukon & Taliaferro 0 0 6.5 0.5 0 6.2 Yukon & Nebraska 0 0 6.5 2 0 6.8 Nebraska & Humphery 0.5 0 6.75 0 0 6.8 Nebraska & Stagway 0 0 6.75 3 0 7.8 Busch Blvd & 12th St 2 0 7.75 0 3 6.8 Busch Blvd & Brooks 1.5 0 8.5 0 1 6.5 Busch Blvd & 16th St 0.5 0 8.75 0 0 6.5 Busch Blvd & Elmer 0.5 0 9 1.5 1 6.7 Busch Blvd & 19th St 0 0 9 1.5 0 7.2 Busch Blvd & 22nd St 1.5 0 9.75 4 0 8.5 Busch Blvd @ 2399 1 2 9.25 5 0.5 10.0 Busch Blvd & 26th St 0 0 9.25 2.5 0 10.8 Busch Blvd & 28th St 2 0.5 10 1 0 11.2 Busch Blvd & 2901 0 3.5 8.25 1 2 10.8 Busch Blvd & 33rd St 0 3 6.75 2 0.5 11.3 Busch Blvd & Wick 0 1 6.25 0.5 1 11.2 Busch Blvd 37th St 0 0 6.25 0 0 11.2 Busch Blvd & 40th St 0 1 5.75 0.5 2 10.7 Busch Blvd & 4200 0 0 5.75 0.5 3 9.8 Busch Blvd & Tangerine 2.5 0.5 6.75 0 1.5 9.3 Busch Blvd & 46th St 0 0 6.75 0 4 8.0 Busch Blvd & Temple 0 1 6.25 1 1 8.0 Busch Blvd @ Broadmore 0 0.5 6 0 2.5 7.2 50th St & Save and Pack (NE) 0 0 6 1 4 6.2 50th St & Temple Heights 1.5 0 6.75 0 2.5 5.3 Temple Heights & 5035 0 0 6.75 0 1.5 4.8 Temple Heights & 52nd St 1.5 0 7.5 0 0 4.8 Temple Heights & 55th St 0.5 0 7.75 0 0 4.8 Temple Heights & 56th St 0.5 0 8 0 0 4.8 56th St & Post Office 0 0 8 0 0 4.8 56th St & Sewaha 0 0.5 7.75 0 0 4.8 56th St & Busch Blvd 0.5 1.5 7.25 4.5 3 5.3 Note: The survey results are the average of transit patronage on Wednesday, December 8, 1999 and Thursday, December 9, 1999 for all trips during the morning (6AM to 9AM) and evening (4PM to 7PM) peak travel periods. 31

Table 9 - Transit Ridership Summary HARTline Route 39 - Busch Boulevard Westbound Average AM Peak WB Average PM Peak WB Stop Name On Off On Board On Off On Board 56th St & Bullard Parkway 5 1 7.7 1 2.5 8.2 56th St & Temple Terrace Shops 0 1 7.3 3.5 3 8.3 Temple Hgst & 56th St 1.5 0.5 7.7 0 2 7.7 Temple Hgst & 55th St 0 0.5 7.5 2 0 8.3 Temple Hgst & 52nd St 0 0 7.5 0.5 1.5 8.0 Temple Hgst & 5038 2.5 0 8.3 0.5 1 7.8 Temple Hgst & 50th St 1.5 0 8.8 0 0 7.8 50th St & 9422 3.5 0 10.0 0.5 0.5 7.8 50th St @ Scotty s 1.5 0 10.5 1.5 1 8.0 50th St & Busch Blvd 7.5 0 13.0 4.5 0 9.5 Busch Blvd & Temple 7.5 0 15.5 1.5 1.5 9.5 Busch Blvd & 46th St 8 0 18.2 1 2 9.2 Busch Blvd & 42nd St 0 0 18.2 0 0 9.2 Busch Blvd & 40th St 0.5 0 18.3 2 2.5 9.0 Busch Blvd @ Park Entrance 0 0.5 18.2 3 0 10.0 Busch Blvd & 33rd St 0.5 0 18.3 1 4.5 8.8 Busch Blvd & 30th St 4 7.5 17.2 0.5 5 7.3 Busch Blvd & 28th St 0 1.5 16.7 0 0 7.3 Busch Blvd & 26th St 1 0.5 16.8 3.5 1 8.2 Busch Blvd @ 2308 4 6 16.2 0.5 2 7.7 Busch Blvd & 22nd St 5 5.5 16.0 8.5 2 9.8 Busch Blvd & 21st St 0 0 16.0 0 0.5 9.7 Busch Blvd & 19th St 1.5 0 16.5 0.5 2 9.2 Busch Blvd & Elmer 1 1 16.5 1 0 9.5 Busch Blvd & 16th St 0 0 16.5 0 0 9.5 Busch Blvd & Brooks 1 1 16.7 0 0.5 9.3 Busch Blvd & 12th St 0 0 16.5 0 0.5 9.2 Nebraska & Okaloosa 3 5 16.2 0 2 8.5 Okaloosa & Taliaferro 0 0 15.8 0 0.5 8.3 Taliaferro & Humphrey 0 0 15.8 0 0 8.3 Taliaferro & Yukon 0 0 15.8 0 0 8.3 Yukon Park & Ride 3.5 21 11.7 4 11 6.0 Note: The survey results are the average of transit patronage on Wednesday, December 8, 1999 and Thursday, December 9, 1999 for all trips during the morning (6AM to 9AM) and evening (4PM to 7PM) peak travel periods. 32

Smaller 30-foot buses with a passenger capacity of 28 seated patrons and 15 standing should not be considered at this time. HARTline s labor agreement states that Any bus route or time segment of a bus route is subject to conversion to scheduled, fixed-route small bus/mini-bus service using operators in the small bus/mini-bus operator classification if the ridership level routinely falls below 27 passengers at the maximum load point by route. The maximum load observed during the two-day peak hour ridership was 25 passengers. On occasion, the maximum load on Route 39 could exceed the observed maximum load. Moreover, Route 39 has only been operating since April 1999; increased ridership in the near future is probable. Transit Propensity Areas An analysis was conducted to determine if the existing bus service in the Busch Boulevard Corridor is adequately serving the areas having socio-economic characteristics that have a propensity to use transit. The demographic characteristics shown in Table 10 were mapped and evaluated for all TAZs in the corridor. The thresholds chosen for high, medium, and low propensity to use transit are based on a review of the ranges used by HARTline in their Transit Development Plan for similar analyses and an evaluation of the existing ranges for each demographic variable within the study area. Table 10 Demographic Characteristics of Transit Riders Demographic Propensity to Use Transit Variable High Medium Low Population per square mile 2184 or greater 1275 to 2183 1274 or lower Auto ownership per household 0.0 to 1.34 1.35 to 1.74 1.75 to 2.5 Median household income $0 to $13,317 $13,318 to $20, 357 above $20, 357 Minority population 502 or greater 144 to 501 0 to 143 The geographic distribution and population ranges evaluated for each of these characteristics within the Busch Boulevard corridor are shown on Figures A-11 through A-14 in the Appendix. Figure 13 provides a composite of each of these demographic characteristics in the study area. 33

The average weekday peak period transit boardings and alightings are also depicted to show the relationship of transit activity with areas that match the profile of typical transit riders. This relational evaluation was used to assess the availability of transit amenities such as sidewalks, passenger shelters, and seating supporting these areas. The locations with the highest average weekday boardings on Route 39 are near 22 nd Street and between 46 th and 50 th Streets. The area on the north side of Busch Boulevard between 46 th and 50 th Streets averages 23 passenger boardings during the morning peak period (6AM to 9AM) on a typical weekday. These patrons are traveling in the westbound direction, likely destined for downtown Tampa and other employment centers. The areas with low transit patron activity and demographic characteristics that have a high propensity to use transit were also evaluated to determine if the availability or lack of transit amenities serving these areas are influencing transit ridership. These areas are located in the western portion of the corridor on Busch Boulevard between Nebraska Avenue and 18 th Street. The side streets serving Busch Boulevard in these areas were surveyed to determine if sidewalks were present providing safe pedestrian access to Busch Boulevard. For the most part, these areas have adequate sidewalk facilities. However, there are no passenger shelters or seating amenities in this area. In fact, there are no passenger shelters located in the entire study area on Busch Boulevard between Florida Avenue and 56 th Street. A similar evaluation was conducted to show the relationship of transit patron activity and the concentration of jobs in the Busch Boulevard corridor. Figure 14 shows this relationship. The areas with the highest employment are south of Busch Boulevard between 15 th Street and 30 th Street, and Busch Gardens north of Busch Boulevard between 30 th Street and 40 th Street. Most of the employment in the corridor is service oriented. Industrial, commercial, and service employment in the corridor is shown on Figure A-15 in the Appendix. Based on these observations, it is recommended that HARTline consider constructing a transit passenger shelter with seating and lighting amenities on the north side of Busch Boulevard between 46 th Street and 50 th Street. During the two-day survey, this area averaged twenty-three 34

boardings on an average weekday in the AM peak period. This area also appears to have the least right-of-way constraints in the corridor. Constructing additional transit shelters on Busch Boulevard near 22 nd Street and in other areas along the corridor will also facilitate transit use; however, the above mentioned location should be the first priority. Available right-of-way on Busch Boulevard is limited and should be considered prior to identifying a specific location for the shelter. This HARTline transit shelter, located on the west side of 22 nd Street just south of Busch Boulevard, serves HARTline Routes 9 and 12. A shelter similar to this one is recommended on the north side of Busch Boulevard between 46 th and 50 th Streets. Bus bays were considered along the corridor in areas with high transit patron activity. Bus bays are desirable only under selected conditions for buses because of the delay for passengers when the bus reenters the traffic. Therefore, this evaluation focused on locating the bus bay following a traffic signal to minimize delays for buses entering the roadway. Bus bays are desirable on the north side of Busch Boulevard between 46th and 50th Streets because of the high street traffic speeds and the AM peak period boarding average at these locations. Collectively, the three stops between 46th and 50th Streets average over seven persons per bus during the AM peak period. However, bus bays can be very expensive due to the right-of-way acquisition and construction costs. Due to the lack of available right-of-way, bus bays are not considered a cost-effective improvement at this time. 35

Yukon Park-and-Ride The Yukon Park-and-Ride and Transfer Center located on the northeast quadrant of Yukon Street and Central Avenue is the only park-and-ride facility found within the Busch Boulevard corridor study area. This facility serves HARTline routes 1, 14, 16, and 39. There is ample lighting and several benches under this covered facility providing adequate seating and a sense of security for HARTline patrons. The existing bicycle racks provide sufficient capacity for bicycle storage. There are 12 parking spaces available; none are designated for handicapped drivers. The 12-space parking capacity at this facility appears to be adequate. The results of a two-day survey of this facility conducted during the morning and evening peak travel periods on Wednesday, December 8, 1999 and Thursday, December 9, 1999 show that 1.5 vehicles per average weekday use this facility. The results of this survey are included in the Appendix. The Yukon Park-and-Ride facility is located on the northeast quadrant of Yukon Street and Central Avenue. This low utilization may be partly attributed to inadequate signage. The main reason this park-and-ride is under utilized is that it is too close to downtown Tampa. Many drivers who have gone this far continue on to downtown. Currently, properly placed park-and-ride signs are in the following locations: I-275 southbound Southbound I-275 exit ramp 36

Busch Boulevard westbound at Florida Avenue Yukon Street westbound at park-and-ride entrance However, to increase awareness and patronage of this park-and-ride facility, additional signs should be considered at the following locations: Busch Boulevard eastbound at Florida Avenue Florida Avenue southbound at Yukon Street Yukon Street eastbound at park-and-ride entrance In addition, the existing sign on the east side of Florida Avenue heading northbound at Yukon Street is leaning over and covered with overgrown trees and brush impairing driver visibility. This sign needs to be repaired and/or relocated to improve driver sight lines of the sign and park-and-ride facility. Transit Recommendations Based on the above observations, the following recommendations are offered: Increase frequencies on Route 39 between the NetPark Transit Center and the Yukon Park-and-Ride from 60 to 30 minutes during the weekday morning (6 AM to 9 AM) and evening (4 PM to 7 PM) peak periods for a one-year trial basis. Bus frequencies during the weekend peak periods should also be increased to 30 minutes. This demonstration project should begin after the other transit and pedestrian recommendations presented in this report are implemented. More frequent transit service should increase the transit mode share in the corridor and reduce traffic congestion. The improved transit service would require three additional large buses at a cost of approximately $70,850 each. The capital cost to acquire three new buses is $212,550. The annual operating cost for the improved service is approximately $333,725. Construct a transit passenger shelter with seating and lighting amenities on the north side of Busch Boulevard between 46 th Street and 50 th Street (23 boardings during average weekday AM peak period). 37

The cost for acquiring and installing two new transit shelter ranges between $19,000 and $24,000 for a basic model. This does not include amenities such as solar energy panels. Install additional directional signs for the Yukon Park-and Ride facility at the following locations: - Busch Boulevard eastbound at Florida Avenue - Florida Avenue southbound at Yukon Street - Yukon Street eastbound at park-and-ride entrance 38

TRANSPORTATION DEMAND MANAGEMENT PROGRAMS Transportation Demand Management (TDM) refers to near term, relatively low cost activities designed to influence the demand for transportation by changing travel behavior. The purpose of TDM is to maximize the movement of people not vehicles within the existing transportation system. Employers and commuters within the Busch Boulevard corridor are served by two organizations providing TDM services - Bay Area Commuter Services, Inc. (BACS) and the University North Transportation Initiative (UNTI). BACS provides ridesharing services to employers and residents of Hillsborough, Pinellas, Pasco, Hernando, and Citrus Counties. The UNTI is a Transportation Management Initiative (TMI) assisting private businesses and local government to address mobility needs of commuters traveling to the University north area. The UNTI works in coordination with BACS to provide employers and commuters in the Busch Boulevard corridor with carpool and vanpool formation, ridematching services, and a guaranteed ride home in an emergency situation to anyone using alternative transportation. The Busch Gardens Entertainment Corporation and the Florida Department of Transportation are the two major employers (250 employees or more) located within the Busch Boulevard corridor. The UNTI is very focused on working with these companies to promote commute alternatives to single occupant vehicles. Both companies are represented on UNTI s Advisory Board and have assisted the UNTI hold organized transportation forums for commuters in the University north area. The UNTI employer representatives play an important role in assisting UNTI achieve its objectives of reducing traffic congestion and maximizing use of alternative travel modes. In addition to educating their colleagues of the benefits of alternative commute modes and TDM activities, they personally assist employees in selecting and utilizing the commute method which best meets their individual needs. 39

PEDESTRIAN MOBILITY For the most part, the Busch Boulevard Corridor is a pedestrian unfriendly environment. The following considerations were evaluated to promote pedestrian mobility in the corridor and reduce dependency on private transportation: Improving sidewalk infrastructure and connectivity Improving access to alternative transportation Eliminating barriers for persons with disabilities Improving aesthetics and pedestrian amenities in the corridor Sidewalk Infrastructure and Connectivity The majority of Busch Boulevard has sidewalks providing pedestrian access to most destinations in the corridor under study. However, the following locations lack pedestrian sidewalks: Southside of Busch Boulevard between Florida Avenue and the Railroad Crossing near 15 th Street Northside of Busch Boulevard between 30 th Street and the Busch Gardens Driveway near 40 th Street Northside of Busch Boulevard between Nebraska Avenue and the Interstate- 275 off-ramp Northside of Busch Boulevard between Interstate-275 and Florida Avenue While sidewalks are available in most of the corridor, the walking environment is unpleasant. The condition of the existing sidewalks in the Busch Boulevard corridor is fair. Repairing cracked and uneven sidewalks, and removing debris are all needed to obtain a pleasant and safe walking environment. Closing unnecessary driveways and median openings in the corridor would reduce pedestrian conflicts with automobiles and improve pedestrian safety. 40

Planned Pedestrian Facilities New Sidewalk on Busch Boulevard between 30 th Street and 40 th Street A sidewalk is planned on the north side of Busch Boulevard between 30 th Street and 40 th Street. The City of Tampa and the Hillsborough Area Regional Transit Authority (HARTline) are working with Busch Gardens officials to construct a new ADA compliant sidewalk in this location. This project will include access for disabled persons to Busch Gardens in the vicinity of the existing pedestrian access. Busch Gardens has agreed to donate the right-ofway required for this project. Although construction funds are not currently programmed, efforts are being made to identify funding A pedestrian crossing Busch Boulevard at the signalized cross walk in front of Busch Gardens. to implement this project within the next five years. The signalized pedestrian crossing located between 30 th and 40 th Streets provides access for Busch Gardens employees and patrons to employee parking and restaurants. Busch Gardens officials have indicated that their long-term plans include moving the existing employee parking on Busch Boulevard to other parking areas on 30 th Street and Bougainvillea Avenue, and closing the existing pedestrian access on Busch Boulevard to the theme park. 40 th Street from Hillsborough Avenue to Fowler Avenue The City of Tampa, Hillsborough County, and the Florida Department of Transportation (FDOT) are jointly implementing transportation improvements to 40 th Street between Hillsborough Avenue and Fowler Avenue. The proposed improvements will include a raised landscaped median, four-foot wide bicycle lanes and sidewalks on both sides of the roadway. 41

New Sidewalk on Yukon Street between Florida Avenue and Nebraska Avenue Construction of a new sidewalk on the southside of Yukon Street between Florida Avenue and Nebraska Avenue is underway. Pedestrian Access to Activity Centers and Public Transit Improvements to the sidewalk network should focus around the following areas: Major attractions (Busch Gardens and Adventure Island) Around schools and activity centers Areas with demographic profiles of typical transit riders Areas with high propensity to use transit These areas were surveyed in the corridor to determine if the existing facilities provide an interconnected system of sidewalks providing safe and efficient access to pedestrian attractions in the corridor. The findings of this survey are that the schools and activity centers in the corridor have sidewalks providing access to these attractions. However, the following locations do not have sidewalks, but have significant pedestrian traffic as evidenced by the worn out ground from walking. Constructing sidewalks in these locations will provide connectivity to existing sidewalks and serve existing and future pedestrian activity in the area. East and west sides of 50 th Street between the existing sidewalk (north of Busch Boulevard) and Temple Heights Road (approximately 1,400 feet) South side of Bougainvillea Avenue between 30 th and 46 th Streets (approximately 5,200 feet) Accessibility for the Transportation Disadvantaged The corridor was also surveyed to identify the locations on Busch Boulevard with ADA noncompliant sidewalks. The sidewalk locations with ADA non-compliant sidewalk ramps on Busch Boulevard are shown in Table 11. 42

Table 11 Locations with ADA Non-Compliant Sidewalk Ramps Intersection North Side South Side I-275 X 9 th Street X 10 th Street X 12 th Street X 13 th Street X 14 th Street X 16 th Street X 17 th Street X 18 th Street X X 19 th Street X 20 th Street X 21 st Street X 27 th Street X X 28 th Street X 29 th Street X Calder Place X 33 rd Street X 34 th Street X Wick Place X Larkhall Place X Ednam Place X Renfrew Street X 40 th Street X Orangeview Avenue X 42 nd Street X Tangerine Place X Hartts Drive X Connechusett Road/48 th Street X X Temple Street X Pawnee Avenue X Hyaleah Road X X Whittier Street X 52 nd Street X X 43

Pedestrian Mobility Recommendations Based on the above observations and analysis, the following recommendations are provided to improve pedestrian mobility in the corridor: Retrofit sidewalks that are ADA non-compliant at 34 intersections shown in Table 11 along Busch Boulevard. The cost to retrofit these sidewalks is approximately $1000 per location. Construct new ADA compliant sidewalks in the following location. The average construction costs including excavation, for these sidewalks is $8.50 per linear foot. - South side of Busch Boulevard between Florida Avenue and the Railroad Crossing near 15 th Street Approximate length: 5,200 linear fee Estimated construction cost: $44,200 - North side of Busch Boulevard between 30 th Street and the Busch Gardens Driveway near 40 th Street Approximate length: 2,000 linear feet Estimated construction cost: $17,000 - East and west sides of 50 th Street between the existing sidewalk (north of Busch Boulevard) and Temple Heights Road Approximate length: 1,400 linear feet Estimated construction cost: $11,900 - South side of Bougainvillea Avenue between 30 th and 46 th Streets Approximate length: 5,200 linear feet Estimated construction cost: $44,200 44

BICYCLE MOBILITY There are currently no bicycle lanes within the Busch Boulevard corridor. However, there are many attractions on both sides of the Busch Boulevard corridor that generate bicycle traffic. As shown earlier on Figure 1, Study Area and Activity Centers, there are several activity centers in the corridor that attract bicycle traffic. These include schools and community centers along Yukon Street, the Yukon Park-and Ride facility, and the Busch Gardens and Adventure Island theme parks. Existing bicycle facilities were surveyed on Busch Boulevard and parallel roadways in the corridor. Transportation improvements planned on 40 th Street will include bicycle facilities for cyclists traveling north-south through the Busch Boulevard corridor. However, there are no bicycle facilities in the corridor providing east-west travel for cyclists. Due to right-of-way limitations on Busch Boulevard, adding bicycle facilities on Busch Boulevard was not considered to be a low-cost solution. Therefore, Bougainvillea Avenue on the north side of Busch Boulevard and Yukon Street on the south side of Busch Boulevard were evaluated. Bougainvillea Avenue extends the length of the corridor from Florida Avenue to 56 th Street. Field observations suggest that right-of-way is available in sections along the roadway. A more detailed investigation should be performed to determine which areas need additional rightof-way. Bicycle facilities are recommended on Bougainvillea Avenue to provide access to major attractions such as Busch Gardens, Adventure Island, and the Florida Department of Transportation office, and to planned bicycle facilities on 40 th Street. Adding bicycle facilities on Bougainvillea Avenue would 45

provide east-west mobility on the north side of Busch Boulevard, and provide connectivity between residential land uses, the Busch Gardens theme parks and to scheduled bicycle facilities on 40 th Street. Yukon Street was also evaluated as a potential bicycle and pedestrian corridor. Yukon Street provides access to the Yukon Park-and Ride facility on the east end of the corridor and to future bicycle lanes planned as part of the 40 th Street improvements. Yukon Street also provides access to many schools and community centers located in the corridor. For these reasons, a new bicycle facility on Yukon Street would improve accessibility and mobility in the corridor. However, there are physical and social challenges with using Yukon Street as a pedestrian and bicycle corridor. First, Yukon Street traverses a CSX railroad between 15 th Street and 20 th Street. Safety and liability issues among others would need to be addressed with CSX Transportation. Second, discussions with neighborhood groups would need to occur to gauge community desires and impacts. Finally, right-of-way availability is not apparent in sections of the corridor. Each of these issues should be addressed prior to implementing a bicycle and pedestrian corridor on Yukon Street. Bicycle Mobility Recommendations The following recommendations are provided to improve bicycle mobility in the corridor: Construct a new 4-foot paved shoulder signed and striped bicycle lane on both sides of Bougainvillea Avenue between Florida Avenue and 56 th Street. The average construction cost for this type of bicycle lane is $17.50 per linear foot. Approximate length: 20,592 linear feet (3.9 miles) Estimated construction cost: $720,720 (includes bicycle lanes on the north and south sides of Bougainvillea Avenue) Yukon Street between Florida Avenue and 40th Street should be studied further for consideration of a bicycle and pedestrian corridor. This corridor serves the Yukon Park-and-Ride facility, several activity centers, and provides connectivity to planned bicycle facilities on 40th Street. 46

APPENDIX Figures A-1 Traffic Sign Inventory (Florida Avenue to 12 th Street) A-2 Traffic Sign Inventory (12 th Street to East of 26 th Street) A-3 Traffic Sign Inventory (East of 26 th Street to East of 40 th Street) A-4 Traffic Sign Inventory (East of 40 th Street to East of 50 th Street) A-5 Traffic Sign Inventory (East of 50 th Street to 56 th Street) A-6 Physical Inventory (Florida Avenue to 12 th Street) A-7 Physical Inventory (12 th Street to East of 26 th Street) A-8 Physical Inventory (East of 26 th Street to East of 40 th Street) A-9 Physical Inventory (East of 40 th Street to East of 50 th Street) A-10 Physical Inventory (East of 50 th Street to 56 th Street) A-11 Population Density A-12 Auto Ownership A-13 Median Household Income A-14 Minority Population A-15 Employment Type Tables Peak Season Traffic Volume Adjustments - Busch Boulevard Segment Counts Busch Boulevard East of Florida Avenue Busch Boulevard West of 22 nd Street Busch Boulevard East of 30 th Street Busch Boulevard East of 40 th Street Busch Boulevard Between 46 th & 50 th Street Signalized Intersection LOS Existing AM Peak Signalized Intersection LOS Existing PM Peak Travel Time Field Worksheets Average Weekday Vehicle Occupancy Signalized Intersection LOS Improved Timings AM Peak Signalized Intersection LOS Improved Timing PM Peak Signalized Intersection LOS Phasing Improvements AM Peak L:\TRAN_MPO\PROJECTS\CMS\corridors\busch\Busch CMS\Final Report-March 2000\APPENDIX.doc\06/23/05 i

Signalized Intersection LOS Phasing Improvements PM Peak Florida Avenue/Busch Boulevard LOS Geometric Improvements AM Peak Florida Avenue/Busch Boulevard LOS Geometric Improvements PM Peak Nebraska Avenue/Busch Boulevard LOS Geometric Improvements AM Peak Nebraska Avenue/Busch Boulevard LOS Geometric Improvements PM Peak 56 th Street/Busch Boulevard LOS Geometric Improvements AM Peak 56 th Street/Busch Boulevard LOS Geometric Improvements PM Peak Transit Ridership Survey Yukon Park-and-Ride Right-of-Way Lines L:\TRAN_MPO\PROJECTS\CMS\corridors\busch\Busch CMS\Final Report-March 2000\APPENDIX.doc\06/23/05 ii