Prepared for: January Tindale-Oliver & Associates, Inc Ashley Drive, Suite 100 Tampa, Florida ph (813) , fax (813)

Transcription

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2 EAST LAKE/MCMULLEN BOOTH ROAD BUS RAPID TRANSIT FEASIBILITY STUDY Phase 1 Fatal Flaw Assessment Final Report Prepared for: PINELLAS COUNTY METROPOLITAN PLANNING ORGANIZATION 600 Cleveland Street, Suite 750 Clearwater, FL ph (727) , fax (727) January 2006 Tindale-Oliver & Associates, Inc Ashley Drive, Suite 100 Tampa, Florida ph (813) , fax (813) Kittelson & Associates, Inc. 315 East Robinson, Suite 465 Orlando, FL ph (407) , fax (407)

3 TABLE OF CONTENTS Section 1: INTRODUCTION Phase 1: Fatal Flaw Assessment Phase 2: Feasibility Study Section 2: REVIEW OF PREVIOUS STUDIES AND DOCUMENTS McMullen Booth Corridor Strategy Plan McMullen Booth Bus Preferential Treatment Study PSTA Transit Development Plan Pinellas County MPO 2025 Long Range Transportation Plan PCPT Transit Development Plan Pasco County MPO 2025 Long Range Transportation Plan Pinellas Mobility Initiative (PMI) Regional 2025 Long Range Transportation Plan Summary Section 3: EXISTING AND FUTURE CONDITIONS Existing Transit Service Existing Transit Infrastructure Future Transit Service/Infrastructure Roadway and Intersection Conditions Ulmerton Rd. to Roosevelt Blvd Bayside Bridge SR 60 to Tampa Rd Tampa Rd. to Trinity Blvd Section 4: MARKET POTENTIAL Travel Patterns Travel Demand Employer Surveys Conclusions Preliminary Market Assessment Market Potential Conclusions Section 5: BRT SERVICE AND RUNNING-WAY OPTIONS EVALUATION Introduction Preliminary Service Plan Route Structure Span of Service Service Frequency Tindale-Oliver & Associates, Inc. Pinellas County MPO January 2006 i BRT Feasibility Study - Phase I

4 Station Spacing Summary Overview of Running-Way Options Assessment Alternate BRT Running-Way Options Running-Way Option Evaluation Criteria Running-Way Option Evaluation Section 6: SUMMARY AND CONCLUSIONS Existing and Future Conditions Market Potential BRT Service Plan Running-Way Options Conclusions APPENDICES Appendix A: Destination Desire Line Maps (Vehicle Trips)... A-1 Appendix B: Alternative BRT Running-Way Option Cross-Sections... B-1 Appendix C: Impact of Different BRT Running-Way Options... C-1 LIST OF TABLES Table 3-1: Bus Routes Operating in East Lake/McMullen Booth Corridor (>10 percent of the corridor) Table 3-2: Study Segments LOS Characteristics Table 4-1: 2004 Average Annual Daily Traffic (AADT), McMullen Booth Corridor Table 4-2: Travel Patterns on East Lake Rd., South of Trinity Blvd., Southbound (2015) Table 4-3: Travel Patterns on 49 th St., North of Ulmerton Rd., Northbound (2015) Table 4-4: Density Thresholds by Transit Mode Table 5-1: Preliminary BRT Service Plan Characteristics, East Lake/McMullen- Booth Corridor Table 5-2: Operations Evaluation Conditions Table 5-3: Physical Evaluation Conditions LIST OF FIGURES Figure 3-1: PSTA Route 52 schedule (page 1) Figure 3-1: PSTA Route 52 schedule (page 2) Figure 3-2: PSTA Route 62 schedule Figure 3-3: PSTA Route 98 schedule Figure 3-4: 49 th St. between Ulmerton Rd. & Roosevelt Blvd. Looking North Tindale-Oliver & Associates, Inc. Pinellas County MPO January 2006 ii BRT Feasibility Study - Phase I

5 Figure 3-5: Bayside Bridge Looking North Figure 3-6: McMullen Booth Rd. at North SR 60 Interchange Ramps, Looking North Figure 3-7: McMullen Booth Rd., Between SR 60 & Tampa Rd., Looking North Figure 3-8: McMullen Booth Rd., South of Tampa Rd. Interchange, Looking North Figure 3-9: East Lake Rd., North of Tampa Rd. Interchange, Looking North Figure 3-10: East Lake Rd., North of Brooker Creek and Keystone Rd., Looking North Figure 3-11: East Lake Rd., North of Keystone Rd., Looking North Figure 5-1: Transit Signal Priority Illustration Figure 5-2: Bus Queue Jump Illustration Figure 5-3: Bus Queue Bypass Lane Illustration LIST OF MAPS Map 1-1: Corridor Study Area Map 3-1: Existing Bus Routes and Transit Facilities Map 3-2: Existing Bus Stops and Shelters Map 3-3: Existing Number of Lanes Map 3-4: Existing LOS and AADT Map 4-1: Destination Desire Lines, South of Trinity Blvd., Southbound (2015) Map 4-2: Destination Desire Lines, North of Ulmerton Rd., Northbound (2015) Map 4-3: BACS Employee Commuter Zipcode Analysis, Company A Map 4-4: BACS Employee Commuter Zipcode Analysis, Company B Map 4-5: BACS Employee Commuter Zipcode Analysis, Company C Map 4-6: Density Threshold Assessment Map A-1: Destination Desire Lines, South of Trinity Blvd., Southbound (2000)... A-1 Map A-2: Destination Desire Lines, South of Trinity Blvd., Southbound (2015)... A-2 Map A-3: Destination Desire Lines, North of Tampa Rd., Northbound (2000)... A-3 Map A-4: Destination Desire Lines, North of Tampa Rd., Northbound (2015)... A-4 Map A-5: Destination Desire Lines, South of Tampa Rd., Southbound (2000)... A-5 Map A-6: Destination Desire Lines, South of Tampa Rd., Southbound (2015)... A-6 Map A-7: Destination Desire Lines, North of SR 60, Northbound (2000)... A-7 Map A-8: Destination Desire Lines, North of SR 60, Northbound (2015)... A-8 Map A-9: Destination Desire Lines, South of SR 60, Southbound (2000)... A-9 Map A-10: Destination Desire Lines, South of SR 60, Southbound (2015)... A-10 Map A-11: Destination Desire Lines, North of Ulmerton Rd., Northbound (2000)... A-11 Map A-12: Destination Desire Lines, North of Ulmerton Rd., Northbound (2015)... A-12 Tindale-Oliver & Associates, Inc. Pinellas County MPO January 2006 iii BRT Feasibility Study - Phase I

6 Section 1 INTRODUCTION The Pinellas County Metropolitan Planning Organization (MPO) and the Pinellas Suncoast Transit Authority (PSTA) have collaborated on a feasibility study for Bus Rapid Transit (BRT) on the East Lake Rd./McMullen Booth Rd. corridor in northern Pinellas County. As illustrated in Map 1-1, the corridor study area extends from the planned Intermodal Center on Ulmerton Rd., north on 49 th St. N. over the Bayside Bridge, continuing north on McMullen Booth Rd. and East Lake Rd., ending at the intersection of East Lake Rd. and Trinity Blvd. As summarized below, the project is organized into two phases and eight major tasks. PHASE 1: FATAL FLAW ASSESSMENT Task 1: Facilitate Kickoff Meeting and Compile Data Task 2: Conduct Fatal Flaw Assessment PHASE 2: FEASIBILITY STUDY Task 3: Identify BRT System Elements for East Lake/MMB Task 4: Assess Feasibility of and Define BRT Concept for East Lake/MMB Task 5: Develop Preliminary Cost Estimates Task 6: Assess System Performance and Benefits Task 7: Recommend Next Steps Task 8: Meetings & Final Presentation The first phase of the project is presented in this document. Should the results of the fatal flaw analysis (Task 2) indicate the lack of feasibility, the MPO would not need to move forward with Phase 2. The major components of the Phase 1 study are summarized below. Data collection to support the fatal flaw assessment Review of previous plans and documents Review of current and future conditions along the corridor Assessment of travel patterns within and adjacent to the corridor study area Development of BRT service plan Development and evaluation of running way options Conclusions and recommendations Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

7 FLORIDA AVE MADISON BELCHER RD ALT 19/PALM HARBOR BLVD ALT 19/PINELLAS AVE 62ND ST N 58TH ST N 19TH ST N 72ND ST N 4TH ST N ANCLOTE BLVD ANCLOTE RD Pasco County BECKETT'S WAY HIGHLAND AVE (N) TRINITY BLVD GULF RD CR 80/CURLEW PL LIME ST OLD EAST LAKE RD BRYAN RD KEYSTONE RD FORELOCK DR Pinellas County Metropolitan Planning Organization MAYO ST ORANGE ST MICHIGAN BLVD PINEHURST RD KLOSTERMAN RD BEE POND RD CR 39 CR 1 ALDERMAN RD NEBRASKA AVE CURLEW RD SR 580/MAIN ST CR 39 SOLON AV RANCHETTE LN HIGHLANDS BLVD WEST LAKE DR CR 95 SR 580 COUNTRYSIDE BLVD LANSBROOK DR LAKE VISTA DR ALLEN AVE EAST LAKE RD E LK WDLND PKWY S TARPON WOODS BLVD SR 580 FOREST LAKES BLVD TAMPA RD SHORE DR STATE ST Hillsborough County East Lake/ McMullen Booth Road BRT Feasibility Study MMB Corridor 1/2 Mile Buffer of Corridor Existing PSTA Bus Routes Exisiting HART Bus Routes Existing PCPT Bus Routes BELTREES ST VIRGINIA ST UNION ST SUNSET POINT RD PALMETTO ST FLAGLER DR GREENBRIAR BLVD HERCULES AVE OLD COACHMAN RD SOULE RD MCMULLEN-BOOTH RD NE COACHMAN RD ENTERPRISE RD MARSHALL ST BAYSHORE BLVD MAIN ST DREW ST DRUID RD US 19 DREW ST GULF-TO-BAY BLVD HIGHLAND AVE LAKEVIEW RD KEENE RD BELLEAIR RD 49TH ST N (BAYSIDE BRIDGE) COURTNEY CAMPBELL CSWY HARN BLVD HAINES BAYSHORE Tampa Bay ± Miles LAKE AVE EAST BAY DR WHITNEY RD 162ND AVE N 142ND AVE N STARKEY RD 126TH AVE N 150TH AVE N 126TH AVE N 66TH ST N 49TH ST N SR 688/ULMERTON RD FEATHER SOUND DR ^_ Future Intermodal Transfer Center I-275 Map 1-1 Corridor Study Area

8 Section 2 REVIEW OF PREVIOUS STUDIES AND DOCUMENTS This section provides a summary of recent plans and documents that were reviewed for potential relevance to this study. Reviewing this information ensures consistency, coordination, and understanding of other transportation planning and programming activities recently completed in Pinellas County and adjacent counties as appropriate. The following plans and documents are reviewed: McMullen Booth Rd. Corridor Strategy Plan McMullen Booth Rd. Bus Preferential Treatment Study PSTA Transit Development Plan PCPT Transit Development Plan Pinellas Mobility Initiative (PMI) West Central Florida 2025 Long Range Transportation Plan MCMULLEN BOOTH CORRIDOR STRATEGY PLAN - Pinellas County MPO, January 2003 (prepared by Renaissance Planning Group) McMullen-Booth Rd. is a highly congested corridor that runs through Pinellas County. In an effort to identify, analyze, and evaluate the causes of congestion on this roadway, the McMullen Booth Corridor Strategy Plan, was completed. The study area for this project included a portion of the corridor from Tampa Rd. (SR 584) on the north to Gulf-to-Bay Blvd. (SR 60) to the south, and from Belcher Rd. (CR 501) to the west to Old Tampa Bay to the east. The results of this study consist of 37 strategies, the goals of which are to relieve congestion, enhance mobility, enhance bicyclist and pedestrian safety, and improve roadway operational conditions. Transit-related strategies to reduce congestion along the McMullen Booth corridor include the following: Extension of Route 11 and commuter connector service across the Bayside Bridge. Expansion of Route 58 and initiation of Route 300X (which is now operating). Consideration of Bus Rapid Transit, including signal and intersection accommodations (which led to the McMullen Booth Bus Preferential Treatment study and the current BRT fatal flaw study). Expansion of Routes 19 and 62. By implementing combinations of the transit-related strategies with the other proposed strategies, it is hoped that existing and future congestion will be mitigated at some level, providing greater access and mobility to all traveling within the corridor. MCMULLEN BOOTH BUS PREFERENTIAL TREATMENT STUDY - Pinellas County MPO, January 2003 (prepared by Kittelson & Associates) The McMullen Booth Rd. Bus Preferential Treatment Study identified five intersections along the corridor where potential bus preferential treatments could be implemented to facilitate bus service Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

9 within this highly congested corridor. The goal of implementing bus preferential treatments along this corridor would be to reduce bus travel time, schedule variance, and delay at highly congested signals by implementing necessary roadway and signal modifications at key intersections. This study was undertaken as an extension of the McMullen Booth Corridor Strategy Plan. One of the methods described in the Corridor Strategy Plan is to improve transit operations along the corridor. Currently PSTA operates several routes along this segment of McMullen Booth Rd., all of which are likely to be affected by any bus preferential treatment strategies implemented along this corridor. The results of this study indicate that the development of bus preferential treatments along this corridor could help improve bus travel times and reliability, especially when added roadway and intersection capacity were provided, including improvements identified in the Corridor Strategy Plan. PSTA TRANSIT DEVELOPMENT PLAN - Pinellas Suncoast Transit Authority, June 2004 (prepared with support from Tindale-Oliver & Associates) PSTA s Five-Year Transit Development Plan (TDP), , addresses transit policies, demographics related to the need for transit services, proposed transit service-related improvements, costs (operating and capital), funding sources, and an implementation plan. Used as a strategic guide for transit improvements, the TDP was reviewed to identify potential implications for the East Lake/McMullen Booth BRT study. The TDP summarizes the results of a strategic planning workshop with the PSTA Board. Priorities were established as a result of the workshop, including an emphasis on the implementation of BRT in Pinellas County. Relevant results of the workshop include the following: BRT is a priority In the discussion of BRT, it was indicated that this particular mode should be a priority for PSTA. Further, it was suggested that PSTA seek to begin buying the necessary equipment and get started now. McMullen-Booth corridor Among the potential corridors in which to begin experimenting with BRT, the MMB corridor was mentioned as a key candidate. Keep BRT apolitical In determining whether and where to implement BRT services, it was strongly indicated that these decisions should not be politically driven. Consistent with the results of the strategic planning workshop, the ten-year vision plan for PSTA service includes, among other improvements, the following: East Lake/McMullen-Booth Rd. (new Route 62X) New express service along the corridor to Carillon and the eventual establishment of BRT. BRT Corridors for BRT development include Ulmerton Rd., East Lake/McMullen Booth Rd., and Central Ave. in St. Petersburg. Development of BRT also should occur in coordination with the Pinellas Mobility Initiative (PMI) to enhance transit ridership along specific corridors in advance of light rail or monorail service. Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

10 PINELLAS COUNTY MPO 2025 LONG RANGE TRANSPORTATION PLAN - Pinellas County MPO, December 2004 The Pinellas County MPO s 2025 Long Range Transportation Plan identifies the East Lake/McMullen Booth corridor as having enhanced express bus service beyond In addition, a new park-and-ride facility is proposed east of East Lake Rd. just south of the Pasco County Line. PCPT TRANSIT DEVELOPMENT PLAN - Pasco County MPO/Pasco County Public Transportation, June 2005 (prepared by Tindale-Oliver & Associates) Pasco County Public Transportation s (PCPT s) TDP is the strategic guide for public transportation in Pasco County over the next five years. The TDP includes an evaluation of existing services, a review of demographic and travel behavior characteristics of the service area, a summary of local transit policies, the development of proposed transit enhancements, and the preparation of a five-year implementation plan that provides guidance for PCPT during the five-year planning horizon. A review of existing bus routes indicates that Route 25 serves the area closest to the East Lake Rd./McMullen Booth Rd. corridor. This route provides service on Seven Springs Blvd. (to Mitchell Blvd.), just north of where Mitchell Blvd. connects with East Lake Rd. and a few miles north of the East Lake Rd./Trinity Blvd. intersection in Pinellas County. Transit service improvements reflected in the five-year PCPT plan will not have a significant impact on the study corridor. PASCO COUNTY MPO 2025 LONG RANGE TRANSPORTATION PLAN - Pasco County MPO, January 2005 (prepared by Tindale-Oliver & Associates) In January 2005, the Pasco County MPO adopted its 2025 LRTP Update. Included in the LRTP is a Long Range Transit Element. The Cost Affordable Transit Plan includes some type of BRT service on Little Rd. (south of SR 54 to Mitchell Blvd), Mitchell Blvd., and East Lake Rd. into Pinellas County. This long-range service improvement was included as a result of coordination with the Pinellas County MPO and PSTA. The implementation year is uncertain at this time. PINELLAS MOBILITY INITIATIVE (PMI) - Pinellas County MPO, October 2002 (prepared by Grimail Crawford) In 1997, the Pinellas County MPO initiated the Pinellas County Mobility Major Investment Study (MIS) to identify transportation and policy solutions to manage problems related to future traffic congestion on a long-term basis. The MIS was completed in October 2002 and concluded with a recommendation to further evaluate the possibility of an elevated rail or monorail system. To continue the work of the MIS, the Pinellas County MPO, in conjunction with FDOT and the Federal Transit Administration (FTA), sponsored the Pinellas Mobility Initiative (PMI). The PMI was a two-year study that provided further detail needed to make decisions about alternative transit systems. The goal of the PMI was to evaluate alternative travel modes to the Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

11 single occupant vehicle, which is the primary mode of transportation for citizens of Pinellas County. The PMI explored implementation plans for rail, monorail, and next generation bus service, focusing on connecting corridors from Clearwater to St. Petersburg and the beach communities. The August 2003 PMI Final Report includes the East Lake Rd./McMullen Booth Rd. corridor in the Locally Preferred Alternative as having enhanced express bus service from Trinity Blvd. to downtown St. Petersburg, where it would connect with the monorail. WEST CENTRAL FLORIDA 2025 LONG RANGE TRANSPORTATION PLAN - West Central Florida MPO Chairs Coordinating Committee, November 2004 (prepared by Renaissance Planning Group) The West Central Florida Chairs Coordinating Committee (CCC) is responsible for coordinating transportation planning along Florida s Gulf Coast from Sarasota County to Citrus County and east to Polk County. The regional LRTP identifies transportation improvements for the region for the next 20 years, and is updated at least every three years to coincide with transportation plan updates prepared by the MPOs within the region. The 2025 regional cost affordable LRTP includes BRT service along the East Lake/McMullen Booth and US 19 corridors. SUMMARY Recent plans were reviewed to ensure a complete understanding of planning activities with potential implications for the East Lake/McMullen Booth corridor. All of these previous plans are consistent with respect to the identification of the corridor as a priority for enhanced bus service in the future. These documents were referenced as appropriate during the conduct of this study. Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

12 Section 3 EXISTING AND FUTURE CONDITIONS This section presents existing and future conditions for transit service, transit infrastructure, roadways, and intersections. The information facilitates an understanding of baseline conditions and provides an assessment of projected future conditions in the corridor study area. EXISTING TRANSIT SERVICE Three PSTA bus routes (52, 62, and 98) operate on more than 10 percent of the East Lake/McMullen Booth corridor. The current route maps and schedules for these three routes are provided in Figures 3-1 through 3-3. Table 3-1 provides selected data for these routes and activity centers served by these routes are listed below. Route 52 Serves Park Street Terminal (Downtown Clearwater), Imperial Palms Apartments, Tri City Plaza, Crossroads Mall, Pinellas Technical Education Center (PTEC), PSTA Clearwater Complex, Pinellas County Criminal Justice Center, ParkSide Mall, Central Plaza Terminal, Williams Park (Downtown St. Petersburg) Route 62 Serves Tyrone Square Mall, 71 St N, Belcher Rd, Jasmine Courts, McMullen Booth Rd/CR 611, The Hampton at Clearwater, Westfield Shopping Town Countryside, The Shoppes of Boot Ranch Route 98 Commuter Service: Park Street Terminal (Downtown Clearwater), Sand Key Park, West Bay Dr/East Bay Dr, Crossroads Mall, PSTA Clearwater Complex, Pinellas County Criminal Justice Center, Carillon Office Complex Other routes that either cross the corridor or operate on less than 10 percent of the corridor include PSTA routes 11, 59, 60, 67, and 96. Map 3-1 illustrates all PSTA bus routes operating within or near the corridor study area. Pasco County Public Transportation (PCPT) does not operate any bus routes within the corridor study area. Table 3-1 Bus Routes Operating in East Lake/McMullen Booth Corridor (>10 percent of corridor) PSTA Route Frequency of Service (peak/off-peak) Monday-Friday Saturday Sunday 2004 Ridership 52 15/30 minutes 60 minutes 60 minutes 924, minutes 90 minutes None 129, minutes (peak only) None None 21,649 Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

13 Clearwater Largo Rd/ Ft. Harrison Ave Park St Pierce St Park Street Terminal Downtown Clearwater Rosery Rd West Bay Dr Missouri Ave East Bay Dr Alt Keene Rd LEGEND: : Timepoint; see scheduled times. Board at bus stop signs located frequently throughout route : Landmark : Denotes Intermittent Service Imperial Palms Apartments Keene Rd Tri City Plaza East Bay Dr US 19 Crossroads Mall Roosevelt Blvd/ St 150 Ave N 74 Ave N/Park Blvd Route 52 Serving: Williams Park, Downtown St. Petersburg, Central Plaza Terminal, Central Ave, 49 St N, ParkSide Mall, Pinellas County Criminal Justice Center, PSTA Clearwater Complex, Roosevelt Blvd, Pinellas Technical Education Center (PTEC), Crossroads Mall, Tri City Plaza, Imperial Palms Apartments, East Bay/West Bay Dr, Clearwater Largo Rd, Downtown Clearwater, Park Street Terminal DOWNTOWN ST. PETERSBURG TO DOWNTOWN CLEARWATER PTEC Avalon Ave Tech Data PSTA Clearwater Complex Pinellas County Criminal Justice Center 49 St N 49 St N MONDAY - FRIDAY 140 Ave N Ulmerton Rd/ Ave N 70 Ave N 40 St N Central Ave 28 St N ParkSide Mall 34 St Figure 3-1 (page 1) Feather Sound Carillon Allstate Home Shopping Network Central Plaza Terminal 1 Ave S 20 St N 1 Ave N 1 Ave S DOWNTOWN CLEARWATER TO DOWNTOWN ST. PETERSBURG NORTH Williams Park Downtown St. Petersburg 3 St Depart Williams Park Central Plaza Terminal ParkSide Mall 49 St N & 140 Ave Crossroads Mall Clearwater Largo Rd & Rosery Rd Arrive Park Street Terminal Depart Park Street Terminal Clearwater Largo Rd & Rosery Rd Imperial Palms Apartments Imperial Palms Apartments Crossroads Mall 49 St N & 140 Ave ParkSide Mall Central Plaza Terminal Arrive Williams Park 5:20 # 5:30 5:30 5:40 5:50 6:00 6:00 # 6:10 6:20 6:30 6:40 6:50 6:45 # 6:55 7:00 7:10 7:20 # 7:30 7:35 7:45 8:00 8:10 8:30 8:40 9:00 9:10 9:30 9:40 10:00 10:10 10:30 10:40 11:00 11:10 11:30 11:40 12:00PM 12:10 12:30 12:40 1:00 1:10 1:30 1:40 2:00 2:10 2:30 2:40 3:00 3:10 3:30 3:40 4:05 4:15 4:30 4:40 5:05 5:15 5:30 5:40 6:00 6:10 6:30 6:40 6:50 7:00 7:40 7:50 9:00 9:10 7:30 8:05 8:30 9:00 9:30 10:00 10:30 11:00 11:30 12:00 12:30 1:00 1:30 2:00 2:30 3:00 3:30 4:00 4:35 5:00 5:35 6:00 6:30 7:00 7:20 8:10 9:25 4:55 5:25 5:50 6:15 # 5:02 5:32 6:00 6:15 6:27 6:40 6:55 6:55 # 7:00 7:20 7:25 7:45 7:40 # 7:45 8:10 8:10 # 8:20 8:45 8:45 9:10 9:15 9:40 9:45 10:10 10:15 10:40 10:45 11:10 11:15 11:40 11:45 12:10 12:15 12:40 12:45 1:10 1:15 1:40 1:45 2:10 2:15 2:40 2:45 3:10 3:15 3:40 3:45 4:10 4:15 4:40 4:50 5:15 5:15 5:40 5:50 6:10 6:15 6:40 6:45 7:05 7:15 7:30 7:35 7:50 8:25 8:40 9:40 9:55 5:15 5:45 6:15 6:40 7:10 6:30 6:55 7:25 7:35 8:00 7:55 8:25 8:15 8:25 8:45 8:50 9:15 9:45 10:15 11:15 12:15 1:15 9:00 9:25 9:55 10:25 10:55 11:25 11:55 12:25 12:55 1:25 9:15 9:45 10:15 10:45 11:15 11:45 12:15 12:45 1:15 1:45 2:15 2:45 3:15 3:45 4:15 4:45 5:20 1:55 2:25 2:55 3:25 3:55 4:25 4:55 5:30 5:55 6:25 6:55 7:20 7:45 8:05 8:55 10:10 5:30 6:00 2:15 2:45 3:15 3:45 4:15 4:50 5:15 5:55 6:15 6:45 7:15 7:40 8:05 8:25 9:10 10:20 5:30 AM 5:40 6:00 6:10 6:30 6:40 7:00 7:10 7:30 7:40 8:00 8:10 8:30 8:40 8:22 8:52 9:00 9:10 9:22 9:30 10:00 10:30 11:00 11:30 12:00 PM 12:30 1:00 1:30 2:00 9:40 10:10 10:40 11:10 11:40 12:10 12:40 1:10 1:40 2:10 9:52 10:22 10:52 11:22 12:22 1:22 2:22 2:30 2:40 3:00 3:30 3:10 3:40 3:22 3:52 4:00 4:10 4:22 4:30 5:05 5:30 6:10 4:40 5:15 5:40 6:20 4:52 5:27 6:45 7:30 6:55 7:40 8:10 8:20 9:15 9:25 6:00 6:30 7:00 6:10 6:40 7:10 6:45 7:10 7:45 6:55 7:25 7:55 7:35 8:05 7:20 7:45 8:15 7:45 8:15 8:45 8:05 8:35 9:05 8:20 8:50 9:20 8:35 9:05 8:45 9:15 9:15 9:45 9:35 10:05 9:50 10:20 9:35 9:45 10:15 10:35 10:50 10:05 10:35 11:05 11:35 12:05 12:35 1:05 1:35 2:05 2:35 3:05 3:35 4:05 10:15 10:45 11:15 11:45 12:15 12:45 1:15 1:45 2:20 2:45 3:05# 3:20 3:35# 3:45 4:15 10:45 11:15 11:45 12:15 12:45 1:15 1:45 2:15 2:45 3:15 3:40 3:45 4:10 4:15 4:45 11:05 11:35 12:05 12:35 1:05 1:35 2:05 2:35 3:05 3:35 4:00 4:05 4:30 4:35 5:05 11:20 11:50 12:20 12:50 1:20 1:50 2:20 2:50 3:20 3:50 4:15 4:20 4:45 4:50 5:20 * # 5:10 5:30 5:45 4:35 4:45 5:15 5:35 5:50 * # 5:40 6:00 6:15 5:05 5:15 5:45 6:05 6:20 5:40 6:05 6:40 5:50 6:15 6:50 6:15 6:40 7:10 6:35 7:00 7:30 6:50 7:15 7:40 7:10 7:55 7:20 8:05 7:40 8:20 8:00 8:35 8:10 8:50 8:35 8:45 9:05 9:20 9:35 9:35 - Wheelchair Service Provided On All Trips # - Serve 118 Ave N, 28 St N, Carillon Office Complex * - These trips begin at Carillon Allstate Southbound at 4:35 P.M. And 5:05 P.M. NOTE: Route 98 provides service to 118 Ave N, 28 St N, Carillon OfficeComplex, Ulmerton Rd, Southbound in AM, Northbound in PM TIMES SHOWN ARE SCHEDULED BUT MAY VARY DUE TO TRAFFIC CONDITIONS, WEATHER OR UNFORESEEN EVENTS. Effective

14 Figure 3-1 (page 2) Route 52 Serving: Williams Park, Downtown St. Petersburg, Central Plaza Terminal, Central Ave, 49 St N, ParkSide Mall, Pinellas County Criminal Justice Center, PSTA Clearwater Complex, Roosevelt Blvd, Pinellas Technical Education Center (PTEC), Crossroads Mall, Tri City Plaza, Imperial Palms Apartments, East Bay/West Bay Dr, Clearwater Largo Rd, Downtown Clearwater, Park Street Terminal DOWNTOWN ST. PETERSBURG TO DOWNTOWN CLEARWATER SATURDAY DOWNTOWN CLEARWATER TO DOWNTOWN ST. PETERSBURG Depart Williams Park Central Plaza Terminal ParkSide Mall 49 St N & 140 Ave Crossroads Mall Clearwater Largo Rd & Rosery Rd Arrive Park Street Terminal Depart Park Street Terminal Clearwater Largo Rd & Rosery Rd Imperial Palms Apartments Imperial Palms Apartments Crossroads Mall 49 St N & 140 Ave ParkSide Mall Central Plaza Terminal Arrive Williams Park 5:30 6:20 7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:05 5:05 6:00 6:50 7:40 AM PM 5:40 6:30 7:10 8:10 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:15 5:15 6:10 7:00 7:50 7:30 8:30 9:30 10:30 11:30 12:30 1:30 2:30 3:30 4:35 5:35 6:30 7:20 8:10 4:55 5:50 6:15 7:00 7:45 8:45 9:45 10:45 11:45 12:45 1:45 2:45 3:45 4:50 5:50 6:45 7:35 8:25 5:02 6:00 6:27 7:20 8:10 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:10 5:15 6:10 7:05 7:50 8:40 8:15 9:15 10:15 11:15 12:15 1:15 2:15 3:15 4:15 5:20 5:15 6:15 6:40 7:35 8:25 9:25 10:25 11:25 12:25 1:25 2:25 3:25 4:25 5:30 6:25 7:20 8:05 8:55 5:30 6:30 6:55 7:55 8:45 9:45 10:45 11:45 12:45 1:45 2:45 3:45 4:50 5:55 6:45 7:40 8:25 9:10 5:30 AM 5:40 6:00 6:10 6:45 6:55 6:30 6:40 7:00 7:10 7:45 7:55 7:00 7:10 7:35 7:45 8:15 8:35 8:50 8:00 8:10 8:22 8:35 8:45 9:15 9:35 9:50 9:00 9:10 9:22 9:35 9:45 10:15 10:35 10:50 10:00 10:10 10:22 10:35 10:45 11:15 11:35 11:50 11:00 11:10 11:22 11:35 11:45 12:15 12:35 12:50 12:00 PM 12:10 12:22 12:35 12:45 1:15 1:35 1:50 1:00 1:10 1:22 1:35 1:45 2:15 2:35 2:50 2:00 2:10 2:22 2:35 2:45 3:15 3:35 3:50 3:00 3:10 3:22 3:35 3:45 4:15 4:35 4:50 4:00 4:10 4:22 4:35 4:45 5:15 5:35 5:50 5:05 5:15 5:27 5:40 5:50 6:15 6:35 6:50 6:10 6:20 6:40 6:50 7:10 7:30 7:40 6:45 6:55 7:10 7:20 7:40 8:00 8:10 7:40 7:50 8:00 8:10 8:30 8:45 9:00 9:15 9:25 9:35 SUNDAY AND HOLIDAYS Depart Williams Park 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 AM PM Central Plaza Terminal 8:10 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:10 5:10 6:10 7:10 ParkSide Mall 8:30 9:30 10:30 11:30 12:30 1:30 2:30 3:30 4:30 5:30 6:30 7:30 49 St N & 140 Ave 7:05 7:45 8:45 9:45 10:45 11:45 12:45 1:45 2:45 3:45 4:45 5:45 6:45 7:45 Crossroads Mall 7:15 8:10 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:10 5:10 6:10 7:10 Clearwater Largo Rd & Rosery Rd Arrive Park Street Terminal Depart Park Street Terminal Clearwater Largo Rd & Rosery Rd Imperial Palms Apartments Imperial Palms Apartments Crossroads Mall 49 St N & 140 Ave ParkSide Mall Central Plaza Terminal 7:20 7:30 7:45 8:00 AM 8:10 8:22 8:35 8:45 9:15 9:35 8:15 8:25 8:45 9:00 9:10 9:22 9:35 9:45 10:15 10:35 9:15 9:25 9:45 10:00 10:10 10:22 10:35 10:45 11:15 11:35 10:15 10:25 10:45 11:00 11:10 11:22 11:35 11:45 12:15 12:35 11:15 11:25 11:45 12:00 PM 12:10 12:22 12:35 12:45 1:15 1:35 12:15 12:25 12:45 1:00 1:10 1:22 1:35 1:45 2:15 2:35 1:15 1:25 1:45 2:00 2:10 2:22 2:35 2:45 3:15 3:35 2:15 2:25 2:45 3:00 3:10 3:22 3:35 3:45 4:15 4:35 3:15 3:25 3:45 4:00 4:10 4:22 4:35 4:45 5:15 5:35 4:15 4:25 4:45 5:00 5:10 5:22 5:35 5:45 6:15 6:35 5:15 5:25 5:45 6:00 6:10 6:35 6:45 7:15 7:35 6:20 6:40 6:45 6:55 7:10 7:20 7:45 7:20 7:40 7:40 7:50 8:05 Arrive Williams Park 9:50 10:50 11:50 12:50 1:50 2:50 3:50 4:50 5:50 6:50 7:50 - Wheelchair Service Provided On All Trips Effective TIMES SHOWN ARE SCHEDULED BUT MAY VARY DUE TO TRAFFIC CONDITIONS, WEATHER OR UNFORESEEN EVENTS.

15 Figure 3-2 Route 62 THE SHOPPES OF BOOT RANCH TO TYRONE SQUARE MALL Serving: The Shoppes of Boot Ranch, McMullen Booth Rd, Westfield Shopping Town Countryside, Jasmine Courts, Hampton Rd, Clearwater Mall, Belcher Rd, Tyrone Square Mall The Shoppes of Boot Ranch 6:15 AM 7:15 8:15 9:15 10:15 11:15 12:15 PM 1:15 2:15 3:15 4:15 5:15 8:15 9:15 11:15 12:15 2:15 3:15 5:15 AM PM McMullen Booth Rd & Enterprise Rd 6:30 7:35 8:35 9:35 10:35 11:35 12:35 1:35 2:35 3:35 4:35 5:35 8:35 9:35 11:35 12:35 2:35 3:35 5:35 MONDAY - FRIDAY Hampton Rd & Gulf-to-Bay 6:15 6:50 7:50 8:50 9:50 10:50 11:50 12:50 1:50 2:50 3:50 4:50 5:50 SATURDAY 6:50 8:50 9:50 11:50 12:50 2:50 3:50 5:50 Belcher Rd & Ulmerton Rd 5:30 6:35 7:10 8:10 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:10 5:10 6:10 6:40 7:10 9:10 10:10 12:10 1:10 3:10 4:10 6:10 Belcher Rd & Park Blvd 5:40 6:45 7:20 8:20 9:20 10:20 11:20 12:20 1:20 2:20 3:20 4:20 5:20 6:20 6:50 7:20 9:20 10:20 12:20 1:20 3:20 4:20 6:20 22 Ave N & 68 St 5:55 7:00 7:30 8:30 9:30 10:30 11:30 12:30 1:30 2:30 3:30 4:30 5:30 6:30 7:00 7:30 9:30 10:30 12:30 1:30 3:30 4:30 6:30 NORTH Belcher Rd 71 St N Tyrone Blvd Mall Road Access 22 Ave N 68 St N 68 St N Westfield Shopping Town Gulf-to-Bay Blvd/60 East Bay Dr Ulmerton Rd Park Blvd 66 St N US 19 The Shoppes of Boot Ranch Summerdale Dr Hampton Rd Drew St Clearwater Mall Tampa Rd LEGEND: Timepoint; see scheduled times. Board at bus stop signs located frequently along the route Tyrone Square Mall Lake Tarpon Main St/580 Countryside Blvd Landmark East Lake Rd McMullen Booth Rd/611 Jasmine Courts EAST LAKE SHUTTLE AREA See Info Below Enterprise Rd The Hampton at Clearwater Route 62 TYRONE SQUARE MALL TO THE SHOPPES OF BOOT RANCH Serving: Tyrone Square Mall, Belcher Rd, Clearwater Mall, Hampton Rd, Jasmine Courts, McMullen Booth Rd, Westfield Shopping Town Countryside, The Shoppes of Boot Ranch 22 Ave N & 68 St 5:55 AM 7:00 7:45 8:45 9:45 10:45 11:45 12:45 1:45 2:45 3:45 4:45 5:45 6:40 B B B B B B B B B B 7:00AM 7:45 9:45 B 10:45 B 12:45 B 1:45 B 3:45 B 4:45 B 6:40 B Belcher Rd & Park Blvd 6:05 7:10 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00 6:50 7:10 8:00 10:00 11:00 1:00 2:00 4:00 5:00 6:50 MONDAY - FRIDAY Belcher Rd & Ulmerton Rd 6:15 7:20 8:10 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:15 5:15 6:10 7:00 7:20 8:10 10:10 11:10 1:10 2:10 4:10 5:10 7:00 Hampton Rd & Gulf-to-Bay 6:35 7:40 8:30 9:30 10:30 11:30 12:30 1:30 2:30 3:30 4:40 5:40 6:30 7:20 SATURDAY 7:40 8:30 10:30 11:30 1:30 2:30 4:30 5:30 McMullen Booth Rd & Enterprise Rd 6:45 7:50 8:40 9:40 10:40 11:40 12:40 1:40 2:40 3:40 4:50 5:50 6:35 7:45 8:40 10:40 11:40 1:40 2:40 4:40 5:40 The Shoppes of Boot Ranch 7:10 8:15 9:10 10:10 11:10 12:10 1:10 2:10 3:10 4:10 5:15 6:15 7:10 8:15 9:10 11:10 12:10 2:10 3:10 5:10 6:10 - Wheelchair Service Provided On All Trips Effective East Lake Shuttle Info - If you live within the shuttle area indicated above and would like to travel from your home to the Shoppes of Boot Ranch to connect with the Route 62, here s what you need to know: B - Serves Borders These Trips Note: Transfer to Route 19 at Hampton Rd & Gulf to Bay Blvd for service to Clearwater Mall. Note: Route 62 does not operate on Sunday or Holidays Reservations are required by 5 pm the day before service is needed; same day service is not provided. Pre-registration is recommended. Call (727) (Voice/TTY) for reservations and ask for the East Lake Shuttle. Reservations can be made Monday through Friday 8 am until 5 pm, and Saturday, Sunday, and holidays from 9 am until 5 pm. Please note that although reservations can be made on the weekends and holidays, the East Lake Shuttle operates Monday through Saturday only. The shuttle fare is $1.25 per person each way. PSTA GO Cards are not accepted on the shuttle. Shuttle passengers will be required to pay the appropriate fare when boarding Route 62. The East Lake Shuttle is a shared-ride service provided on a first come, first served basis. Trips are scheduled to coincide with all bus trips on Route 62. Pick-up times are negotiated to maximize multi-loading. TIMES SHOWN ARE SCHEDULED BUT MAY VARY DUE TO TRAFFIC CONDITIONS, WEATHER OR UNFORESEEN EVENTS.

16 Clearwater Largo Rd/ Ft. Harrison Ave Park St Pierce St Park Street Terminal Downtown Clearwater Rosery Rd West Bay Dr LEGEND: : Timepoint; see scheduled times. Board at bus stop signs located frequently throughout route. : Landmark Missouri Ave East Bay Dr Keene Rd Tri City Plaza East Bay Dr US 19 Crossroads Mall Roosevelt Blvd/686 Tech Data PSTA Clearwater Complex Pinellas County Criminal Justice Center 49 St N 49 St N 140 Ave N Ulmerton Rd/ St N 118 Ave N Figure 3-3 Allstate Building Scherer Dr GA Food Service Lake Carillon Dr Carillon Pkwy Lake Carillon Dr 28 St N Tower Pl Western Reserve Aegon Fountain Pkwy Carillon Pkwy NORTH Franklin- Templeton Route 98 COMMUTER SERVICE DOWNTOWN CLEARWATER TO CARILLON OFFICE COMPLEX Serving: Park Street Terminal, Downtown Clearwater, West Bay Dr/East Bay Dr, Crossroads Mall, Carillon Office Complex MONDAY - FRIDAY NO SATURDAY, SUNDAY OR HOLIDAY SERVICE Park Street Terminal Clearwater Largo Rd & Rosery Rd Crossroads Mall 49 St N & 140 Ave Carillon Franklin- Templeton 5:45 6:15 6:45 AM 5:55 6:25 6:55 6:15 6:45 7:15 6:25 6:55 7:25 6:40 7:10 7:40 Route 98 COMMUTER SERVICE CARILLON OFFICE COMPLEX TO DOWNTOWN CLEARWATER Serving: Carillon Office Complex, Crossroads Mall, East Bay Dr/West Bay Dr, Downtown Clearwater, Park Street Terminal MONDAY - FRIDAY NO SATURDAY, SUNDAY OR HOLIDAY SERVICE 49 St N & 140 Ave Carillon Franklin- Templeton 49 St N & 140 Ave Crossroads Mall Clearwater Largo Rd & Rosery Rd Park Street Terminal 3:55 4:25 PM 4:10 4:40 4:25 4:55 4:40 5:10 4:55 5:25 5:10 5:40 NOTE: Route 98 will serve all PSTA posted bus stop signs. TIMES SHOWN ARE SCHEDULED BUT MAY VARY DUE TO TRAFFIC CONDITIONS, WEATHER OR UNFORESEEN EVENTS. Effective

17 FLORIDA AVE MADISON BELCHER RD ALT 19/PALM HARBOR BLVD ALT 19/PINELLAS AVE 62ND ST N 58TH ST N 19TH ST N 72ND ST N 4TH ST N ANCLOTE BLVD ANCLOTE RD Pasco County BECKETT'S WAY HIGHLAND AVE (N) TRINITY BLVD ± Miles ORANGE ST VIRGINIA ST HIGHLAND AVE UNION ST SUNSET POINT RD PALMETTO ST GULF RD CR 80/CURLEW PL MAYO ST MICHIGAN BLVD BELTREES ST PINEHURST RD DREW ST DRUID RD CR 39 KEENE RD KLOSTERMAN RD BEE POND RD FLAGLER DR CR 1 CURLEW RD HERCULES AVE LAKEVIEW RD ALDERMAN RD NEBRASKA AVE SR 580/MAIN ST CR 39 SOLON AV GREENBRIAR BLVD BELLEAIR RD "P ¾" ( RANCHETTE LN HARN BLVD HIGHLANDS BLVD WEST LAKE DR CR 95 OLD COACHMAN RD ¾" ( US 19 ¾" "P ( COUNTRYSIDE BLVD SR 580 SOULE RD "P MCMULLEN-BOOTH RD NE COACHMAN RD OLD EAST LAKE RD "P "P GULF-TO-BAY BLVD LANSBROOK DR LAKE VISTA DR DREW ST HAINES BAYSHORE BRYAN RD ALLEN AVE 49TH ST N (BAYSIDE BRIDGE) ENTERPRISE RD EAST LAKE RD E LK WDLND PKWY S MARSHALL ST BAYSHORE BLVD MAIN ST KEYSTONE RD FORELOCK DR TARPON WOODS BLVD SR 580 "P FOREST LAKES BLVD TAMPA RD a a ³ SHORE DR COURTNEY CAMPBELL CSWY STATE ST Tampa Bay Hillsborough County Pinellas County Metropolitan Planning Organization East Lake/ McMullen Booth Road BRT Feasibility Study 1/2 Mile Buffer of Corridor Connecting Routes X Other PSTA Bus Routes Exisiting HART Bus Routes Existing PCPT Bus Routes ¾ Transit Hub ¾ PSTA Facility a a ³ Major Transfer Center ¾" ( Regional Mall Park-N-Ride "P Existing "P Potential Note: Wider lines on map show the three PSTA bus routes (52, 62, and 98) that operate on more than 10 percent of the East Lake/McMullen Booth corridor. LAKE AVE EAST BAY DR ¾" ( 150TH AVE N WHITNEY RD 162ND AVE N 142ND AVE N STARKEY RD "P ¾" ( "P ^_ Future Intermodal Transfer Center ¾ 126TH AVE N 66TH ST N 49TH ST N "P SR 688/ULMERTON RD FEATHER SOUND DR I-275 Map 3-1 Existing Bus Routes and Transit Facilities

18 EXISTING TRANSIT INFRASTRUCTURE Existing transit infrastructure within the East Lake Rd./McMullen Booth Rd. corridor also was compiled. This infrastructure includes the new PSTA administrative and operations facility, transit centers, park-and-ride lots, and stop level infrastructure (shelters, benches, information displays, etc.). A summary of existing transit infrastructure is provided below. PSTA has recently built a new administration, operation, and maintenance facility in St. Petersburg, consolidating the facilities located on 28 th Street South in St. Petersburg and 49 th Street North in Clearwater. This new facility is located at 3201 Scherer Drive, just south of Ulmerton Rd., and accommodates up to 125 administrative personnel, 160 maintenance personnel, 600 bus drivers, and 300 buses. PSTA now operates from this single centralized location. This facility is reflected in Map 3-1 (presented earlier in this section). According to the PSTA TDP, PSTA has five active park-and-ride facilities in Pinellas County, two of which are near the corridor study area (one at Hampton Dr. and Drew St. and one near the airport on Stoneybrook Dr.). In addition, nine potential park-andride facilities are identified throughout Pinellas County, including two along East Lake Rd. (one at SR 580 and one at Tampa Rd.). Existing and potential park-and-ride facilities are included in Map 3-1 (presented earlier in this section). Consistent with existing bus service, bus stops and shelters are available on 49 th St. N. and McMullen Booth Rd. (up to Tampa Rd.). Bus stops within the corridor study area are identified in Map 3-2. Sheltered bus stops are highlighted in blue. FUTURE TRANSIT SERVICE/INFRASTRUCTURE As discussed previously, the five-year and long-range transit plans for PSTA and the Pinellas County MPO reflect the East Lake Rd./McMullen Booth Rd. corridor as having enhanced express bus service, including service into Pasco County. The implementation timeframe has not been specified but it is currently contemplated as beyond Future infrastructure includes the two potential park-and-ride facilities identified previously and the future intermodal transfer center on Ulmerton Rd. Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

19 FLORIDA AVE LAKE AVE CR 1/OMAHA ST ALT 19/PINELLAS AVE 19TH ST N BELCHER RD 72ND ST N 62ND ST N 58TH ST N 4TH ST N ORANGE ST CR 95 DOUGLAS RD GULF-TO-BAY BLVD Tampa Bay UNION ST SUNSET POINT RD PALMETTO ST HIGHLAND AVE ANCLOTE RD GULF RD CR 80/CURLEW PL MAYO ST MICHIGAN BLVD BELTREES ST DREW ST CR 1 CURLEW RD Pasco County DONEGAN RD PINEHURST RD VIRGINIA ST CR 39 DRUID RD KEENE RD EAST BAY DR LAKE AVE (S) ANCLOTE BLVD KLOSTERMAN RD BEE POND RD SATURN AVE HERCULES AVE CLEVELAND ST LAKEVIEW RD STARKEY RD ALDERMAN RD SR 580/MAIN ST LIME ST NEBRASKA AVE SOLON AV 126TH AVE N BECKETT'S WAY CR 39 GREENBRIAR BLVD BELLEAIR RD RANCHETTE LN OLD COACHMAN RD US 19 HARN BLVD SR 686/EAST BAY DR WEST LAKE DR 150TH AVE N 66TH ST N HIGHLAND AVE (N) SR 580 HIGHLANDS BLVD SOULE RD COUNTRYSIDE BLVD DREW ST MCMULLEN-BOOTH RD NE COACHMAN RD HAINES BAYSHORE WHITNEY RD OLD EAST LAKE RD LANSBROOK DR LAKE VISTA DR BRYAN RD ALLEN AVE 162ND AVE N 49TH ST N (BAYSIDE BRIDGE) 49TH ST N TRINITY BLVD ENTERPRISE RD EAST LAKE RD E LK WDLND PKWY S BAYSHORE BLVD MARSHALL ST MAIN ST KEYSTONE RD FORELOCK DR TARPON WOODS BLVD SR 580 TAMPA RD COURTNEY CAMPBELL CSWY SR 688/ULMERTON RD FOREST LAKES BLVD SHORE DR FEATHER SOUND DR STATE ST Hillsborough County ^_ Future Intermodal Transfer Center I-275 Pinellas County Metropolitan Planning Organization East Lake/ McMullen Booth Road BRT Feasibility Study ± 1/2 Mile Buffer of Corridor Sheltered PSTA Bus Stop Other PSTA Bus Stop Existing PSTA Bus Routes Exisiting HART Bus Routes Existing PCPT Bus Routes Miles Map 3-2 Existing Bus Stops and Shelters

20 ROADWAY AND INTERSECTION CONDITIONS Information on existing roadway geometry and right-of-way along McMullen Booth Rd. and East Lake Rd. was identified by obtaining 1 = 100 aerial photography of the study corridor prepared for the year 2005, supplemented by as-built roadway plans provided by Pinellas County Public Works. Information on existing and future traffic volumes and level of service was obtained from the previous McMullen Booth Rd. Corridor Strategy Plan, and from 2005 traffic operations data provided by the Pinellas County MPO. A problem is the lack of intersection-specific turning movement volume and level of service data beyond what was provided in the Corridor Strategy Plan document, which only addressed the section of McMullen Booth Rd. from SR 60 to Tampa Rd. The Corridor Strategy Plan only addressed existing intersection operations, with no future intersection operations data presented. To overcome the absence of a continuous intersection operations database along the study corridor, an intersection score was generated to serve as a surrogate for the degree of traffic congestion through an intersection. This score reflects the weekday PM 1 peak period entering traffic volume per through-lane along the McMullen Booth Rd./East Lake Rd. approaches to each intersection. The study corridor was reviewed in its entirety to evaluate the existing roadway and intersection conditions. This information is presented in Maps 3-3 and 3-4, and includes review of roadway number of lanes, current roadway level of service (LOS), and the Annual Average Daily Traffic (AADT) on the study corridor. The study corridor was then divided into four basic segments for evaluation, based on relative homogeneous roadway configuration and traffic operations characteristics. Table 3-2 shows these segments including length of each segment and the existing and future weighted LOS. Section Table 3-2 Study Segments LOS Characteristics Existing Weighted* LOS Future Weighted* LOS Section Length Ulmerton Rd. to Roosevelt Blvd. D C 1.15 miles Bayside Bridge C C 3.55 miles SR 60 to Tampa Rd. F F 6.70 miles Tampa Rd. to Trinity Rd. F F 8.10 miles *Weighted LOS was calculated from the sub-segment mileage LOS Appendix B presents the existing and future traffic operations data and roadway cross section information for the study corridor, organized by the roadway segments as provided in the Pinellas County MPO traffic operations data, with intersections interspersed where located along the corridor. 1 Weekday PM peak hour volumes were estimated as 10% of the AADT traffic Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

21 FLORIDA AVE MADISON LAKE AVE CR 1/OMAHA ST BELCHER RD ALT 19/PINELLAS AVE 62ND ST N 58TH ST N 19TH ST N DIXIE HWY 72ND ST N W LAKE RD 4TH ST N ANCLOTE BLVD ANCLOTE RD Pasco County HIGHLAND AVE (N) TRINITY BLVD GULF RD LIME ST OLD EAST LAKE RD BRYAN RD KEYSTONE RD FORELOCK DR Pinellas County Metropolitan Planning Organization ORANGE ST ALT 19/BRDWY BYSHRE BLVD BAY ST ALT 19/PALM HARBOR BLVD PINEHURST RD CR 39 KLOSTERMAN RD CR 1 ALDERMAN RD NEBRASKA AVE CURLEW RD CR 39 SOLON AV SR 580/MAIN ST RANCHETTE LN SR 580 HIGHLANDS BLVD COUNTRYSIDE BLVD LANSBROOK DR LAKE VISTA DR ALLEN AVE E LK WDLND PKWY S EAST LAKE RD TARPON WOODS BLVD SR 580 FOREST LAKES BLVD TAMPA RD SHORE DR STATE ST Hillsborough County East Lake/ McMullen Booth Road BRT Feasibility Study 1/2 Mile Buffer of Corridor 2 Lane Undivided 2 Lane One-Way 2 Lane Divided 3 Lane One-Way 4 Lane Undivided 4 Lane One-Way 4 Lane Divided 4 Lane Freeway 6 Lane Divided 6 Lane PC Access* 6 Lane + 2 Aux 6 Lane Freeway BELTREES ST VIRGINIA ST UNION ST SUNSET POINT RD PALMETTO ST SATURN AVE GREENBRIAR BLVD HERCULES AVE OLD COACHMAN RD SOULE RD MCMULLEN BOOTH RD NE COACHMAN RD ENTERPRISE RD BAYSHORE BLVD MARSHALL ST MAIN ST 8 Lane Divided 8 Lane Freeway Hillsborough County Roads CLEVELAND ST DRUID RD US 19 DREW ST GULF-TO-BAY BLVD COURTNEY CAMPBELL CSWY HARN BLVD 49TH ST N (BAYSIDE BRIDGE) NURSERY RD HIGHLAND AVE (*PC Access = Partially Contorlled) DREW ST KEENE RD BELLEAIR RD HAINES BAYSHORE WHITNEY RD EAST BAY DR ROOSEVELT BLVD 142ND AVE N STARKEY RD 126TH AVE N 150TH AVE N 126TH AVE N 66TH ST N 49TH ST N SR 688/ULMERTON RD FEATHER SOUND DR ^_ Future Intermodal Transfer Center I-275 Map 3-3 Existing Number of Lanes

22 Pasco County Hillsborough County ^_ Future Intermodal Transfer Center East Lake/ McMullen Booth Road BRT Feasibility Study Existing LOS and AADT Map 3-4 1/2 Mile Buffer of Corridor Level of Service A B C D E F No Traffic Volume Hillsborough County Roads Pinellas County Metropolitan Planning Organization

23 Ulmerton Rd. to Roosevelt Blvd. At the south end of the study corridor, McMullen Booth Rd. is actually 49 th Street, extending north to the Roosevelt Blvd. interchange. In this segment, the roadway currently has six through lanes with a raised median, and left turn lanes at traffic signals and major driveways. Traffic signals are located at Ulmerton Rd. and 140 th Ave. The right-of-way width varies from 120 to 140 feet. Median width varies from two to six feet. Existing daily traffic volume in this roadway segment is slightly under 50,000 vehicles a day. By 2025, the traffic volume is projected to increase to over 53,000 vehicles a day. Today weekday peak period LOS ranges from C to D, with similar LOS projected to There are currently no programmed roadway improvements in this section of the study corridor. Figure 3-4 illustrates the existing roadway cross section in this section of the study corridor. Figure th St., between Ulmerton Rd. and Roosevelt Blvd. Looking North Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

24 Bayside Bridge The Bayside Bridge extends over 2.3 miles, and has three through lanes in each direction. The lanes are 12 feet wide with a four-foot inside shoulder and ten-foot outside shoulder. The overall bridge width is 100 feet. Today, the weekday daily traffic volume on the bridge is over 74,000 vehicles a day. Though the bridge operates in a free flow condition most of the time, there is significant queuing on the bridge (LOS E-F) in the northbound direction during the weekday PM peak hour due to the SR 60 interchange merge and Drew Street signal on the north side of the bridge. There are currently no programmed bridge improvements. Figure 3-5 illustrates the existing roadway cross section on the bridge. Figure 3-5 Bayside Bridge Looking North SR 60 to Tampa Rd. In this mid-section of the study corridor, the roadway continues with six through lanes, with either a raised or grass median and left turn lanes at signalized intersections and major driveways. Right turn lanes are located at SR 60 (SB), Drew St. (SB), SR 590/Coachman Rd. (NB and SB), Sunset Point Rd./Main St. (SB), SR 580 (NB and SB), Mease Dr. (NB), and Curlew Rd. (NB and SB). Right-of-way width varies from 160 to 310 feet. Median width varies from zero to 26 feet. Traffic signals are located at the SR 60 ramp intersections, Drew St., SR 590/Coachman St., Sunset Point Rd./Main St., Union St., Enterprise Rd., Eastland Blvd., SR 580, Mease Dr., and SR 586/Curlew Rd. Today, traffic volume on this roadway segment ranges from over 64,500 vehicles a day just south of Tampa Rd., to over 73,000 vehicles a day at Drew St. By 2025, traffic volumes are projected to increase to 68,500 and 83,000 vehicles a day, respectively. Most of this roadway segment operates at LOS F during weekday peak periods, with the entire segment operating at LOS F in Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

25 In this section of the study corridor, the Pinellas County MPO 5-year Transportation Improvement Program (TIP), adopted May 11, 2005, outlines improvements at three locations. During FY 2005/2006, a preliminary engineering analysis was identified to determine the appropriate future improvements at the McMullen Booth Rd./Enterprise Rd. intersection. During the same year, northbound and southbound right-turn lanes were to be added at the MMB Rd./SR 590 intersection. As part of the same project, dual left-turn lanes will be added on the east, west, and south legs of the intersection. The northbound and southbound left-turn lanes also were to be extended. During FY 2006/2007 the addition of a southbound right-turn lane is programmed at Drew St. and MMB Rd. intersection. Also, the northbound and southbound left-turn lanes will be extended. In addition to the corridor improvements identified in the TIP, the McMullen Booth Rd. Corridor Strategy Plan identified a road improvement strategy along McMullen Booth Rd. that would focus on adding or extending the turn lanes at all intersections, and enhance traffic flow through ITS implementation. Concurrently, the McMullen Booth Rd. Bus Preferential Treatment Study identified transit signal priority (TSP) as a near-term improvement. Although this measure would benefit bus travel time, it has medium to highly negative impacts on the passenger vehicle travel time at Drew St. and Enterprise Rd. intersections. With the addition and/or extension of turn lanes at intersections, the preferential treatment study recommended bus queue jump or by-pass treatments at the Sunset Point Rd., Enterprise Rd., SR 580, and Curlew Rd. intersections. Figures 3-6 through 3-8 illustrate the varying roadway cross sections in this portion of the study corridor from the north approach of the SR 60 interchange to the south approach of the Tampa Rd. interchange. Figure 3-6 McMullen Booth Rd. at North SR 60 Interchange Ramps, Looking North Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

26 Figure 3-7 McMullen Booth Rd., between SR 60 and Tampa Rd., Looking North Figure 3-8 McMullen Booth Rd., South of Tampa Rd. Interchange, Looking North Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

27 Tampa Rd. to Trinity Blvd. In the north section of the corridor, north of the Tampa Rd. interchange, the roadway continues with four through lanes, with a grass median and left turn lanes at signalized intersections and major driveways. Right turn lanes are located southbound at the west Tampa Rd. ramp (SB), Tarpon Woods Rd. (NB and SB), Ridgemoor Blvd. (NB and SB), Lansbrook Pkwy. (NB and SB), Pine Ridge Rd. (NB and SB), Keystone Rd. (NB and SB), and Trinity Blvd. (NB). Right-of-way width is primarily 200 feet in this roadway segment, with the median widening to 20 to 50 feet. Today, traffic volumes in this roadway segment range from more than 29,000 vehicles a day south of Trinity Blvd. to almost 59,000 vehicles a day north of Tampa Rd. In 2025, traffic volumes will increase to a range of 31,000 to over 70,000 vehicles a day. Weekday PM peak- hour level of service through this section ranges from A to F. Tampa Rd. interchange and the segment between Keystone Rd. and Trinity Blvd. is reported at LOS A. The segments between Lansbrook Pkwy. and Pine Ridge Rd., and Forelock Rd. and Keystone Rd. are reported at LOS B. All other segments experience traffic conditions of LOS F. In 2025, LOS is projected to be F throughout this section, except through the Tampa Rd. interchange that will operate at LOS C. The TIP identifies an improvement that will widen Keystone Rd. to four lanes from US 19 to East Lake Rd. This improvement is scheduled to take place between fiscal years 2005/2006 and 2008/2009. Figures 3-9 through 3-11 illustrate the varying roadway cross sections in this portion of the study corridor from the north approach to the Tampa Rd. interchange to just north of the Keystone Rd. intersection. Figure 3-9 East Lake Rd., North of Tampa Rd. Interchange, Looking North Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

28 Figure 3-10 East Lake Rd., North of Brooker Creek and Keystone Rd., Looking North Figure 3-11 East Lake Rd., North of Keystone Rd., Looking North Tindale-Oliver & Associates, Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

29 Section 4 MARKET POTENTIAL The purpose of this section is to evaluate the market potential for BRT in the corridor study area. The assessment includes an evaluation of general travel patterns and an assessment of transit market potential in the corridor. This section summarizes the evaluation methodology and results of the travel behavior assessment, as well as the preliminary market assessment performed to assist in determining the feasibility of BRT in the East Lake/McMullen Booth corridor. TRAVEL PATTERNS An understanding of travel patterns within and adjacent to the corridor study area is a fundamental component of a BRT feasibility assessment since it determines the amount and extent of travel that is projected to occur within the corridor study area. Although a comprehensive origin-destination survey would be the preferred source of travel behavior information, such an effort was beyond the scope of this project. As a result, the Tampa Bay Regional Transportation Analysis (RTA), the regional travel demand model, was used to assess travel patterns in northern Pinellas County. In addition, employer surveys were obtained from Bay Area Commuter Services (BACS) that reflect the origin zip codes for the workers of three employers in the vicinity of the corridor study area. Travel Demand Current Traffic Volumes - As illustrated previously in Section 3, existing traffic volumes within and near the corridor study area were compiled to support the study. Table 4-1 summarizes the approximate average annual daily traffic (AADT) for various segments of the corridor. Table Average Annual Daily Traffic (AADT), East Lake/McMullen Booth Corridor Segment AADT 49 th Street N. (Ulmerton Rd. to Bayside Bridge) 48,000 Bayside Bridge 45,000 MMB Rd. (SR 60 to SR 580) 73,000 MMB Rd. (SR 580 to Tampa Rd.) 64,000 East Lake Rd. (Tampa Rd. to Keystone Rd.) 45,000 to 55,000 East Lake Rd. (Keystone Rd. to Trinity Blvd.) 30,000 Source: Pinellas County MPO Industry standards suggest that, as a rule of thumb, a BRT service should achieve a minimum daily ridership of 5, Given the traffic volumes presented above, meeting this minimum would 2 Bus Rapid Transit Implementation Guidelines, TCRP Report 90, Vol. 2, Transportation Research Board, Washington, D.C., 2003, p Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

30 require a transit mode split of 10 percent along the East Lake/McMullen Booth corridor (5,000/50,000 = 10 percent). Methodology for Modeling - The regional travel demand model was used to evaluate travel patterns along the East Lake/McMullen Booth corridor, with an emphasis on broad-scale origins and destinations. The results of this evaluation provide estimates and projections of existing and potential future travel demand and its potential implications for BRT feasibility. The methodology and assumptions for the modeling exercise are summarized as follows: Use the 2000 Base Year Model and 2015 Cost Affordable Plan from the RTA used for the 2025 LRTPs in the Tampa Bay region. Run select link assignments along the East Lake/McMullen Booth corridor in both directions (2000 for estimates of existing travel demand and 2015 for projected future travel demand). Transit was not included in the modeling effort. Select link assignments were run for the following locations along the corridor. o South of the Trinity Blvd. o North of Tampa Rd. o South of Tampa Rd. o North of SR 60 o South of SR 60 o North of Ulmerton Rd. Generate desire line maps from select links to sub-areas of northern Pinellas County (aggregated traffic analysis zones). Evaluate the number and percent distribution of vehicle trips for the destinations associated with the select link assignments. Draw broad conclusions about travel patterns and potential demand for BRT along the East Lake/McMullen Booth corridor. Model Results - Desire line maps were generated for each of the locations, directions, and years identified in the methodology. In this application, desire line maps illustrate the number and proportion of daily vehicle trips that pass through the select link to a destination area defined by the analyst. Appendix A provides a series of 12 desire line maps for selected model runs performed for this study. In addition, two of the 12 maps are illustrated in this section to support the interpretation of the model results. Map 4-1 illustrates 2015 model run results for vehicles traveling southbound on East Lake Rd. just south of Trinity Blvd. Note the following assumptions: The thickness of the desire lines represents the daily travel demand from the select link origin to each of the destination areas specified for the analysis. It is assumed that all vehicle trips originate from locations north of the select link. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

31 Pinellas County Metropolitan Planning Organization East Lake/ McMullen Booth Road BRT Feasibility Study Desire Lines Zones Out of Zonal Area Map 4-1 Destination Desire Lines, South of Trinity Blvd., Southbound (2015)

32 In this model run, destinations include the 12 areas specified for the analysis, as well as a 13 th area that reflects all destinations outside the study area. In each destination area, there are three labels (area identification number, number of daily vehicle trips destined for this area, and proportion of daily vehicle trips destined for this area). Table 4-2 summarizes the projected 2015 travel demand. The table includes the area identification number, the number of daily vehicle trips, and the percent distribution of trips. The areas are sorted from the highest number of daily trips to the lowest, with the exception of area 804 which represents all trips with destinations outside of the corridor study area. The projected 2015 demand for southbound travel on East Lake Rd. (just south of Trinity Blvd.) is nearly 27,000 daily vehicle trips. Table 4-2 Travel Patterns on East Lake Rd., South of Trinity Blvd., Southbound (2015) Area ID Daily Vehicle Trips Percent Distribution 302 4, % 202 3, % 201 2, % 401 2, % 501 2, % 301 1, % 601 1, % % % % % % 804* 5, % Total 26, % *Trips with destinations outside the corridor study area. Observations about southbound travel include the following: The top three destination areas are in the northern part of the study area (17 percent, 12 percent, and 11 percent, respectively). The four destination areas in the northern part of the study area comprise more than 46 percent of the southbound destinations (nearly 12,300 daily vehicle trips). A majority of daily vehicle trips within the study area appear to be shorter, starting in Pasco County and ending in northern Pinellas County. Nearly 20 percent of the daily vehicle trips are to destinations outside the study area. In this example, the destinations could be west, east, or south of the study area. Approximately 2,850 vehicle trips, or only 11 percent, have destinations in the five southern zones of the study area. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

33 In the same manner, Table 4-3 and Map 4-2 illustrate 2015 daily travel patterns for northbound travel on 49 th Street N. (passing through the roadway link just north of Ulmerton Rd.). The tendency for short trips is even more pronounced when traveling north as nearly 77 percent of the daily vehicle trips end in the southern portion of the study area (area IDs 701, 601, 501, 401, and 402). Table 4-3 Travel Patterns through 49 th Street, North of Ulmerton Rd., Northbound (2015) Area ID Daily Vehicle Trips Percent Distribution 701 9, % 601 6, % 501 4, % 401 4, % 302 2, % 202 1, % 402 1, % % % % % 804* 2, % Total 33, % *Trips with destinations outside the corridor study area. Employer Surveys BACS is the regional commuter assistance program for the counties in District 7 of the Florida Department of Transportation (FDOT). One of the primary activities of BACS is to work closely with employers to provide education and assistance with commuting options, such as carpooling, vanpooling, and telework. In recent years, BACS has conducted residential zipcode surveys of employees of three employers in the vicinity of the East Lake/Mc-Mullen corridor. While the company names cannot be provided, the generalized employer locations include: Company A - Carillon Business Complex (near Ulmerton Rd.) Company B - Carillon Business Complex (near Ulmerton Rd.) Company C - MMB just north of Gulf-to-Bay For each company, employee home zipcodes are geocoded to illustrate where employees are traveling from in their commute to work. The results of these surveys are illustrated in Maps 4-3 through 4-5 (as provided by BACS). Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

34 Out of Zonal Area Pinellas County Metropolitan Planning Organization East Lake/ McMullen Booth Road BRT Feasibility Study Desire Lines Zones Map 4-2 Destination Desire Lines, North of Ulmerton Road, Northbound (2015)

35 Map 4-3 Employee Commuter Zipcode Analysis Company A Carillon Business Complex

36 Map 4-4 Employee Commuter Zipcode Analysis Company B Carillon Business Complex

37 Employee Commuter Zipcode Analysis Company C Map 4-5 On McMullen-Booth Road North of Gulf to Bay Boulevard

38 Conclusions that can be drawn from the zip code surveys are limited given the sample size. However, anecdotal comments are as follows: The three companies have employees commuting from locations throughout the Tampa Bay region, with most coming from Pinellas, Pasco, and Hillsborough Counties. Approximately 600 employees of the three companies live in zones within the corridor study area. Approximately half of the 600 employees live in zones close to work, resulting in short trips to work. Conclusions Three activities were undertaken to develop an understanding of travel patterns within the corridor study area. These include: Review of current traffic volumes Travel demand modeling for select links Review of zip code surveys conducted by BACS The results these efforts were used to assess the potential implications for BRT in the East Lake/McMullen Booth corridor. The conclusions drawn from these analyses are summarized below. The magnitude of traffic volumes (40,000 to 70,000 average daily vehicle trips) is sufficient to support BRT if a transit mode split of 10 percent can be achieved. Travel destinations are dispersed throughout the study area and beyond. There does not appear to be any significant concentration of origin-destination pairs within the study area. In particular, few trips travel the length of the corridor. The assessment of travel patterns suggests that a small proportion of vehicle trips travel a substantial length of the East Lake/McMullen Booth corridor. This indicates that a majority of trips tend to be shorter in length or significant portions of trips are taken outside the study area. Few major destinations are immediately adjacent to or near the East Lake/McMullen Booth corridor. As a result, given the dispersed travel destinations, the viability of BRT would likely be contingent upon a high quality and frequent feeder/distributor service between BRT stations and the major destinations. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

39 PRELIMINARY MARKET ASSESSMENT Market Potential The market potential for transit increases with housing and employment density. As density increases, areas generally become more and more supportive of transit. To illustrate this relationship, a Density Threshold Assessment (DTA) was conducted based on industry standard relationships between densities and varying levels of transit investment. Table 4-4 presents the density thresholds (dwelling units per acre and employees per acre) for when to consider the following transit modes: Fixed-route bus Bus rapid transit Automated guideway/light rail/diesel multiple unit Heavy rail Commuter rail Table 4-4 Density Thresholds by Transit Mode Transit Mode Population Density Threshold Employment Density Threshold Bus (Minimum to Enhanced Service) 3-5 dwelling units/acre 4 employees/acre Bus Rapid Transit 6-7 dwelling units/acre 5-6 employees/acre Guideway/Light Rail/Diesel Multiple Unit 8-10 dwelling units/acre 7-9 employees/acre Heavy Rail 11+ dwelling units/acre 10+ employees/acre Commuter Rail 5-7 dwelling units/acre 4-5 employees/acre Sources: (1) Florida Department of Transportation, Transit Quality of Service Handbook (October 2000). (2) Transportation Research Board, TCRP Report 100, Transit Capacity and Quality of Service Manual, 2 nd Edition (2003). (3) Transportation Research Board, TCRP Report 16, Transit and Urban Form, Volume I, Part II and Volume II, Part III (1996). (4) Transit and Land Use Form (November 2002). (5) Metropolitan Transportation Commission (MTC) Resolution 3434 Transit Oriented Development Policy for Regional Transit Expansion Projects (July 2005). Note: Commuter rail service also must connect with one or more large employment centers. Using the 2015 housing unit and employment projections by zone, areas within and near the corridor study area that meet one or both of these thresholds for a particular modal level are illustrated in Map 4-6. The existing bus route network is overlaid on the DTA to determine the extent to which areas meeting various thresholds are served with existing fixed-route bus service. Since the bedroom communities in Pasco County (just north of the corridor study area) were not included in the DTA, a review of these densities also was conducted using the PCPT s five-year Transit Development Plan and 2025 Long Range Transit Element. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

40 FLORIDA AVE MADISON BELCHER RD ALT 19/PALM HARBOR BLVD ALT 19/PINELLAS AVE 62ND ST N 58TH ST N 19TH ST N 72ND ST N 4TH ST N ANCLOTE BLVD ANCLOTE RD BECKETT'S WAY Pasco County HIGHLAND AVE (N) TRINITY BLVD GULF RD LIME ST CR 80/CURLEW PL MAYO ST ORANGE ST MICHIGAN BLVD BELTREES ST VIRGINIA ST UNION ST SUNSET POINT RD PALMETTO ST PINEHURST RD KLOSTERMAN RD BEE POND RD CR 39 FLAGLER DR CR 1 CURLEW RD HERCULES AVE ALDERMAN RD NEBRASKA AVE SR 580/MAIN ST CR 39 SOLON AV GREENBRIAR BLVD RANCHETTE LN OLD COACHMAN RD HIGHLANDS BLVD WEST LAKE DR CR 95 SR 580 SOULE RD COUNTRYSIDE BLVD MCMULLEN-BOOTH RD NE COACHMAN RD OLD EAST LAKE RD LANSBROOK DR LAKE VISTA DR BRYAN RD ALLEN AVE ENTERPRISE RD EAST LAKE RD E LK WDLND PKWY S MARSHALL ST BAYSHORE BLVD MAIN ST KEYSTONE RD FORELOCK DR TARPON WOODS BLVD SR 580 FOREST LAKES BLVD TAMPA RD SHORE DR STATE ST Hillsborough County Pinellas County Metropolitan Planning Organization East Lake/ McMullen Booth Road BRT Feasibility Study Employees per Acre Bus BRT AGT/LRT/DMU Heavy Rail DUs per Acre Bus BRT AGT/LRT/DMU Heavy Rail MMB Corridor Existing PSTA Bus Routes Exisiting HART Bus Routes Existing PCPT Bus Routes 2004 Road Network DREW ST DRUID RD US 19 DREW ST GULF-TO-BAY BLVD HIGHLAND AVE LAKEVIEW RD KEENE RD BELLEAIR RD 49TH ST N (BAYSIDE BRIDGE) COURTNEY CAMPBELL CSWY HARN BLVD HAINES BAYSHORE Tampa Bay ± Miles LAKE AVE EAST BAY DR WHITNEY RD 162ND AVE N 142ND AVE N STARKEY RD 126TH AVE N 150TH AVE N 126TH AVE N 66TH ST N 49TH ST N SR 688/ULMERTON RD FEATHER SOUND DR ^_ Future Intermodal Transfer Center I-275 Map 4-6 Density Threshold Assessment (2015)

41 Conclusions Existing and projected 2015 housing and employment densities along the East Lake/McMullen Booth corridor are not sufficient to support the major investments that would be required to implement BRT within this corridor. The development patterns in Pasco County (just north of the corridor study area), which are characterized largely by bedroom communities for commuters traveling to Pinellas County, also reflect housing densities that are not sufficient to support a major investment in premium transit service. The projected growth through 2025 also does not result in the densities needed to support the significant investment that would be required for BRT along the East Lake/McMullen Booth corridor. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

42 Section 5 BRT SERVICE AND RUNNING-WAY OPTIONS EVALUATION INTRODUCTION This section includes a preliminary BRT service plan and the running-way (i.e. route) options evaluation. The preliminary service plan includes considerations for route structure, service span, service frequency, and station spacing. The BRT running-way options analysis identifies existing and future traffic conditions, reviews existing roadway geometry and planned improvements, and assesses the applicability of different roadway segment and intersection BRT running-way options. The running-way options analysis was conducted at a sketch planning level, given the emphasis of the study on a fatal-flaw assessment to address in general terms whether any suitable BRT running-way options in the corridor are possible under a reasonable investment scenario. PRELIMINARY SERVICE PLAN A preliminary service plan was developed to determine the most suitable service option in each service option category including route structure, service span, service frequency, and stations spacing. Each of these service option categories with preferred selections are discussed below. Route Structure Three types of BRT route structure options were considered for the East Lake/McMullen Booth corridor. Each structure option would provide different levels of service overlap with existing transit service on the corridor. Route Structure Options Single Route - Considered the simplest BRT service pattern, this structure is the most userfriendly due to only one type of service being available at any given BRT station. This structure works best in corridors with many activity centers that would attract and generate passengers at stations all along the route. Overlapping Route with Skip Stop or Express Variations - This option provides various transit services including the base BRT service and express or skip stop service to passengers traveling between particular origin-destination pairs. This structure may require passing lanes at stations in order to provide the best results. In addition, a high number of routes may cause confusion for some riders in addition to possible congestion at stations. Integrated or Network System - With local, express, and combined line-haul/feeder services, this structure option provides a broad array of transit services in addition to the base allstops, local BRT service. Despite the increased complexity, this structure provides the most opportunities for passengers to use transit without having to transfer from one vehicle to another. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

43 Should BRT be implemented in the East Lake/McMullen Booth corridor and based on observations of other BRT systems, the likely scenario would be an integrated system with local service being provided along with the BRT. The integrated system is preferred due to its ability to provide the most opportunities for passengers to ride without making transfers. Span of Service Two time periods are considered for weekday BRT service span options on the East Lake/McMullen Booth corridor. This includes all day service with consistent headways and peak only service spans. All Day - Usually provided from the morning to the end of service later in the evening, this service option usually maintains consistent headways throughout the entire span of service, even in the off-peak periods. Peak Hour Only - This service option offers service only when it is needed during the peak hours of a typical weekday. These only when it is needed time windows provide opportunities for more flexibility and capability for transit agencies. If the BRT investment is determined to be appropriate and based on observations of other BRT systems, the span of service should be all day, with consistent headways throughout the day. Approximate hours of service would be at least from 5 am to 8 pm. Service Frequency Three service options were analyzed with regard to how long passengers must wait for BRT service in the East Lake/McMullen Booth corridor. These range from a high frequency of 5 to 10 minutes to a medium frequency of 10 to 15 minutes to a low frequency of 15 to 20 minutes during the peak hours. The frequency of service options or headways during the peak hours are based on analyzing available data for BRT systems in Boston, Chicago, Honolulu, Las Vegas, Los Angeles, Miami, Oakland, Orlando, Pittsburgh, and Phoenix areas. If the BRT investment is determined to be feasible and based on observations of other BRT systems, the market assessment suggests that the service frequencies would likely be 10 to 15 minutes. Station Spacing Information from the same ten BRT systems, used above to derive service frequency options, was used to determine distance ranges for BRT station spacing on the MMB corridor. The average BRT station spacing for these systems ranges from 0.17 miles to 1.17 miles, with Orlando s Lymmo system having the narrowest station spacing and Los Angeles Metro Rapid system having the widest station spacing. Based on this array of spacing variations, two spacing options, narrow Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

44 station spacing (0.25 to 0.50 mile) and wide station spacing (0.51 to 1.00 mile) were used to evaluate the service scenarios. Given the lack of major destinations continuously along the corridor, the wider station spacing would be more feasible (0.51 to 1.00 miles spacing). Summary A preliminary BRT service plan was considered as part of the fatal flaw assessment for the East Lake/McMullen Booth corridor. Table 5-1 summarizes the likely BRT service characteristics that were identified as part of the sketch level planning effort. Table 5-1 Preliminary BRT Service Plan Characteristics, East Lake/McMullen Booth Corridor Service Characteristic Probable Option Route Structure Span of Service Service Frequency Station Spacing Integrated (BRT with underlying local bus service) All day (5 am to 8 pm) 10 to 15 minutes 0.51 to 1.00 mile spacing OVERVIEW OF RUNNING-WAY OPTIONS ASSESSMENT The BRT running-way options analysis focuses on the identification of existing and future traffic conditions in the corridor, a review of existing roadway geometry and planned improvements, and an assessment of the applicability of different roadway segment and intersection BRT running-way options. The running-way options analysis was conducted at a sketch planning level, given the limited study budget and the emphasis toward a fatal-flaw assessment to address in general terms whether any suitable BRT running-way options in the corridor are possible under a reasonable investment scenario. Potential BRT running-way options in the study corridor may include both exclusive transit lane treatments as well as bus preferential treatment at intersections. The intent was to identify a range of potential treatments to assess their applicability in the corridor, given current and future roadway configuration and traffic operations. Alternate BRT Running-Way Options Exclusive Transit Lane Options - The following set of exclusive transit lane options were evaluated for the study corridor: Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

45 Curb bus lanes Median bus lanes Contraflow bus lanes Two-way median busway One-lane reversible median busway Side of road busway The applicable cross sections for each treatment were derived from the 2003 document, BRT Functional Classification Study, prepared by Kittelson & Associates, Inc. for FDOT District 4. The cross sections for both midblock and station sections are identified in Appendix B. Both preferred as well as constrained dimensions for exclusive transit lanes, general traffic lanes, medians, sidewalks, and clearances are identified for each treatment. For each of the exclusive transit lane options, BRT stations were assumed to be located at the following approximate locations: Ulmerton Rd. Roosevelt Blvd. SR 60 Sunset Point Rd./Main St. SR 580 Tampa Rd. Keystone Rd. Trinity Blvd. Intersection Preferential Treatment Options - Three types of intersection preferential treatments were identified: Transit signal priority Queue jump Queue bypass lane Transit signal priority involves extending the green or truncating the red signal phase for the general traffic lanes to allow a bus to go through an intersection with reduced delay. A queue jump is where a bus would enter a right turn lane or an exclusive lane at an intersection to bypass the general traffic queue, and then have an advance green signal indication to pull ahead of through traffic back into the general traffic lanes. A queue bypass lane involves a bus entering a right turn lane or exclusive lane, then going straight through the intersection on the normal through traffic green phase into a far side pullout, with no signal priority provided. Figures 5-1 through 5-3 illustrate each of these treatments. Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

46 Figure 5-1 Transit Signal Priority Illustration Source: Transit Capacity and Quality of Service Manual 2 nd Edition, 2003 Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1

47 Figure 5-2 Figure 5-3 Bus Queue Jump Illustration Bus Queue Bypass Lane Illustration Source: Transit Capacity and Quality of Service Manual 2 nd Edition, 2003 Source: Kittelson & Associates, Inc. Running-Way Option Evaluation Criteria To identify the general impact of the different exclusive transit lane and intersection preferential treatment options, both operations and physical impacts were assessed. Operations impacts of different options were assessed under the existing roadway configuration (if applicable), vs. if added lanes were provided. Physical impacts reflect the impact if roadway reconstruction or widening were required. For both operations and physical impacts, a four scale rating system from very high to low was identified. Table 5-2 identifies the operational impact ratings. For roadway segments along the study corridor, a very high to low rating was based on section level of service. For intersections, a similar rating was based on the intersection score (total weekday PM 3 peak hour approach volume per lane along 3 Weekday PM peak hour volumes were estimated as 10% of the AADT traffic Tindale-Oliver & Associates Inc. Pinellas County MPO January BRT Feasibility Study Phase 1