In a series of posts part of the Congress for the New Urbanism‘s City Spotlight Series, members of CNU Tampa Bay will examine the current conditions of Tampa, urban trends and the initiatives (or lack thereof) put in place by the city, and how CNU can meet these needs. In this third post of the series, Jared Schneider, a planner in Tampa will examine transportation networks within downtown Tampa.
What makes cities great? In my opinion, many of the great cities of today are what they are because of an innate desire to change the status quo. It comes from the passion, caring, and vision of good leaders as well and residents to say, can we make our city better? It comes from the investment and civility of the business community. It is this attitude and culture of caring, I believe, that makes many cities great.
Often the tough decisions involve transportation related issues within downtown areas that have an impact on the linkages between the surrounding built environment and open spaces. In particular, many great cities have invested in a wide range of transportation choices to provide a holistic transportation network as well as to instigate redevelopment and provide improved connectivity. CNU has focused on this topic through its Project for Transportation Reform. Specifically, I feel that CNU’s Designing Walkable Urban Thoroughfares and Transportation Networks initiatives can help serve as guides to providing transportation options in downtown Tampa.
Previous articles in this spotlight series have highlighted Tampa’s transportation challenges as a City of Corridors and Tampa’s past as a bustling urban center dependent upon a robust streetcar system. This article will focus on downtown Tampa and the challenges of providing a suitable transportation network for pedestrians, bicyclists and automobiles. The article will also highlight recent transportation advancements in downtown Tampa.
Similar to many downtowns throughout the country, the transportation network in downtown Tampa mainly functions to move cars in and out as quickly as possible. There are a number of wide, higher-speed roadways and an abundance of surface parking lots, indicating to visitors and residents that the automobile is a priority and pedestrian and bicycle activity is secondary. This has had a dramatic influence on land use and the built environment in downtown and the surrounding neighborhoods. That being said, many of the greatest cities in the world have wide roadways as well, but where some of the most famous cities differ is that they provide a balance of transportation options and often do a great job of providing parking opportunities that don’t adversely impact urban form.
Similar to a number of other downtowns, Tampa has seen resurgence in recent years in new residential developments in the downtown area – the developments of Channelside and Encore, as well as the Skypoint and Element Towers. The success of these developments will rely on providing a balance of transportation options to support the population increases in the downtown area.
One of the things that I have experienced while walking around downtown Tampa over the last 7 years have been the missed opportunities to make some considerable enhancements to the existing transportation network. It makes financial sense to hold off on making major design improvements until they can be coupled with scheduled roadway maintenance or planned infrastructure upgrades such as stormwater/drainage improvements, landscaping improvements, and roadway re-surfacing projects. Yet in many cases over the last few years, these projects have been completed without taking the opportunity to improve the design of the roadway by enhancing pedestrian mobility, adding facilities for bicyclists, or to improve the downtown from a landscaping or placemaking standpoint. From the perspective of local government, a lot of this is easier said than done, especially considering the current economic condition and challenges faced when funding projects.
When these opportunities arise, thought should be given to whether or not the current condition can and should be changed. When capital projects are identified and programmed, we should be asking what we can do to build a more connected network of sidewalks or bicycle facilities. An overall transportation vision should already be adopted and in place when capital projects are contemplated or when new development is proposed. This vision should include providing safer, convenient connections and crossings for pedestrians and bicyclists as well as access to public transportation. Last year, the City of Tampa embarked on a master planning process for downtown and surrounding neighborhoods. Much of the public feedback received throughout this effort revolved around livable transportation and placemaking. This vision should be built upon and specifics should be developed for how roadways in the right context should be improved when the right opportunity arises. If the opportunity presents itself to improve roadways that have been identified as focus areas, the basic strategies for how to redesign them will already be in place.
While attending the Mobility and the Walkable City sessions at CNU 20, it was interesting to hear how several cities have been able to fund and implement pedestrian and bicycle projects. One discussion in particular that stuck with me was how many of the mayors or public works departments implementing these projects have a directive to review all resurfacing or maintenance projects for the feasibility of road dieting to better accommodate bicyclists or pedestrians. It was refreshing to see how these places have a proactive culture to provide more transportation options. These cities understand that resurfacing projects are opportunities to create something better, rather than maintaining the status quo. There were specific projects being implemented or that have already been constructed as evident by the number of bicycle tracks or improved pedestrian facilities such as wider sidewalks or improved crossings which have actually been built.
One of the positive initiatives that has been discussed earlier in this series is the City of Tampa Walk-Bike Plan developed by the Hillsborough Metropolitan Planning Organization. The Tampa Walk-Bike Plan identifies several projects in the downtown area, as well as a host of other projects throughout the city, in existing public rights of way. The purpose is to “complete the City’s bicycle and pedestrian grid” by enhancing connectivity and safety for bicyclists and pedestrians. There are two main types of projects identified: “Complete Streets” and Stand-alone projects. The purpose of Complete Streets projects is to better incorporate bicycle, pedestrian, and transit modes by reviewing the possibility of road dieting. Stand-alone projects are the “low hanging fruit” – and constitute minor adjustments that can be made without changing the existing roadway geometry, often including the construction of sidewalks or modifying pavement markings to designate bicycle lanes. This initiative is a good step in the right direction because it provides a cost-effective way to enhance bicycle and mobility on the interim. The more expensive “Complete Streets” projects will be considered whenever an “arterial, collector, or neighorhood collector roadway is widened or resurfaced” through a multi-governmental coordination process.
Similar to other industrial cities, Tampa has historically turned its back on its waterfront. Downtown Tampa is surrounded by water on three sides yet appears to be so disengaged from its geography – most waterfront parcels are privately owned and public spaces and parks face inward. Historically, the Hillsborough River was used to provide transportation and drive the local economy. At the turn of the 20th century, wide channels were dredged to bolster Tampa’s growing shipping industry. A century later and things have changed; industry is mainly moving out of the area and downtown Tampa is reinventing itself as a regional entertainment destination and urban neighborhood. A major initiative to reinvigorate downtown Tampa is the completion of the Riverwalk.
With the last few segments of the Tampa Riverwalk underway, the city has been turning its focus to its riverfront. The first discussions about enhancing public access to the waterfront location began in the 1970’s and the first design standards were set in 1989. As several developments came to fruition such as the Straz Center for Performing Arts and the Tampa Convention Center, the first pieces of the Riverwalk’s waterfront promenades were built. Over the years the discussion has continued with new ideas to engage the waterfront. One unique effort has been [re] Stitch TAMPA that is an international design completion that included proposals from designers from around the world, including locally, for how to engage the waterfront and establish urban open spaces.
Recently it was announced that the city will receive an $11 million federal grant to finish two smaller, more expensive gaps in The Riverwalk. Once completed it will provide an uninterrupted 2.4-mile connection for pedestrians and bicyclists from the Straz Center for the Performing Arts on the north, to the Channelside district to the southeast, and will include several museums, open spaces, and other landmarks along the way.
Another interesting development is the “Zack Street Promenade of the Arts”. The project reclaimed nearly two full automobile lanes to provide widened sidewalks, improved street crossings, and landscaping for pedestrians with the intent to integrate Public Art into the streetscape.
While the Zack Street Promenade has room for improvement, it will serve as a fantastic gateway to the Curtis Hixon Waterfront Park located by the Riverwalk. The waterfront park has become the heart of downtown with major events held on a weekly basis. It is also edged by the newly constructed Glazer Children’s Museum and the Tampa Museum of Art. The Promenade will connect the waterfront park to several other cultural amenities such as the Tampa Theatre as well as to an old federal courthouse that has been announced as a future boutique hotel. By connecting to the Curtis Hixon Waterfront Park an important pedestrian connection across Ashley Drive will be provided which is one of the major roadways in and out of downtown that provides a barrier. Visions for redesigning Ashley Drive have been discussed and should continue to be a focus. The high-speed traffic funnelling directly off two interstate ramps does not complement the built environment of downtown, and is a safety hazard for pedestrians and cyclists on a daily basis. While not technically a highway, the road could benefit from many of the principles enlisted in the CNU’s Project for Transportation Reform “Highways to Boulevards” program.
While the transportation network in downtown Tampa is still heavily automobile dominated, pedestrian and bicycle activity is increasing. Providing options through pedestrian and bicycle mobility will be important as downtown Tampa continues to grow as a residential and commercial destination. The Project for Transportation Reform’s Designing Walkable Urban Thoroughfares and Transportation Networks initiative has applicability in certain contexts in downtown Tampa. The city has made strides in recent years and should continue to look for ways to build momentum through improving its transportation network where feasible.
Jared Schneider is a planner and project manager in Tampa and is currently pursuing a Master of Planning in Civic Urbanism degree from Rollins College in Winter Park, FL. He is also a member of CNU Tampa Bay, which is a local chapter of Congress for the New Urbanism.