Evolution of Franklin Street

Franklin Street was developed in the late 1800s with the introduction of the city's first electric lighting system. Franklin Street served as one of the first streets in the downtown core to supply services to the city. Through the early 19th century, the popularity of the streetcar allowed for connections to be made outside the urban core including Ybor City, Ballast Point and West Tampa.

In the early 20th century, Franklin Street saw thriving economic and social activity with surrounding neighborhoods experiencing growth and development. Woolworths, Maas Brothers and Tampa Theater were all constructed in the early 1900s allowing for residents to have both shopping and entertainment experiences along a public transit route. The corridor served as the hub for Downtown Tampa similar to the function of Central Avenue in Downtown St. Petersburg. The street was designed as a single corridor geared towards pedestrian traffic with overhangs on a majority of the buildings to enhance walkability and reduce the warmer temperatures.

Throughout the early 1900s, major retailers began to construct and open large shopping complexes throughout Franklin Street. These retailers contributed to the increase in pedestrian foot traffic throughout Downtown. The Tampa Theater constructed in the late 1920s brought entertainment to the district with the theater being named "The south's most beautiful theater" (Leto, 2010).

The late 19th century allowed for the development of the streetcar system which allowed residents living within the urban core neighborhoods such as West Tampa and Ybor City, the ability to travel between areas on public transit. Although the streetcar system enabled passengers to utilize mass transit, the construction of the interstate highway system and the decline of trolley systems throughout the U.S resulted in the end of the TECO Trolley Line Service at the end of the 1940's.

Tampa was built on early successful planning principals that encouraged walkability in contrast to urban sprawl principals that continues to encourage the creation of a car dependent environment. Tampa's streetcar network included over 50 miles of tracks with 190 vehicles running in operation from the hours of 4:30AM to 2:00AM, allowing residents access to public transit during commuting and entertainment hours. The streetcar system reached its peak in ridership in the 1920's with 24 million riders utilizing public transit in 1926 (Helm of the Public Realm, 2012).

Although the streetcar system ended in the 1940's, they were brought back to be utilized primarily for tourists in the early 2000's. Ridership continued to grow as the population living in the downtown core increased. Streetcar stations were constructed throughout the southern portion of Downtown allowing residents to travel between Downtown and Ybor City without utilizing an automobile. In 2018, in an effort to increase ridership, a grant funded by the FDOT (Florida Department of Transportation) made the streetcar free to be used for residents.

The shift in transportation systems negatively impacted the urban form of Downtown Tampa. The push for suburbanization and the advent of the automobile led to Tampa growing outward contributing to urban sprawl which has plagued Hillsborough County with traffic congestion. The availability of cheap land outside the downtown core allowed for the popularity of low density suburban development with the priority of housing developers obtaining high levels of profit.

Franklin Street and Tampa Street have been recently selected as potential locations for the expansion of the streetcar network system. The expansion will allow downtown residents to commute from Tampa Heights to Ybor City through public transportation reducing the amount of automobiles in the Downtown Core. HART plans on modernizing the physical streetcars, making them faster and longer to be able to hold additional passengers. Additional feasibility studies will be conducted in order to potentially expand the streetcar into neighborhoods such as Seminole Heights, West Tampa and Hyde Park.

Tampa Theatre was constructed in the late 1920's and was characterized as one of the most architecturally pleasing and beautiful theaters in the U.S. The theater served as the entertainment hub along Franklin Street, influencing the design and construction of other residential and commercial buildings along its corridor. The Tampa Theatre was designed by famed architect John Eberson and built by Paramount Pictures, who are responsible for the construction of some of the most renowned theaters in California. John Eberson constructed the theater to resemble a Venetian palace complete with a moon-lit courtyard, gargoyles and a realistic atmosphere night time ceiling (Rao, 2017).

Although Tampa Theatre was widely popular, it did not avoid the impact of the suburbanization movement of the 1950's and 1960's. The increase in population to the suburbs and the evolution of the television resulted in the decline and eventual loss of Main Street Cinema culture across the U.S. The Tampa Theatre continued to decline into the 1970's as costs for running theaters continued to rise without any promise for increased revenue due to the decreasing population growth in the Downtown Core. Although a majority of businesses along Franklin Street were closed or demolished, citizens rallied together and advocated for the protection of the theater. Continued protest eventually lead to the theater being designated a historic landmark in the late 1980's, serving as one of the 1st hallmarks to the continued revitalization of Franklin Street.

As Downtown Tampa continues to grow, Tampa theater has recently announced the construction of a state of the art microcinema that will occupy the vacant Mc Caskill Clothing company store front. The development of a 2nd theater will continue to propel Franklin Street into an entertainment destination.

Franklin Street began to decline into the 1970's after the construction of the interstate highway system. The interstate facilitated and allowed for the construction of suburban communities outside the urban core. The popularity of the automobile reduced the need for mass transit. Through the construction of suburban shopping malls and services being delivered outside the urban core, Franklin Street saw the closing of a majority of their commercial interests (Leto, 2010).

Franklin Street continued to decline into the 1990's with multiple attempts at revitalization which ultimately failed to produce success. The construction of pedestrian mall allowed for a few commercial interests to attract businesses, but the construction of several large scale suburban malls such as University Mall and Brandon Mall, resulted in their eventual closure. The amount of vacant buildings occupying Franklin Street increased and with little desire to fund the redevelopment of these structures, they were eventually condemned and demolished. It is quite unfortunate that the city did not step in to save these historical structures that once were strewn along Franklin Street.

A vast majority of businesses and buildings constructed in the early 20th century were demolished and replaced with surface parking lots attributing to the accelerated decline in the Downtown Core and surrounding neighborhoods. It is quite unfortunate that citizens did not come together for the protection and preservation of these once architectural gems that were part of the iconic skyline of Tampa. The decline resulted in the loss of a majority of commercial and economically productive structures that were along Franklin Street. The once thriving urban district that encouraged walkability was reduced down to a parking oriented urban form.

Urban renewal projects during the 1950s and 1960s aimed at reducing the level of urban blight in urban neighborhoods resulting in the fragmentation of minority populations and the loss of historical and culturally significant communities near the downtown core. The federal government provided the funding necessary to remove and dismantle neighborhoods aimed at replacing them with urban projects that would be efficient and sustainable. The urban renewal process began with the designation of an area as an urban renewal district. Areas in Tampa included Robles Park Village, North Boulevard homes and Tampa Park Apartments. Although these neighborhoods were not located on Franklin Street, there close proximity supplied a population of residents which enjoyed the products and services offered along the Franklin Street corridor.

Urban renewal projects promised by elected officials resulted in the destruction of Ybor City. The only area within Ybor City that was saved from urban renewal was Historic 7th avenue. Officials promised revitalization and redevelopment of areas experiencing blight but the result created acres of vacant land which increased crime and decreased home values. The media and the public was influenced by anti-urban sentiments, pushing urban residents into suburban communities further segregating minority communities. 

Once the district was selected, a master plan would be created with a private developer intended to construct and finish the project. The local government would provide the necessary incentives necessary such as Eminent Domain in order to attract private developers to construct the projects. Although the goals of urban renewal aimed at decreasing concentrated poverty, a majority of these projects across the U.S would not be constructed. Any urban renewal projects that were finished such as the Tampa Housing projects, resulted in an increase in the amount of generational poverty and crime then the community exhibited previously (Urban Revitalization in the US: Policies and Practices, 2008).

Franklin Street has begun to redevelop over the past few years, as office tenants and residents have begun to occupy the central core of the city. Redevelopment at the Northern end of Franklin Street due to the Tampa Heights Master Plan has spurred redevelopment, transforming surface parking lots into unique food experiences that increases overall tourism revenue generation. The establishment of two world class food halls (Armature Works and Hall on Franklin) has spurred redevelopment for the northern section of Franklin Street as a multitude of new residences, retail spaces and breweries have begun to fill in vacant lots.

Although the retail market still remains limiting in the Downtown Core, the restaurant industry has been able to create a multitude of local scenes attracting both local and national residents to the region. Tampa's Nocturnal Hospitality Group has been attributed to the success of the North Franklin Street corridor. The group has invested financial resources to create Franklin Manor, Osteria as well as several other entertainment and dining venues currently being constructed. The local group aims to create a neighborhood of entertainment out of a once declining region of the urban core (Kelley, 2018).

The expansion of the streetcar system along Franklin Street will serve as a catalyst for the construction of retail store fronts due to increased pedestrian traffic. The recently elected Mayor Jane Castor has promoted legislative policy that encourages the construction of independent businesses in Downtown. Tampa has the beginning framework to become a thriving downtown core similar to Downtown St. Petersburg.

The disintegration of the Northern Corridor of Franklin Street resulted in the decline and closure of businesses. As vacancies increased, buildings began to be condemned and converted into surface parking lots eventually attributing to the decline of Tampa Heights and the increase in crime rates for the region. The restored connection to the neighborhood resulted in the development of commercial businesses offering a “Hipster Vibe” in comparison to suburban neighborhoods which are plagued with chain businesses (Creative Loafing, 2016).

Tampa Heights has seen the creation of several breweries as the availability of cheap land allows for breweries to come in and serve as a catalyst for redevelopment. The increase in local businesses has allowed for the increase in events participating in the region. The introduction of the Indie Flea market has increased the amount of visitors in the area. The evolution of Tampa Heights is expected to continue throughout the decades, as the population of the Tampa Bay Region continues to increase every year. 

The Tampa Center City Plan was adopted in 2012 in order to further connect neighborhoods and connect the Downtown Core with the riverfront. The Political administration of Bob Buckhorn lead to the successful creation of the river walk system that provides a connected waterfront pedestrian network, allowing tourists and residents to be able to travel the entire Downtown Core. The successful progress of the river walk has resulted in the continued expansion of the network along the Hillsborough River (Tampa Hillsborough County Government).

The Center City Plan advocates for a community of liveable places, connected people and collaborative progress aimed at creating connected neighborhoods along a network of multi-modal transit and a walkable downtown core. Although Downtown Tampa was completely disintegrated due to urban renewal projects and the integration of the highway system, the vision plan aims on reintegrating the city grid system to encourage walkability and the creation of local businesses that will transform Downtown into a 24 hour city.

Tampa Center City Plan is a master plan aimed at creating a sustainable community allowing for the ambitious redevelopment and revitalization of the downtown core. The framework of the plan supports 5 building blocks aimed at redeveloping surface parking lots into walkable mixed use developments. Successful outreach meetings has allowed for the gathering of informative data and public opinion aimed at transforming declining urban communities based on local residents ideas and goals. 

1. 2012-2017: 2,193 Dwelling units, 3,000 SF commercial space, 318 hotel rooms and 738 student beds constructed in the downtown region.
2. 2014: Le Meridien Hotel opens in the renovated Federal Courthouse building
3. 2014: The Zack Street Avenue of the Arts streetscape completed
4. 2015: The Selmon Greenway bike-pedestrian trail was completed
5. 2016: Tyler and Cass Streets were converted to two-way streets
6. 2016: New Central Business District design regulations were adopted
7. 2016: Downtown segment of the separated bike trail (Green Spine) was completed

The continued revitalization and improvement of Downtown has resulted in several local street improvements further enhancing the experience of Downtown. The city of Tampa through the continued involvement of public opinion, are in the final stages of completing the Green Spine Project. The project will create a protected track for bicyclists and pedestrians giving them neighborhood access without them having to utilize an automobile. The track will allow a protected pedestrian connection to be formed linking the Downtown Core with neighborhoods such as Noho, West Tampa and Ybor City. The connection of these diverse urban communities will further accelerate development along Franklin Street through the increased amount of foot traffic generated by the project (Tampa Hillsborough County Government).

The East-West Green Spine Project aims at improving pedestrian safety through the Downtown Core. By providing a multi-purpose trail through center city neighborhoods allows for improved access to parks as well as economic and employment opportunities. The introduction of multi-modal transit opportunities will reduce the amount of greenhouse gases produced as less commuters will be utilizing automobiles in the center city. Each segment has been budgeted and estimates range from 369,000 to 801,000 with the entire project costing close to 3 million dollars.

The project is in collaboration with the Invision Center City plan aimed at the creating a community of livable places. Through public opinion and input, data was found to support the idea of creating a pedestrian/bicycle friendly environment within the Downtown Core. Phase 1 of the network was completed in 2016 with both Phase 2 and Phase 3 sections to be completed over the next two years. Once the entire project is completed, the spine network will allow a connection from the North Howard neighborhood all the way into East Tampa. 

The FDOT (Florida Department of Transporation) is currently in the process of transforming car oriented city streets into pedestrian friendly multi-modal corridors that will allow for the protection and well-being of both pedestrians and cyclists. The FDOT approved in 2014 the Complete Streets Implementation policy aimed at improving the walkability aspect in urban communities. The policy aims at creating a network of streets planned on mobility principals.

The Complete Streets Implementation Policy aims at improving the outdated transportation network which currently restricts the connectivity of Downtown Tampa. Through the restructuring and adopting of legislative framework has allowed for the further creation of pedestrian networks in the Downtown core. The Implementation policy has allocated the change in subdivision codes in order for private developments to create roadways and housing developments that are aligned with the Complete Streets Goals (Smart Growth America, 2014).

Recently through the commitment by the FDOT and the promotion of local policy by Jane Castor, Tampa is committed to changing the layout of how streets are designed and function. Tampa's roads over the last several decades have been automobile centric, contributing to the increase in pedestrian fatalities. The FDOT has proposed the complete streets implementation policy that aims at improving and designing corridors that prioritize the safety of pedestrians and bicycles without sacrificing the efficiency and functionality of automobiles. The Complete Street Initiative has already begun improvements to both Jackson Street in Downtown Tampa and 21st and 22nd Streets in Ybor City. The project has constructed a dedicated cycle track and the creation of on-street parking further emphasizing the walkability potential for the region (Tampa Bay Next).

The Downtown Core Community Redevelopment Agency (CRA) district creates a boundary of influence that includes the northern section of Franklin Street near the I275 ramp as well as the end of Franklin Street approaching the Water Street Tampa District. The Downtown core of the city between Kennedy Blvd and Cass Street is under a different jursidiction of power.

The Downtown CRA provides the necessary resources to revitalize sections of Downtown that are unable to be developed through private investment. The CRA aims at improving the conditions inhibiting private development and growth such as reconfiguring inefficient lot layout, improving inadequate road networks and conditions and providing a suitable pedestrian framework reducing the risk for private investors.

CRA provides the framework through a Preservation Trust Fund in order to provide the necessary funding to preserve older properties within the CRA district. Owners of historic properties are able to submit an application in order to be granted funding to preserve the character and structure of the building. The CRA in essence is attempting to preserve Tampa's rich and vital culture (Tampa CRA Preservation Trust Fund).

The Vision and Action Plan created in 2005 was created to address the issues of the Downtown Core. Public input allowed for a slow transformation which was eventually halted during the Stock Market Crisis of 2008. Renewed efforts has enabled the CRA to schedule several advisory committees during 2019 to discuss a plan for the redevelopment of Downtown.

Franklin Street was once a bustling commercial corridor in the 1920's providing both entertainment and shopping opportunities for the large population of residents living within the urban core. The popularization of the automobile, the push for the development of suburban communities and federal policies allocated funding for the interstate highway network attributed to the decline in the Franklin Street corridor. Although the decline led to the destruction of architecturally significant structures, over the last decade a resurgence has begun to foster the revitalization of the region. Investors have begun investing their financial resources in order to open up both residential and commercial venues aimed at providing the necessary services for the residents living within the Downtown Core. The completion of the Water Street Tampa Project will serve as a catalyst for the continued redevelopment of the Downtown Core Central District (McQuaid, 2019)