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B.Changes to the Agenda
C.Approval of Minutes
C.1 Approve minutes from May 6, 2021.(Fine)
D.Public Comment
Please state your name and address in an audible tone of voice for the record. This is the time for
individuals to comment on matters falling within the purview of the Committee. There will also be
an opportunity in conjunction with each action item for comments pertaining to that item. Please
limit your comments to three minutes.
E.Action Items
E.1 Recommendation to the Bozeman City Commission regarding a sunset for the "Design and
Connectivity Plan for North Seventh Avenue Corridor", a neighborhood plan under the
Bozeman Community Plan.(Fine / Rogers)
F.FYI/Discussion
G.Adjournment
THE MIDTOWN URBAN RENEWAL BOARD OF BOZEMAN, MONTANA
MURB AGENDA
Thursday, June 3, 2021
For more information please contact David Fine at dfine@bozeman.net
This board generally meets the 1st Thursday of the month from 4:30pm to 6:00pm
Committee meetings are open to all members of the public. If you have a disability and require
assistance, please contact our ADA coordinator, Mike Gray at 582-3232 (TDD 582-2301).
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Memorandum
REPORT TO:Midtown Urban Renewal Board
FROM:David Fine, Urban Renewal Program Manager
SUBJECT:Approve minutes from May 6, 2021.
MEETING DATE:June 3, 2021
AGENDA ITEM TYPE:Citizen Advisory Board/Commission
RECOMMENDATION:I move to approve the minutes from the May 6, 2021 meeting.
STRATEGIC PLAN:1.1 Outreach: Continue to strengthen and innovate in how we deliver
information to the community and our partners.
BACKGROUND:Approve minutes from May 6, 2021.
UNRESOLVED ISSUES:n/a
ALTERNATIVES:n/a
FISCAL EFFECTS:n/a
Attachments:
May 6 notes.pdf
Report compiled on: June 1, 2021
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Page 1 of 3
Unapproved minutes from May 6, 2021 board meeting
via WebEx TO DO List:
Everyone read documents at http://midtownbozeman.org ;
attend June 3 WebEx board meeting
In attendance: David Fine, Susan Fraser, Jen Madgic, Alicia Ruiz, Tracy Menuez, Emily
Talago, Maddy Roche, Hillary Folkvord, Nolan Campbell, Valerie Wyman
A. Call to Order – Val called the meeting to order at 4:33pm.
B. Changes to agenda – none.
C. Public comment – none.
D. Approval of Minutes
Susan noted one edit needed to April minutes, i.e. the addition of Hillary Folkvord as
attendee. Nolan motioned approval of April 1 minutes as presented with this one edit;
Tracy seconded the motion. All in favor.
E.1. Action Item – FY22 Work Plan and Budget
David presented (see Attachment A). He noted and gave explanation of ‘codify design
standards’ as proactive documentation of the district engineering/design/foci for future
project managers and future staffs’ reference and guidance.
Val asked about the reserve and how it is determined, to which David responded it is a
conservative figure knowing no actual dirt work could be funded with only $61k balance
each year.
David then explained the payroll line item and that his, along with another, staff salary is
being paid between the three urban renewal boards as the city general fund is tight. Nolan
asked for a summary of what is covered in the bond, and that is the Festival Street, 5th
improvements alongside Westlake Park, and the required sewer line improvements under
5th and running north to Oak, totaling $6.5M bonded.
Emily asked about TIF revenue and if there is a standard for reserve amount and yes,
David responded, there is for the city a standard. She then asked about the codification
and David shared that Morrison-Maierle gave this dollar figure as their quote for creating
the design specifications manual for the district.
Emily then asked about the outreach line item, noting new community engagement
program now active. She also asked about the user group agreements. David replied there
is nothing forecasted in MURB’s FY22 that would need to be publicized so kept the budget
amount same as past years.
David did clarify this budget/work plan is an ask for authority to spend, not a declaration
that we will actively spend these amounts in this fiscal year. Discussion. Maddy said
signage denoting MURB’s funding assistance with the BMX park would be a good way to
bring awareness, and hopefully future citizen participation, for MURB. David noted such
signage being done in the past as banners-on-construction-fencing.
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Page 2 of 3
David will ask Addi w/Parks Department as to status of user group agreements.
Discussion continued. Emily motioned adding dollars to the outreach budget line, and
David said he will increase that line item to $10k.
Val called for public comment. There was none.
Val made the motion to approve as presented with increase of outreach to $10k; Emily
seconded. All in favor.
F. FYI
Val asked about the email she had received concerning the consolidation of citizen
advisory boards. David will add to the June agenda for discussing background and
reasoning.
David asked if there were other topics wanted for upcoming meeting agenda: Emily
requested affordability (housing, jobs, etc); Susan requested work required/timeline
needed to get BID up and going so can have events, hang banners, holiday lighting, etc, in
the district. Discussion.
G. Adjournment
Valerie motioned for adjournment at 5:44pm; Nolan seconded, declaring the 73o&Sunny
rule. All in favor.
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Page 3 of 3
Attachment A
5
Memorandum
SUBJECT:
MEETING DATE:
June 3, 2021 AGENDA ITEM TYPE:
6
Design and Connectivity Plan for
North 7th Avenue Corridor
Bozeman, Montana
October 24, 2006
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8
Design and Connectivity Plan for
North 7th Avenue Corridor
Bozeman, Montana
October 24, 2006
By:
Winter & Company
Ralph Johnson
Marvin & Associates
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10
Table of Contents
Chapter 1 Introduction
Design Objectives 2
Plan Process 2
How the Plan Should Be Used 2
Existing Conditions 3
Chapter 2 Design Framework
Corridor Goals 5
Corridor Design Synthesis 8
The Street Design 8
Street Section 8
Planted Areas 14
Intersection Improvements 15
Street Components 17
I-90 Improvements 17
Pedestrian Improvements 18
Bicycle Improvements 19
Public Spaces 20
Streetscape Improvements 21
Public Art 24
Wayfinding 25
Parking 27
Opportunity Areas 28
Chapter 3 Implementation
Administrative Actions 37
Regulatory Actions 38
Financing Actions 38
Prioritization Criteria 40
Credits
Bicycle Board
Beautification Board
Design Review Board
North 7th Property Owners
Review Committee
City of Bozeman Residents
City of Bozeman
Ron Brey
Susan Kozub
Consultants:
Winter & Company
Ralph Johnson
Marvin & Associates
Copyright c July 2006 by Noré V. Winter
Appendix A
Alternative Street Sections 43
Appendix B
Modern Roundabouts 45
Appendix C
North 7th Avenue Corridor Traffic 48
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12
1
North 7th Avenue is a vital part of the City of
Bozeman. It serves as a major circulation cor-
ridor and is home for a variety of businesses
that contribute to the vitality of the com-
munity. However, important as it is today, its
full potential is unrealized and issues remain.
Some of those issues include its effectiveness
in connecting with other parts of the city and
the types of uses and degree of intensity of
development that may occur. The goal of this
plan is to develop a framework plan that ad-
dresses technical questions about the area,
while providing a vision for the future. A key
goal is to establish a distinct identity for the
corridor and the subareas within it.
Description
North 7th Avenue is an established entryway
corridor that extends from I-90 south to Main
Street. In the city's rating system, this is a
Class II corridor which is automobile-oriented;
however, it has the potential to become more
pedestrian-oriented while serving its arterial
function. The scale of the street, and the
character of uses emerging along it, are ones
that are conducive to pedestrian activity, at
least for the area south of the highway. This
is in part because parcel sizes are compara-
tively smaller here than on some of the newer,
outlying corridors. This means that there are
opportunities to redevelop in ways that can be
Chapter 1
Introduction
more appealing to pedestrians and bicyclists.
While 7th Avenue itself is the central spine
of the corridor, it is important to consider a
broader area as the full corridor. The streets
and properties stretching from 5th Street to
8th Street therefore are integrated into these
considerations.
North 7th Avenue can play the following
roles:
• Neighborhood service center
• Economic generator
• Gateway
• Complement to the Fairgrounds
• Complement to downtown
• Connector to Montana State
University
Plan components to be considered in rede-
veloping North 7th Avenue as a particular
place with an identifiable character:
• Automobile circulation
• Bicycle circulation
• Development patterns
• Landscape opportunities
• Pedestrian circulation
• Public transit
• Wayfinding
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2
Design Objectives
The design objectives for the corridor were
defined through a public process during
the development of the City's 2005 Design
Objectives Plan Update (the update to the
1992 Design Objectives Plan), which outlines
a general character for the area. The objec-
tives in that plan are organized in the following
three categories:
Neighborhood Level Objectives
• Maintain views of the mountains to the
east and south.
• Expand a landscape median to soften the
hardscape.
• Promote installation of street trees.
• Establish small pockets of public and
private open space.
• Minimize visual clutter along the corri-
dor.
• Accommodate pedestrians and bicy-
clists.
• As this is a primary entryway for first-time
visitors, provide signage that indicates
areas of interest such as the University, the
Museum of the Rockies and Downtown.
Site Level Objectives
• Encourage the rehabilitation and redevel-
opment of parcels that are underutilized
or do not meet current standards.
• Establish a stronger relationship between
buildings and the street by providing
pedestrian connections and orienting
buildings to the street.
• Incorporate pedestrian amenities and
landscaping in existing developments as
well as in new ones.
• Incorporate public art in small pocket
parks and plazas.
Building Level Objectives
• Promote designs that add interest as seen
from the road while establishing a sense
of relatedness to the region overall.
• Encourage buildings of two or more stories
to increase density.
Plan Process
The development of the plan included active
public participation in a series of workshops.
In these workshops participants defined
and/or commented on physical, cultural and
economic issues, assets and opportunities
that would enhance connectivity throughout
the North 7th Avenue study area. This input
helped to establish a clear vision for the North
7th Avenue Corridor. Other stakeholders and
interested parties contributed ideas in small
focus groups and interviews. The plan also
builds upon information provided in the Great-
er Bozeman Area Transportation Plan 2001
Update, the Bozeman 2020 Community Plan
and the Design Objectives Plan Update.
How the Plan Should be
Used
This plan should serve as a formal policy
document related to improvements along
North 7th Avenue. It should be used when
planning improvements along the corridor, and
as a means for recruiting businesses in the
area. In addition it should serve as a roadmap
for private property owners, investors and
individual businesses in planning individual
projects, such that they will help to reinforce
the overall vision for the area.
The purpose of this plan is:
• To provide a design framework plan for
improvement projects along the corridor
that will enhance connectivity for the
pedestrian, bicyclist and automobile,
• To illustrate the vision for the plan,
• To provide implementation strategies and
funding mechanisms.
In the time between now and implementation,
concepts addressed in this plan will need to
be reviewed for possible phasing ideas. In
that time, options will need to be weighed and
needs will need to be balanced. The Bozeman
Area Transportation Plan Update may be an
ideal time in which these goals can start to
be addressed. Of course, some concepts in
the plan will be a challenge to implement. At
these times, a committment will be required
from all involved parties.
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3
Existing Conditions
North 7th Avenue is primarily auto-oriented
at present and is not conducive to pedes-
trian activity. The development patterns that
have occurred on the commercial strip have
resulted in buildings that are set back from
the street with parking in front. Many of these
conditions are identified on the Design Issues
map on the following page. Although there
have been efforts to beautify the corridor
through streetscape and landscape improve-
ments in the past, it still falls short of being a
pedestrian or bike-friendly environment.
Traffic Conditions
As a primary entrance to the Bozeman area,
North 7th Avenue carries a range of vehicles
on it, from compact cars to interstate type
tractors and trailers. The construction of
Oak Street has helped alleviate some of the
streets on North 7th Avenue by creating a con-
nection to North 19th Avenue, another major
avenue in the area, however traffic flow along
the corridor is still heavy. The intersection at
Oak Street is relatively new and, due to its
connective nature, contains the highest traffic
volume along the corridor. Major intersections
such as 7th and Main, 7th and Mendenhall,
and 8th and Main are all in close proximity
to each other. The queues that occur due to
this proximity back traffic flow into adjacent
intersections. Similar delays also occur at the
intersection of Durston, Peach and 7th. Other
modes of traffic, such as bicycles and pedes-
trians, are minimal. Hostile environments for
pedestrians and bicyclists exist, such as the
multiple turn lanes of the on ramps at I-90.
Even in town, pedestrian activity on North
7th Avenue is limited to short distance trips
within certain segments of the corridor.
The following issues were identified in the
Design Objectives Plan Update and in this
plan's public outreach efforts.
Some Specific Issues
• Difficult pedestrian crossing at I-90
• Pedestrian crossings where people feel
safe are few
• Poorly defined walkways along the high-
way and within properties
• School zone crossings are dangerous
• Key intersections are poorly defined, mak-
ing for difficult pedestrian crossings
• Discontinuity in sidewalks
• Lack of bicycle commuter lanes
• Incomplete bicycle route
• Public wayfinding signs are sparse and
difficult to read
• Lack of cross-property access between
parcels
• Many curb cuts, which disrupt sidewalks
and encourage multiple turning move-
ments that inhibit traffic flow
• Left turn at Durston difficult
• Drainage issues at Durston
• Buildings set back from the street,
thereby failing to provide interest at the
sidewalk
• Lack of boulevard grass between the
sidewalk and street
• Poor maintenance and dusty
• Poor lighting
• Provide proper lighting and stop lights for
large truck traffic on inlets and outlets
• Improper tie-ins with Main, South 8th and
Babcock
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4
Design Issues Map
The Design Issues Map identifies the primary issues within the
study area. These were defined by the citizens of Bozeman in
the first public workshop.Drainage issues
16
5
This section provides an overview of recom-
mended enhancements along the corridor.
Circulation, development opportunities and
street improvements are addressed. Improve-
ments are suggested and specific for several
subareas that are defined. More detailed
recommendations and design schematics
are also provided.
Corridor Goals
A basic goal is to have an active and excit-
ing corridor that is attractive, with a distinct
character. A strategy for achieving this is to
improve the experience for the user by creating
safe, attractive walkways and streets, and by
providing buildings and landscaping that are
of interest to users and passersby. Several
key strategies should be followed:
1. Provide a distinct identity for the
corridor.
The corridor should express its identity as
a vibrant center of unique activities in a liv-
able, walkable setting. A consistent scheme
of landscape and streetscape elements
should be used to express this unified iden-
tity. This includes a coordinated set of street
furnishings, lights and paving designs. Also
where there is an opportunity, enhance the
streetscape with public art. These features
should be designed such that the character
Chapter 2
Design Framework
of the corridor is distinctly different than that
of the downtown historic district.
2. Develop the corridor as a focus
for commercial and entertainment
activities that serve residents and
visitors alike.
Encourage dining and entertainment uses to
locate along the corridor, especially in clusters
where a distinct identity can be reinforced.
Also promote accommodations and confer-
ence uses.
3. Strengthen the corridor as a
neighborhood service center.
New development along the corridor should
be "double-fronted," relating to the neighbor-
hoods as well as the avenue. This will present
opportunities for businesses that serve resi-
dents to be accessible directly, especially by
pedestrians, thereby reducing vehicle miles
traveled. Also, provide landscape buffers
where development is less complementary
to residential neighborhoods.
4. Provide mixed use development.
Some residential uses should be mixed with
commercial activities along the corridor, help-
ing to make North 7th Avenue a neighborhood
in its own right. A development configuration
could include commercial services on the main
A goal is to enhance the corridor as
a destination for entertainment and
dining activities.
17
6
level fronting the corridor, with residential uses
above and behind.
5. Clearly define gateways at key
locations along the corridor.
Entries should be distinctively landscaped
and well-signed so that you clearly know,
"you have arrived."
6. Improve auto, bicycle and
pedestrian circulation along the
corridor.
Improve streets, bikeways, sidewalks and
trails to allow safe navigation and access to
the corridor and through it. The street system
should be fine-tuned: intersection improve-
ments should be implemented to facilitate
traffic movement and pedestrian safety. Se-
lect intersections should also be renovated
to enhance function and safety. Emphasis
should be placed on bicycle and pedestrian
circulation and connectivity. Community par-
ticipation with regard to Montana Department
of Transportation and Federal decisions about
the corridor is imperative.
7. Provide pedestrian connections to
adjacent neighborhoods.
Provide pedestrian connections from adjacent
residential neighborhoods that allow for easy
access to and from activities in the area.
8. Establish a wayfinding system.
This should have a consistent graphic charac-
ter and yet indicate a hierarchy of wayfinding.
Information should be presented strategically
to identify key places and routes.
9. Guide new development along the
corridor such that it improves the
aesthetic experience.
The Design Objectives Plan contains guide-
lines for new development along the corri-
dor. Application of these guidelines will help
strengthen the appearance, character and feel
of development along the corridor.
10. Coordinate public and private
improvements.
Public and private improvements should be
coordinated so that investments are maxi-
mized. For example, completing a link in a
public walkway may occur when an adjacent
property redevelops.
11. Strengthen connections between
complementary uses.
Strengthen the connections between the hos-
pitality subarea & the fairgrounds, the High
School & residential neighborhoods across
North 7th, and the High School & residential
neighborhoods across Main St. Also improve
connections between residential neighbor-
hoods that are adjacent to the corridor.
12. Provide flexible public space along the
corridor.
Active public spaces should be located along
the corridor to animate the street and to make
it different from other areas in town. Provide
a festival lot or festival street, which can
serve as a street at times or be closed off for
festivals at key locations. One is proposed at
Aspen Street.
The feasibility of enhancing or providing new
connections across I-90 need to be addressed.
This could potentially be achieved by rehabili-
tating the bridge at 7th or providing a new
underpass at the proposed recreational trail.
A streetscape element, such as a transit
shelter, can provide a public art opportunity.
These creative solutions can provide a distinct
identity to the corridor.
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7
Design Framework Map
Key features of the framework design concept are identified on
the map. This includes gateways, key intersections, pedestrian
and bicycle improvements, street extensions and opportu-
nity areas. These areas provide an excellent opportunity to
strengthen the 7th Avenue corridor and are described in more
detail in the Opportunity Areas section of this chapter.
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8
Corridor Design
Synthesis
In this section several over arching design
opportunities and improvements are identified
and more detailed concepts are presented.
Topics addressed include: traffic & circulation,
the physical design of the street, development
patterns & land use, and wayfinding. Several
opportunity sites are illustrated that synthesize
a vision for subareas within the corridor.
The Street Design
The basic image of the street design is a
green, tree-lined street where pedestrians are
buffered from the traffic lanes. The proposed
street designs seek to balance the needs of
pedestrians, bicyclists and automobile users.
They accommodate current and proposed
traffic demands and provide alternative design
solutions to accommodate these demands.
A challenge is to balance the functional needs
for the mix of circulation modes that can
occur along the street. Ideally, pedestrians,
bicyclists and motorists will all be able to
move safely and efficiently along the corridor.
Another challenge is to enhance the corridor
as a key entry into the city and celebrate ar-
rival at the crossroads of 7th and Main. This
can be achieved with landscaping, public art
and street furnishings. The corridor should
also serve local businesses as a parking
resource.
On North 7th Avenue, an updated traffic
analysis should be completed to assess
the current traffic impacts before street
design improvements are undertaken. Any
traffic flow improvements should enhance
pedestrian crossings at gateways and key
intersections.
Street Section
The overall width of the existing right-of-way
limits the ways in which the circulation modes
may be included. This dimension varies along
7th Avenue. It's central section is wider (90
to 100 feet) and the northernmost section is
wider still (approximately 150 feet.) The road
section is more constrained at the southern
end, which further challenges the options
available there. Through the public process
several street options were considered and
discussed. The preferred street sections are
presented here. They illustrate design solu-
tions for the different areas.
In determining the preferred street section
the primary issue of how to accommodate
on-street parking and a designated bicycle
commuter lane was addressed. The existing
right-of-way can accommodate both continu-
ously, if a narrower travel lane is adopted.
These alternative street sections are also
directly related to slowing traffic to 20 MPH,
roundabouts to increase traffic flow and con-
version of North 7th to its primary purpose of
being a mixed use neighborhood that includes
retail, office and residentail uses with empha-
The big idea is to think of
the "corridor" as being
several blocks wide with
7th as the central spine.
20
9
sis on pedestrian safety and convenience to
all community members. To achieve these
street sections will require negotiations with
the Montana Department of Transportation.
The proposed combination will result in an
effective integration of pedestrian, bicycle
and vehicular traffi c.
The following street sections illustrate ideal
conditions. It is recognized that in some
instances private property extends into the
Street Area Map
The corridor is organized conceptually into three areas, which refl ect
different design opportunities related to street width.They are char-
acterized by differing right-of-way widths and building placement.
The street section changes within each of these areas. Note Area A
improvements will be phased.
Area AArea BArea C
I-90North 7th Avenue
Main Streetareas shown for public sidewalks and land-
scaping. In these circumstances unique solu-
tions should be sought to enhance both the
private property's character and the public's
aspirations for connectivity and visual char-
acter consistent with the goals of the North
7th Avenue Connectivity Plan.
Other street sections and intersection options
that were considered are located in the Ap-
pendix for reference purposes.Oak StreetDurston RoadBeall StreetPeach Street21
10
AREA A
The vision for this area is to provide a pedes-
trian and bicycle friendly environment where
the sidewalk is buffered from the street by a
tree-lined planting strip. Improvements in this
area should be addressed in two phases. The
first phase includes enhanced crosswalks,
turn lane improvements and a detailed en-
gineering study. The study would address
both traffic flow and design implications of
the proposed roundabouts.
This portion of the study area stretches from
Main to Beall and is defined by the narrowest
street section. A variety of building setbacks
occur, but most are located on small lots and
are oriented to the street. While the space here
is very constrained, the goal is to establish
a buffer between sidewalks and travel lanes.
Attached sidewalks exist at the curb edge.
Several surface lots are located in front of the
buildings. In many instances these lots abut
the edge of the sidewalk with little buffering,
these issues should be addressed.
Street Section A
This section provides four travel lanes (two
in each direction). Separate bike lanes would
be provided. Sidewalks are separated from
the curb with a planting strip, which buffers
pedestrians. There is no on-street parking
and there is not a dedicated turn lane. This
option could apply to the southernmost por-
tion of the corridor, near the intersection with
Main Street. Additional ROW will need to be
obtained for the islands located at intersec-
tions associated with Phase II roundabout
installation.
1'-6" Curb & Gutter 70'
Sidewalk
5'
Planting
Strip
4'-6"
Travel Lane
10'Travel Lane
10'
Travel Lane
10'
Travel Lane
10'
Planting
Strip
4'-6"
Sidewalk
5'
1'-6" Curb & Gutter
Street Section A - Long-term Concept
Plan A - 70' (+/-) Section. This
street section will need to be phased
Bike
Lane
4'
Bike
Lane
4'
If additional ROW is obtained, include a 4' raised median. (Total section width would be
74')
22
11
AREA B
The vision for this area is to provide a pedes-
trian and bicycle friendly environment that is
enhanced by a tree-lined street. Trees would
be located in both the planting strip and the
median. The pedestrian would be buffered
from automobiles by both a planting strip and
parallel parking lane. To further enhance the
corridor experience, a mid block bump-out
should be provided.
This portion of the study area is defined by a
wider street section, and some planted me-
dians have been provided. Many strategies,
both public and private, will be needed to en-
hance and maintain the landscaped median.
Within Area B, a variety of building setbacks
occur. Most of the buildings in this area are
located on larger lots and are oriented to the
street. Sidewalks are discontinuous. Several
large surface lots are located in front of the
buildings. In many instances these lots abut
the edge of the sidewalk with some areas of
landscaping provided as a buffer.
Street Section B
There are four travel lanes, two bike lanes and
parallel parking is provided on both sides of
the street. A median would be in the center,
but would be replaced in part with a dedi-
cated turn lane at key intersections. A narrow
planting strip is provided. An additional 4' of
ROW will need to be obtained to meet the
street section. If this is not feasible, on-street
parking will need to be revisited.
94'
Sidewalk
5'
Travel Lane
10'
Median/Turn Lane
10' (+-)
Travel Lane
10'
Planting
Strip
4'-6"
Sidewalk
5'
Travel Lane
10'
Travel Lane
10'
Parallel
Parking
7'
Parallel
Parking
7'
Planting
Strip
4'-6"
1'-6" Curb & Gutter 1'-6" Curb & Gutter
Street Section B - 90' Cross Section (Between Beall Street and Durston Road)
Plan B - 94' (+) ROW
Bike
Lane
4'
Bike
Lane
4'
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12
1'-6"1'-6"100'
Sidewalk
5'
Planting Strip
7'
Travel Lane
10'
Median
11'
Travel Lane
10'Planting Strip
7'
Sidewalk
5'
Travel Lane
10'
Travel Lane
10'
Parallel
Parking
7'
Parallel
Parking
7'
Street Section B - 100' Cross Section (Between Durston Road and I-90)
Bike
Lane
4'
Bike
Lane
4'
24
13
AREA C
The goal for this area is to maintain a rural
image. A greater planting strip can be real-
ized because of the generous right-of-way.
The vision is to provide clusters of trees along
the sidewalk edge. A street median would
be provided to announce ones arrival into
Bozeman.
This portion of the study area is defined by
a wide street section. Many strategies, both
public and private, will be needed to enhance
and maintain the landscaped median. Within
Area C, buildings are set back significantly
from the street. Most of the buildings in this
area are located on larger lots and some are
oriented to the street while others are oriented
to the interior of the lot. Several large surface
lots are located in front of the buildings. These
lots are set back from the street right-of-way,
with some areas of landscaping provided as
a buffer.
Street Section C
In this area there will be four travel lanes. A
striped bike lane will be provided and will
continue to the jurisdictional boundary. The
plan recommends that the bike lane would
continue from the jurisdictional boundary to
Spring Hill Road. The street can accommo-
date a median. To accomodate pedestrians
and bicyclists off street, a detached shared
use path would be provided. It is intended
the trail would be used by those working and
staying in the area and would link to other trail
systems. It is not intended to connect across
I-90 unless the highway bridge is rehabilitated
to accommodate foot and bike traffic.
150'+
Shared use path
12'
Planting Strip varies 20' minimum Travel Lane11'With or Without Median13' (+/-)Travel Lane11'Planting Strip
varies 20' minimum
Shared use path 12'Travel Lane14'Travel Lane14'
Shoulder 2'
Street Section C - 150' + Section
Plan C - 150' + ROW. The sidewalk can
meander or be straight.
Bike Lane4'
Shoulder 2'Bike Lane4'
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14
Planted Areas
Planted Median
Planted medians should be installed where
space permits along the corridor; they pro-
vide benefits that are both functional and
decorative. Some of the benefits include: an
enhanced corridor experience, pedestrian
refuge areas at crosswalks, visual continu-
ity, defined traffic lanes and reduced turning
movements.
Planting Strips
This is the portion of the street section that
is located between the sidewalk and street
curb, in some cases it occurs on both sides
of the sidewalk. Planting strips should be
provided continuously along the corridor and
be enhanced with landscaping, light fixtures
and paving material when feasible. When they
are adjacent to the street they should meet
these planting standards:
• 2' and less in width - these areas should
be paved with brick pavers, decorative
concrete, or other approved material.
• 2' up to 5' in width - plantings should not
exceed 3' in height; the city forester may
consider street trees on a case-by-case
basis.
• 5' and greater in width - these areas
should be planted to a minimum of 60%;
the remaining area should be paved with
brick pavers, decorative concrete, or other
approved material.
• See city forester for appropriate planting
materials.
A consistent scheme of landscape and
streetscape elements should be used to ex-
press a unified identity. A palette of ornamen-
tal grasses, shrubs and trees should be used.
Landscape improvements on private
properties along the corridor are encour-
aged. The design concept for the street
includes the future planting of street
trees in planting strips.
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15
Intersection Improvements
Pedestrian and vehicular conflicts along 7th
Avenue should be resolved.
In many locations it is a challenge to cross the
street because the crosswalk is ill-defined and
the crossing distance is extensive. In order
to improve pedestrian safety, intersections
should be enhanced with defined crosswalks
and pedestrian islands should be located at
the center median when feasible.
It is also important to resolve impeded ve-
hicular circulation. This is mostly caused by
left turn movements along 7th and the difficult
intersection at 7th and Main. Discontinuous
streets also impede traffic flow. The lack of
identity and arrival at several intersections is
also an issue. Turning lanes should be pro-
vided to accommodate left turn movements
and the intersection of 7th and Main Street
should be redefined as a primary Gateway
and arrival into the center of the city. This is a
great opportunity and one that should not be
overlooked. There are two options presented
for these improvements, which are presented
as two phases of execution.
N. 7th Ave
W. Main
Area A Gateway at 7th and Main
Phase 1 Improvements
The gateway at 7th and Main is realized in
two phases. Phase 1 improvements include
enhanced crosswalks and turn lane improve-
ments.
N. 7th Ave
W. Main
Area A Gateway at 7th and Main
Phase 2 Improvements
Phase 2 improvements include a roundabout
at the following intersections: 7th & Main, 7th
& Mendenhall and 8th and Main (see oppor-
tunity site #4). The roundabout configuration
provides the following benefits: enhances
connectivity, minimizes traffic delay, reduces
accidents, slows traffic speed, defines shorter
pedestrian crossings and provides ample
landscaping opportunities. See Appendix B
for roundabout images and discussion.
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16
Area B Gateway Intersections
Gateway intersections improvements include:
defined crosswalks with decorative paving or
colored concrete, island refuge areas when
feasible, wayfinding and turn lane improve-
ments defined by a paved median neckdown.
Bulb-outs occur at parallel parking lanes.
Area B & C (90-100' ROW) Key Intersec-
tion Improvements
Key intersections improvements include:
defined crosswalks with painted strips, island
refuge areas when feasible, and turn lane
improvements defined by a paved median
neckdown. Bulb-outs occur at parallel park-
ing lanes.
N. 7th AveN. 7th Ave
Area A (70' ROW) Key Intersection Im-
provements
Key intersections improvements include:
defined crosswalks with painted strips, is-
land refuge areas when feasible, a paved or
landscaped median with low plantings.
All street sketches reflect appropriate size
to accommodate the turning radius of large
trucks expected to travel along the corridor.
N. 7th Ave North
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17
Street Components
Crosswalks
Crosswalks at gateways should be clearly
defined with a paving material or treatment
that contrasts in color and texture with that of
the asphalt street. Key intersection crosswalks
should be defined by a contrasting color;
painted strips would also be appropriate.
Bulb-outs
Bulb-outs should be provided at intersections
where parallel parking is anticipated. They
provide the following benefits: slow traffic at
the intersection, shorten the crossing distance
for pedestrians, define the parking lane and
allow for additional streetscape furnishings
and enhancements. Bulb-outs also enhance
ADA compliance.
Public Transit Stops
The location of public transit stops will be
coordinated with the public transit provider.
I-90 Improvements
Pedestrian and bicycle crossing at I-90 is
unsafe. The following improvements should
be considered; a separate overpass, a trail
underpass and/or a walkable and bike-able
path at the existing highway bridge.
Curb ramps should be provided at all cross-
walks.
Crosswalks should be defined.
Highway Bridge
An I-90 underpass that connects the pro-
posed recreational trail to the regional sys-
tem to the north of the highway should be
considered. Due to environmental and highway
constraints the trail would potentially need to
be built below water level.
Recreation Trail
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18
Providing pedestrian connections to the cor-
ridor is an important consideration and should
be provided.
Delineated pedestrian connections through
parking areas should be provided.Pedestrian connections should be enhanced
throughout the development.
Pedestrian Improvements
The existing circulation system is substan-
dard because it is in disrepair, interrupted
by numerous curb cuts and parking areas,
and discontinuous in many locations. Ar-
eas where improvements have been made
should be integrated into the new system
when feasible.
The corridor should be enhanced as a place for
pedestrians to encourage use from adjacent
neighborhoods and promote the development
of a mix of uses. Making the corridor a place for
dining and entertainment will encourage the
visitor to walk from the hospitality area to the
corridor for activity and serve as a destination
for citizens for a variety of purposes.
Pedestrians should find the walking experi-
ence along the corridor to be pleasant. This
should be a continuous experience with
numerous opportunities to be enjoyed along
the way. Pockets of landscaping should be
created that divide long walking distances
into shorter segments and provide sheltered
and/or enhanced areas for people to rest.
Public art projects could be a focus in these
areas. They could also serve as future transit
stops. A buffer should also be provided be-
tween the pedestrian and automobile with
landscaping and/or parallel parking from the
street and landscaping along surface parking
lots where they occur.
Enhanced recreational trails and secondary
connections to and from the corridor through
development should also occur. The following
standards should apply:
Sidewalks
• Continuous brushed concrete
• All sidewalks will be separated from the
curb by a minimum 3' planting strip
• Minimum 5' clear walking zone
• Decorative paving at intersections and
pocket areas.
Recreational Trails
• Appropriate surfaces should be in-
stalled
• Minimum 12' clear shared use path
• Contemplative areas at key locations
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19
A recreational trail is proposed to run parallel
to the corridor. This should accommodate a
variety of users.
The plan promotes the inclusion of bicycle
lanes on North 7th, therefore bicycle amenities
should be provided.
Bicycle Improvements
The overall study area should be enhanced as
a place for bicyclists to encourage use from
adjacent neighborhoods as well as visitors
to the corridor area. These types of bicycle
ways should be considered:
Bicycle Lanes
These are paved ways reserved for bicyclists,
but constructed as a part of the street. Typi-
cally, bike lanes are defined by a painted strip
and signs. These are to be located on North
7th Avenue as well as on the east-west arte-
rial cross-streets.
Bicycle Routes
These are streets in which bicyclists share
the travel lane with automobiles. Ideally, the
travel lane is wider than those designated
only for automobiles so that the motorists
have room to safely pass.
Recreational Trails
These are improved paths for shared use pur-
poses. These trails are shared by pedestrians
and bicyclists, and if desired, the trail can be
split to accommodate the slower traffic.
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20
Public Spaces
One of the key elements that can enhance
connectivity along the corridor for pedestrians
is to provide small pockets of active public
space along the street. This can include:
outdoor eating areas, transit stops, art sites,
and plazas. Public spaces are encouraged
in redevelopment areas as well; this could
include recreational fields and park land. Flex-
ible public spaces that serve two functions
can be provided as well.
Festival Streets and Lots
A flexible public space can be promoted
through a festival street or surface lot. These
areas serve as fully functional streets or
surface lots most of the time, but may be
closed off for special events. They are often
delineated with special paving and bollards.
At event times they are closed to traffic and
function as a public gathering space. Special
events such as markets, concerts or other
festivals transform the street. They often
include landscaping at the edge to provide
shade for the events and power supplies at
key locations.
Public spaces can enhance the pedestrian expe-
rience along the corridor.
Public street and surface parking lots
can be converted into festival lots for
special events.
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21
Streetscape Improvements
Streetscape improvements benefit the entire
area, not just the businesses along the cor-
ridor. As the image for the corridor improves,
those visiting, living and working in the area
will feel more favorably about it and return
for numerous reasons.
The following elements should be included
in the streetscape improvements.
Decorative Paving
A textured paving with a muted earth-toned
color should be used to identify special pe-
destrian areas; this includes intersections and
other places defined for pedestrians. A heavy-
duty, modular, interlocking paver or stamped,
dyed concrete may be used. Including public
art in the paving design or in the layout as an
accent should be considered.
Lighting
The existing cobra lights primarily illuminate
the roadway and intersections for vehicular
safety. There is no such lighting that has
been designed for the pedestrian, although
there are a few improvements that occur on
private property.
New low-scale light should be installed along
the street. A new cobra light should be in-
stalled in the landscaped median. A uniform
design should be used for pedestrian light-
ing throughout the area. The light standards
and luminaries should be a simple hooked or
s-neck style. The color and material should
be similar to that used downtown; this will
The combination of streetscape
elements can create a vibrant and
exciting corridor.
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22
provide continuity to the street system. Ban-
ners should also be provided to enhance and
celebrate the corridor experience. They can
also identify current events and festivals.
• Pedestrian lighting maximum 14' in
height
• Automobile lighting height should meet
highway standards
• Lamps should be directed downward
and shielded to reduce impacts on the
night sky as per City of Bozeman require-
ments.
Street Trees & Landscaping
Street trees exist in some locations and pro-
vide relief to the existing corridor. The vision
for the corridor is to provide a boulevard image
that will help to establish a distinct identity
for this area of the city.
A variety of tree species should be used to
provide a range of seasonal colors and to
protect the entire set from being decimated
by a single disease. Where the ROW is limited,
tree grates should be installed.
Landscape improvements should be installed
throughout the corridor. This includes the
gateways, medians, planting strips, and
pocket areas. A high plains and rocky moun-
tain planting palette that considers seasonal
variety, native plants and drought tolerant
species should be used (invasive species
should be avoided).
New low-scale light
should be installed
along the street.
Decorative paving would be used to identify
special areas.
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23
Maintenance is often a challenge; many
hands have been involved with installation
and maintenance throughout Bozeman. It is
anticipated that a partnership between the
public and private investors will be required
to effectively install and maintain landscaping
throughout the North 7th Avenue Corridor.
Street Furniture
Public street furnishings are nonexistent and
should be installed throughout the corridor.
Such items should be located in areas where
they can be clustered with other street fur-
nishings and located in the appropriate areas.
Areas to consider include gateways, mid-
block pedestrian areas (bulb-outs or other),
and places where special events may occur.
There should be one area defined per block
and if the block exceeds 300' in length there
should be two areas installed. These areas
should be located an equal distance apart
when feasible. They should include benches,
waste receptacles, future transit shelters and
bike racks. A simple, contemporary, black
metal strap design would be appropriate.
Locate street furniture at gateways, mid-
block pocket points, and places where special
events may occur.
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24
Public Art
The city should continue to increase its public
exposure of the arts in the community. Public
art serves as a stimulus to the quality of the
local environment and helps to showcase
regional talent. Public art projects should be
used to enhance locations throughout the
corridor and should be integrated into the
streetscape experience. In many cases the
art can be both functional and decorative.
Public art shown here is both
functional and decorative.
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25
Wayfinding
Public wayfinding is essential for the efficient
operation of the city. The system helps to guide
visitors, as well as local residents who are in-
frequent users. A good system should present
information in a logical sequence, such that
the reader is presented the appropriate level
of detail in the appropriate location. In order
to improve the ability of the users to locate
and read these signs, they should all be of a
distinct uniform design, in terms of graphics
and sign materials.
Sign types that should be provided include:
• Directional Signs. These are street signs
that identify connections to important
destinations and signify arrival. These
sign types could be separated into two
categories.
Category 1: These signs signify arrival or
close proximity to special places. This
includes downtown and campus. They are
larger and more prominent than Category
2 signs.
Category 2: These signs provide directions
to public facilities, schools and public
parking, for example.
• Regulatory Signs. These are street signs
that indicate restrictions on traffic and
parking as well as basic health and safety
concerns. These signs will comply with
MUTCD standards. Signs that limit park-
Decorative Cap
Standard Regulatory
Information; interna-
tional graphic stan-
dards and symbols
should be used where
applicable
Character Area Name
Metal post
The sign system uses a standard metal panel as a base. The background frame color would be
consistent throughout the area. The city logo could be used on larger signs. The panels should be
scaled to match those of standard traffic and parking regulatory signs. A decorative cap could
be used that employs graphic elements from the city logo.
Category 1 Directional Signs Category 2 Directional Signs
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26
ing hours, restrict traffic flow and set
speed limits are among the signs in this
category.
• Informational signs. These are pedestrian-
oriented signs that include interpretive
signs and location directories. The content
of these signs can include photographs,
maps, sketches and text.
Decorative Cap
Standard Regulatory
Information; interna-
tional graphic stan-
dards and symbols
should be used where
applicable
Character Area Name
Metal post
Trail Sign Regulatory Sign
Informational and
interpretive sign de-
sign can be presented
creatively. Interpretive
signs reflect topics of
interest to passersby.
A decorative cap
option is to use
the rope graphic
that encircles the
city logo. This could
also be used in the
paving pattern that
surrounds the gate-
way roundabout.
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27
Parking
Parking along the corridor is located on sur-
face lots, most of which front 7th Avenue.
There are several locations where a surface
lot has been improved, but in most cases they
are unimproved and directly abut the sidewalk.
Surface parking should be located at the rear
or interior of a site and should be enhanced
with landscaping. In all circumstances, it
should be buffered from the pedestrian. Where
there is an opportunity, consider a festival lot
for a parking area.
A landscape buffer
should be provided at
the edge of a park-
ing area. The interior
of the lot should also
be landscaped to
mitigate the visual
impact of the surface
lot. Pedestrian paths
through parking areas
can also be land-
scaped to enhance
the connection.
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28
Opportunity Areas
Within the overall framework, several oppor-
tunity areas are identified on the Framework
Map. Schematic concepts for each area are
provided; they illustrate both public and pri-
vate projects.
As improvements occur along the corridor,
adequate parking may become an issue. If
this occurs, a parking strategy should be
defined to address the issue.
Area 1. Gateway Opportunity
North 7th Avenue terminates at Main Street in
this area. The focus of this area is to celebrate
arrival at the center of town and to improve
automobile and pedestrian circulation. This is
a key connectivity area to locations through-
out the city.
The gateway is proposed in two phases. The
second phase is shown here and includes the
installation of three roundabouts. This area
is enhanced with several public open space
amenities as well as public art sites.
Redevelopment is anticipated since several
adjoining sites will be impacted by the im-
proved intersections. The plan shows a mix
of uses with retail space along the street edge
to enhance the pedestrian experience. Resi-
dential infill is also anticipated on the interior
lots. Parking is located on-street and to the
interior of the blocks.
Key Features:
• Celebrate arrival and improve circulation
and connectivity with landscaped round-
abouts
• Visual corridor terminates at outdoor
public open space
• Buildings anchor the corners and frame the
street and outdoor public open space
• Enhanced streetscape
• Mixed of uses is provided
• Parking is located to the interior of the
lot
Roundabout
Mixed use commercial building with plaza
Residential units
40
29
Area 1. Gateway Opportunity: Phase 2
41
30
Area 2. Redevelopment Opportunity
This area includes a significant amount of
undeveloped private lands, nearby residen-
tial units, and commercial property along 7th
Avenue. The area is also enhanced with a
natural water course.
The design concept for this area is to redevelop
parcels along North 7th Avenue with a mix of
uses that are double-fronted. Residential units
could be located along lots to the rear, within
the undeveloped parcel. The street grid would
also be extended and enhance connectivity to
the corridor, providing convenient access to
the enhanced commercial area. A recreational
trail is also envisioned along the creek.
Key Features:
• Buildings anchor the corners and frame
the street
• Small outdoor plazas and public open
space provide visual enhancements and
activity along the corridor
• Enhanced streetscape
• Recreational trail and enhanced creek
bed
• Extended street grid
• Increased residential density to support
commercial corridor with views that over-
look the recreational trail and peaks in the
distance
• Double-fronted commercial develop-
ment
• Parking located to the interior of the lot
• Enhanced connectivity throughout
The images reflect appropriate design charac-
ter for infill and trail opportunities in Area 2.
Residential units
Mixed use commercial building
Recreational trail
Rehabilitated commercial corridor
storefront
42
31
Area 2. Redevelopment Opportunity
43
32
The images reflect appropriate design character
for infill and trail opportunities in Area 3.
Area 3. Redevelopment Opportunity
This area includes a significant amount of un-
developed private lands, commercial property
along 7th Avenue and Oak Street, residential
neighborhoods and the fairgrounds.
The framework design concept is to redevelop
the area with a new neighborhood center that
provides a mix of uses including medium to
high density residential units that frame play-
ing fields and park land. The street grid would
be extended to enhance connectivity to North
7th Avenue and the fairgrounds. Oak Street
would also be enhanced with streetscape
improvements to encourage links between the
hospitality area and the fairgrounds. There is
a lot of potential in this area to be a vibrant
and exciting part of the community. Other
parcels that orient to the corridor should also
be improved with a mix of uses. The large re-
tail, "big box" should provide new prominent
entries on all facades.
Key Features:
• Commercial buildings anchor the corners
and frame the street
• Increased residential density to support
commercial corridor
• Enhanced streetscape
• Extended street grid
• Playing fields or park land
• Parking located to the interior of the lot
• Enhanced connectivity throughout
• Enhanced visual terminus at 5th is realized
with a new entry plaza at the "big box"
• Festival Street on Aspen
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33
Area 3. Redevelopment Opportunity
5th Ave
7th Ave
3rd Ave
Oak STHemlock ST45
34
Area 4. Enhanced Hospitality Oppor-
tunity
This area primarily serves the visitor to Boze-
man. Hotels and services are located here.
Currently, the hotels present independent
fronts to the passerby and access is con-
fusing.
The area has the potential to become a hos-
pitality campus with access to the corridor
and recreational trails. Two primary entries
could be provided: one off of Oak Street and
the other off of Baxter Lane. The entry off
of Oak could provide a park land approach.
The entry off of Baxter could provide a plaza
approach. Pedestrian connections to the
corridor, fairgrounds and the recreational trail
would be enhanced for visitor use. Curb cuts
would need to be limited on Baxter to make
this easier for the pedestrian to navigate to
these areas.
The hotels could be double-fronted and orient
to the proposed greenway and recreational
trail to the west. An outdoor area could be
shared and used for special events.
Portions of the existing parking areas and
hotel entries could be enhanced as festival
lots that could be used during special events.
This campus could provide an active and
exciting stay in the city.
Key Features:
• Hospitality Campus
• Enhanced entries and streetscape
• Greenway street extension
• Recreational access
• Festival lot/plazas
• Enhanced connectivity throughout
• Shared outdoor activity area
A shared outdoor activity area that could overlook outdoor public open space
and the mountains beyond, could be developed in the hospitality area.
46
35
Area 4. Redevelopment Opportunity
47
36
Shown here are appropriate infill examples for mixed use
and residential buildings types in the corridor area. Loca-
tions for these building types are shown on the Opportu-
nity Area Maps.
48
37
Chapter 3
Implementation
Successful implementation requires a co-
ordinated effort between public and private
entities. It requires vision, investment and
commitment from a broad base within the
community: private citizens, public officials
and all city departments. The implementation
strategy must include tools that result in a
balanced mix of public and private action.
This chapter provides a strategy for imple-
menting the recommendations contained in
the Design and Connectivity Plan for North
7th Avenue. Residents and property owners
must recognize that although the plan sug-
gests improvement projects throughout the
corridor, a number of variables will determine
which of those projects can be executed as
illustrated. Most likely, some of the improve-
ment projects will be constructed differently
than what is shown in the plan. Flexibility in
the implementation of specific recommen-
dations should be anticipated and is vital to
the success of the plan and the future of the
corridor.
Implementation will occur using a variety of
tools. Public capital investments will be used
for street and streetscape improvements
(within existing public rights-of-ways) and also
to leverage private investment. The design il-
lustratively contained in the plan will influence
improvements throughout the study area.
Administrative Actions
The Design and Connectivity Plan for North
7th Avenue outlines a framework for improve-
ments in a manner that provides clear direc-
tion for action, but with sufficient flexibility
in the recommendations, which allows the
city to respond to changing conditions. The
recommendations also position the city to
benefit from existing public resources. The
Design and Connectivity Plan for North 7th
Avenue implementation strategy employs the
following approach:
• Use public sector resources (land, park-
ing, financing) to create public/private
development opportunities.
• Align existing city policies, regulations and
development standards with provisions
of the plan.
• Use public financing to facilitate additional
public and private investment.
• Commit sufficient staff resources to assure
successful implementation of the plan.
In general, high priority should be given to
those projects and improvements that sup-
port specific public and private actions and
development that is consistent with the vision
and goals of the community.
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38
Tool: Inter-Departmental Coordina-
tion
The Planning Department should annually
generate a list of capital improvement projects
for the corridor. These projects should be
coordinated with all other city departments
and should reflect the goals and recommen-
dations of the plan.
Tool: Expedited Planning and Build-
ing Entitlement Process
The city should establish a process whereby
review and approval of corridor improvements
that reflect the planning vision be given priority
and expedited timing.
For such projects, the city will commit to a
stipulated period for completing review and
approval. The period should be less than
the current average period of time required
for completing review and approval. This
approach assures private developers that
desirable projects, which reflect the vision
of the community, will be completed within
a reasonable period of time.
Regulatory Actions
Tool: Zoning Amendments
There are several existing development stan-
dards that may require review and amending
in order to fulfill the vision of the plan. This
mostly concerns allowing for commercial/of-
fice mixed use in residential areas.
Tool: Urban Renewal District
The City commission currently seeks to es-
tablish an Urban Renewal District consistent
with the Design and Connectivity Plan for
North 7th Avenue Corridor. Special Improve-
ment Districts may be necessary to address
specific areas related to North 7th Avenue
that include neglected landscapes.
Financing Actions
The following key funding mechanisms should
be explored to fund and/or contribute to the
implementation of recommendations con-
tained in the Design and Connectivity Plan
for North 7th Avenue:
Tool: Community Transportation
Enhancement Program (CTEP)
The Community Transportation Enhancement
Program (CTEP) is a Montana program that
funds transportation-related projects de-
signed to strengthen the cultural, aesthetic,
and environmental aspects of Montana’s
intermodal transportation system. The CTEP
allows for the implementation of a variety of
nontraditional projects. Recommended im-
provements could be addressed under the
following categories:
• Pedestrian and bicycle facilities
• Scenic or historic highways programs
• Landscape and other scenic beautifica-
tion
• Control and removal of outdoor advertis-
ing
• Environmental mitigation due to highway
runoff or habitat connectivity
Tool: Business Improvement Dis-
tricts
This mechanism allows property owners
within a defined area to assess themselves
to finance improvements that will benefit all
property owners within that defined area.
Construction bonds may be issued based
on the income stream projected from the
assessment. This tool enables construction
of improvements that can benefit a broader
area and should be used to:
• Construct expanded streetscape en-
hancements throughout the corridor.
• Install wayfinding signage and gateway
improvements.
Tool: Impact Fee Capital Improve-
ment Program (IFCIP)
The city’s IFCIP is a potential source for
constructing public infrastructure improve-
ments including water, sewer, storm water,
and streets. The IFCIP generally includes
a variety of federal, state and local funding
sources designated to fund such improve-
ments with the priorities and criteria for al-
location of IFCIP funding established by the
City of Bozeman in the context of an annual
budget document.
Tool: Brownfield Assessment and
Cleanup Program
EPA’s Brownfields Program provides di-
rect funding for brownfields assessment,
cleanup, revolving loans, and environmental
job training. To facilitate the leveraging of
public resources, EPA’s Brownfields Program
collaborates with other EPA programs, other
federal partners, and state agencies to identify
and make available resources that can be
used for brownfields activities. In addition to
direct brownfields funding, EPA also provides
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39
technical information on brownfields financing
matters. Brownfield redevelopment projects
should be considered for former industrial
sites, including gas stations using under-
ground tanks. The North 7th Avenue Corridor
may be a viable site for such efforts.
Tool: General Obligation Bonds
General Obligation Bonds are funded by an
assessment that is approved by the voters.
Income from the assessment is used to retire
the bonds. These are generally used for larger
projects and should be considered for:
• Major park improvements
Tool: Montana Treasure State En-
dowment Program
The Treasure State Endowment Program
(TSEP) is a state-funded program created in
1992 as a result of Legislative Referendum
110. It is designed to help solve serious health
and safety problems and assist communities
with the financing of public facilities projects.
The program helps local governments with
constructing or upgrading drinking water sys-
tems, wastewater treatment facilities, sanitary
or storm sewer systems, solid waste disposal
and separation systems, and bridges. The
Montana Department of Commerce (MDOC)
encourages local officials, staff and engineers
to consider whether TSEP funds could help
finance a local infrastructure project.
Tool: Grants
Key grants may be awarded by federal and
state agencies for public improvements that
meet the guidelines for specific programs.
Noteworthy grants are for housing projects,
arts & humanities, water resource improve-
ments and enhancements for alternative
modes of transportation. Other grants may
come from private foundations, typically for
smaller projects. These may include:
• Montana Arts Council (public art)
• State Recreational Trails Program (recre-
ational trail)
• Montana Renewable Resource Grant
and Loan program (creek & associated
wetlands)
• Federal and State Land & Water Conser-
vation Fund (creek)
• State Community Development Block
Grant (housing low and moderate-income
families)
Tool: Property Tax Increment
The City Commission currently seeks to
establish a Tax Increment Financing District
consistent with the Design and Connec-
tivity Plan for North 7th Avenue Corridor.
Tax increment financing is a viable tool for
consideration. Tax revenues that exceed
the base evaluation are paid into a separate
fund overseen by the URA and are used to
pay debts incurred by the authority. Tax incre-
ments are based on an increase in assessed
valuation, not on an increase in taxes due
only to rising mill levies.
Tool: Surface Transportation Pro-
gram - Urban Funds (STPU)
The Montana Department of Transportation
(MDT) allocates funds annually for surface
transportation improvements throughout the
state. Each year Montana receives Federal
funds from the Transportation Equity Act for
the 21st Century. The money provided by MDT
is approximately 87% federally funded and
13% state funded. The state funded portion
is taken from the state Special Revenue Ac-
count, which is mainly funded by fuel taxes
and GVW fees. The STPU funds are used
primarily for major street construction, recon-
struction and traffic operation projects on the
designated Urban Highway System.
Tool: Surface Transportation Pro-
gram - Hazard Elimination Funds
(STPHS)
The purpose of the Federal Hazard Elimina-
tion program is identify hazardous locations
throughout the states highway system, assign
priorities for the correction of these hazards
and implement their improvements.
Projects eligible for funding under the hazard
elimination program include any safety im-
provement project on any public road, public
surface facility or any publicly owned bicycle
or pedestrian pathway or trail as well as any
traffic calming measure. The MDT safety
Bureau selects the projects by identifying high
hazard sites through the analysis of accident
reports. The cost of the improvement is then
compared to the safety benefits of the action
and prioritized. Projects are funded based
on this prioritization until the annual funds
are exhausted.
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Prioritization Criteria
The recommendations for phasing of actions,
projects and improvements in the corridor
should be considered to be dynamic and
could be changed in response to plans and
projects by other agencies, proposed private
development and other public funding oppor-
tunities that present opportunities to combine
efforts and maximize benefits.
While specific actions or projects are identi-
fied, some of these might be modified as
opportunities are presented. However it is
important that the fundamental concepts of
the plan are adhered to by the city.
If the city needs to reassess the priority of
a recommended action, project or improve-
ment, then it should use the following criteria.
Those projects that meet several of the fol-
lowing criteria should be given the highest
priority for near-term implementation.
Economic
• Projects that generate funding to cover
portions of the improvement costs
• Projects that leverage funding/investment
from other sources
• Grant funding is available to cover por-
tions of improvement costs
• Projects that are part of a larger capital
improvement project such that cost sav-
ings will be realized
• Funding for maintenance of the improve-
ment is available
• Projects that generate balanced employ-
ment opportunities for the community
Public Benefits
• Projects that improve North 7th Avenue
connectivity such that it provides a direct
benefit to local residents and visitors
• Projects that enhance the visual aspect
of the corridor
• Projects that improve alternate modes of
transportation
Relationship to Other Projects
• Projects that support desired public or
private development
• Projects that provide opportunities to
connect with existing or future public
improvements
• Projects that will function upon their
completion without later phases of con-
struction required for this phase to perform
adequately
Compliance with Policies and Plans
• Projects that help to accomplish goals
of the community that are set forth in the
Design and Connectivity Plan for North
7th Avenue
• Projects that fit within current strategic
plans of the city and community organi-
zations
• Projects that are within the administrative
oversight capacity of the implementing
entity
Alternative Implementation Roles for
the City
There are various potential approaches for
implementation, which vary in the degree to
which the city actively participates in a specific
project. The alternative roles are:
Alternative A: Direct Implementation by
the City
In this approach, the city directs the project,
and is responsible for funding, scheduling
and construction. For example, the city may
install a wayfinding sign package, with funds
derived from public sources.
Alternative B: Joint Venture or Partnership
with Other Entities (Public or Private)
In this approach, the city joins forces with an-
other organization or a private entity, in which
the participating parties each contribute some
resources and have some degree of respon-
sibility for implementation. For example, the
city may joint venture with a private developer
to construct a project that would include a
transit shelter along with privately owned
commercial and residential space.
Alternative C: Incentives provided by the
City
In this approach, the city may offer an in-
crease in density, or some other flexibility
in development regulations as a means of
encouraging another partner to take action
in keeping with the plan.
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Alternative D: Regulatory provisions that
permit or accommodate desired develop-
ment
In this approach, the city would assure that
zoning regulations permit the uses set forth
in the plan in the designated areas.
The extent to which the city should participate
in a project should be determined by following
two general overall considerations:
• potential impact/effect on financial ca-
pacity of the city related to funding both
development costs and ongoing manage-
ment, maintenance and operation costs,
in particular near-term and long-term risk
to the city General Fund
• potential impact/effect on administrative
capacity of the city related to undertaking
development activity and ongoing man-
agement, maintenance and operational
responsibilities
In considering the appropriate approach to
implement recommended projects, these
basic factors that should be addressed:
• Is public financing available for the proj-
ect?
• Will public financial participation leverage
other public or private sector funding?
• Will the public sector or the private sector
implement the project more efficiently,
cost effectively and in a timely manner?
Recommended Participation Levels
In applying the criteria and considerations
described above, the implementation ap-
proaches for some of the key projects in the
plan are listed in this table:
Direct City Partnership Encouragement Regulatory
Implementation Other Entities Incentives Provisions
Streetscape X X X
Improvements
Multi-modal trail X X X
Wetland/Creek Improvements X X X
Infrastructure Improvements X X X
Bridge/underpass X
Commercial/Retail X X
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54
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Alternative Street
Sections
Alternative street sections are noted below.
These solutions were not preferred over those
presented in Chapter 2, but are shown here
for reference.
In the concept for these alternatives, the
study area is envisioned as a shared use path
arterial corridor distributed on three parallel
streets. Bicycle commuter lanes would then
be accommodated on the streets that run
parallel to 7th Avenue. An emphasis would
also be placed on the inclusion of bicycle
lanes along east-west arterials that cross
7th Avenue.
Appendix
A
Street Design A.2
This section provides two travel lanes (in one
direction). These would be shared by motorists
and bicyclists. Sidewalks are separated from
the curb with a significant planting strip, which
buffers pedestrians. There is no on-street
parking and there is not a dedicated turn lane.
This option could apply to the southernmost
portion of the corridor, near the intersection
with Main Street, and requires a reversal of
the one-way road system.
S PS T T PS S
AREA A
Street Design A.1
This street section provides four travel lanes
separated by a median. Due to width of the
section, no dedicated turn lane would be
provided. No on street parking or bicycle
lane would be provided, either. The sidewalks
would be buffered from the drive lanes by a
planting strip. This option could apply to the
southern end of the corridor, near where the
intersection with Main Street occurs.The following key applies:
S - Sidewalk;
PS - planting strip;
T - travel lane;
M - median;
M/TL - median and turn lane;
PB - pedestrian and bike path;
P - parking
S PS T T M T T PS S
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44
PB T T TL/M T T PB
Street Design B.2
In this option, there are again four travel lanes.
A median would be in the center, but would
be replaced with a dedicated turn lane at key
intersections. A detached bike and pedestrian
trail would be provided. A small planting strip
would be provided.
AREA B
Street Design B.1
In this section, four travel lanes are provided. A gener-
ous median and dedicated turn lane would separate the
directions. On street parking would be provided. The
sidewalk is separated from the drive lanes and park-
ing by a planting strip. The width of the planting strip
would be variant, depending upon the ROW width.
S PS P T T TL/M T T P PS S
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Modern Roundabouts
Modern roundabouts (roundabouts), are
replacing signalized intersections across
the country. These roundabouts are being
used because they offer increased safety for
pedestrians and bicyclists. They also slow
traffic and prevent heavy traffic surges at
high traffic times.
Many municipalities have experienced a
decrease in the number of accidents and an
increase in traffic safety as a result of round-
abouts. Travel around a roundabout requires
a decreased speed, often between 15 and 25
miles per hour, to navigate the turning radius.
This reduced speed is one of the reasons
roundabouts are so successful. However,
there are other potential issues related to
roundabouts that should be considered.
One concern with roundabouts may be the
lessened level of traffic control at peak times.
Signalized intersections can increase overall
capacity of an intersection, and are often
preferred during peak hours for their ability
to assign priorities to major street operations.
Whereas roundabouts maintain a continuos
traffic flow without favoring one direction of
traffic over another.
Appendix
B
A benefit of signalized intersections is that
they allow emergency vehicles to pass
rapidly through busy intersections. With a
roundabout, traffic continues through the
intersection until it is safe to pull over and
let the emergency vehicle pass. Although
this process may cause delays for the emer-
gency vehicle, it is safer than a signalized
intersection.
Although there are benefits to a signalized
intersection, roundabouts have been found
to reduce the amount and severity of traffic
accidents by limiting the amount of conflict
points. Conflict points occur at places in
the intersection where an accident has an
increased possibility of occurring, such as
cross traffic points, merge and divergence
areas, and queues. The main reason for in-
creased safety and fewer accidents is that all
vehicles within the roundabout travel within
three miles per hour of the same speed.
Overall, accidents may be reduced by up
to 39%, injury accidents by up to 76%, and
fatal accidents by up to 90% over traditional
signalized intersections.
Accidents involving vehicles and pedestrians
are also reduced with roundabouts. The ge-
ometries of roundabouts contribute to this by
lowering traffic speeds and allowing for the
option of yielding rather than stopping. The
yield at roundabouts also simplifies the deci-
sion making process of the driver. The only
decision that needs to be made is whether
to stop for oncoming traffic or pedestrians or
slow down to maneuver through the intersec-
tion. The addition of yield signs also increases
a driver’s awareness of the intersection.
Roundabouts also increase pedestrian
safety by locating the crosswalks away
from traffic conflict points. Another benefit
is that pedestrians do not need to wait for a
crosswalk signal, as all traffic is required to
yield to pedestrians. Slower vehicle speeds
on the approach and within the roundabout
give cyclists the option to commingle with
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46
traffic. If a bicyclist is uncomfortable riding
with traffic through the intersection he/she
may choose to dismount and walk the bicycle
through the crosswalk.
Islands, which are often an element of a round-
about design, also add to pedestrian safety
by providing refuge points for pedestrians,
giving them the ability to cross one lane of
traffic at a time, and reducing the speed of
drivers before entering the roundabout.
Even with all of the advantages of round-
abouts, the financial implications may be
discouraging, since the initial construction
costs of roundabouts may be higher than a
signalized intersection. However, roundabouts
offer several cost reductions over the life of the
intersection. Lower speeds contribute to less
noise and congestion, as well as vehicle emis-
sions being reduced due to a lower amount
of idle time. The overall cost of accidents is
reduced, and the only continuous mainte-
nance costs are of landscaping, illumination,
and the occasional sign replacement.
Resources
Bauer, K.M., and D.W. Harwood. Statistical Models of At-Grade Intersection Crashes. Report
No FHWA-RD-99-094. Washington, D.C.: Federal Highway Administration, 1999.
Flannery, A., Geometric Design and Safety aspects of Roundabouts. In Transportation Re-
search Record 1751, National Research Council, Washington, DC, 2001.
Flannery, A. and Elefteriadou, L. A review of roundabout safety performance in the United
States. Proceedings of the 69th Annual Meeting of the Institute of Transportation Engineers
(CD-ROM). Washington, DC: Institute of Transportation Engineers, 1999.
Highway Capacity Manual. Special Report 209. Washington, D.C.: Transportation Research
Board, National Research Council, July 1999 (draft).
McShane, W.R., Roess R.P. and Prass E.S., Traffic Engineering- second edition, Prentice
Hall, 1998.
National Highway Traffic Safety Administration. Traffic safety facts 1998 (DOT HS-808-983).
Washington, DC: U.S. Department of Transportation, 1999.
National Research Council (NRC). ‘‘Highway Capacity Manual.’’ Spec. Rep. 209, Transporta-
tion Research Board, Washington, D.C., 2000.
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47
Persaud, B.N.; Garder, P.E.; and Lord, D. Roundabout safety in the United States (final project
report to the Insurance Institute for Highway Safety). Toronto, Ontario: Ryerson Polytechnic
University, Department of Civil Engineering, 1999.
Persaud, N.B., et.al., Safety Effect of Roundabout conversions in the United States. In Trans-
portation Research Record 1751, National Research Council, Washington, DC, 2001.
Queensland Department of Main Roads (QDMR), Road Planning and Design Guidelines
(Draft), Chapter 12, Section 12.4—Roundabouts. Brisbane, Australia: QDMR, 1999.
Retting, R.A.; Luttrell, G. and Russell, E.R. Public opinion and traffic flow impacts of newly
installed modern roundabouts in the United States. ITE Journal 72:30-32, 37, 2002.
Retting, R.A.; Mandavilli, S.; Russell, E.R. and McCartt, A.T. Traffic flow and public opinion:
newly installed roundabouts in New Hampshire, New York, and Washington. Arlington, VA:
Insurance Institute for Highway Safety, 2005.
Roundabouts - Insurance Institute for Highway Safety-Status Report, Vol. 35, No. 5, May
13, 2000.
Sisiopiku, V.P. and Un-Oh, H., “Evaluation of Roundabout Performance Using SIDRA,” Journal
Of Transportation Engineering, March/April 2001.
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N.7th Avenue Corridor
Traffic
North 7th Avenue is classified as a Principal
Arterial street within the Bozeman Urban
Planning Area. It is also a Federal Aid Urban
Route (U-1207) and the Montana Department
of Transportation (MDT) oversees operational
changes and improvement projects on this
facility. Because North 7th Avenue has direct
access to Interstate 90 on the north, it is a
major entryway to the City of Bozeman.
North 7th carries 4 thru traffic lanes with
auxiliary turn lanes at intersections and a
raised median exists along the majority of the
corridor. There are seven key intersections
along the corridor and eight traffic signals,
including two associated with the Interstate
I-90 Interchange ramps. Current (2006) aver-
age daily traffic (ADT) volumes on the corridor
range from 17,500 ADT north of Main Street to
22,000 ADT north of Oak Street. The section
of roadway north of I-90 carries approximately
11,400 ADT. Historically, traffic volumes on
North 7th have varied up and down over the
past ten years. The corridor segment north
of Main Street had an ADT of 15,200 in 1997,
which increased to 2006 levels by the year
1999, but then fell to an ADT of 14,900 in the
year 2002. Similar traffic volume variations oc-
curred on other segments of North 7th Avenue
due to shifts in area growth and alternative
transportation facilities, most notably North
19th Avenue.
When North 7th Avenue was the principal
entrance to the Bozeman area, it carried a
high percentage of commercial traffic with
large interstate type tractors and trailers. After
North 19th was constructed, the percentage
of heavy vehicles declined dramatically until
the present time where less than 1% of the
traffic south of Oak Street is composed of
heavy trucks. Other modes such as bikes and
pedestrians are minimal. Pedestrian activity
on North 7th is limited to short distance trips
within certain segments of the corridor.
The 2001 Transportation Plan indicated that
year 2020 traffic on the north 7th corridor
would range between 14,000 ADT north of
I-90 to 34,300 ADT north of Oak and approxi-
mately 22,700 ADT north of Main Street, or
between 30% and 50% greater than existing
volumes.
The majority of key intersection within the
corridor operate at a level of service “C” or
better on the average, but there are a num-
ber of intersection movements that become
somewhat congested during peak hour
periods. Operations at the intersection of
North 7th and Main Street are influenced by
the close proximity of three signalized inter-
sections: North 7th and Main, North 7th and
Mendenhall, and Main Street and North 8th
Avenue. The North 7th and Main intersection
is a “T” type intersection, since the south leg
of N 7th is offset to the west. The predominant
traffic flow is associated with thru traffic on
Main Street, but heavy eastbound left-turn
movements combined with southbound right
and left turns from North 7th create numerous
conflicts. Long traffic queues which back
into the adjacent intersections, which in-turn
creates additional congestion and conflicts.
In addition, there are a number of commer-
cial approaches near and between all three
intersections that create additional conflicts.
The traffic signals at these intersections are
very old and do not meet all current traffic
signal standards.
The intersection of Durston, Peach and North
7th Avenue provides acceptable LOS on the
North 7th approaches, but delay on the Dur-
ston and Peach Street approaches creates
extensive queues during peak hour condi-
tions. Peach Street has a one lane approach,
while Durston has two lanes. Because of
the high volume of eastbound left-turns on
Appendix
C
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49
Durston, the outside lane serves as a second
left-turn lane and also accommodates thru
and right-turning traffic. The traffic signals
at this intersection are also old and do not
meet current standards.
The Oak Street intersection is relatively new
and currently has four lanes on each approach,
which includes two thru lanes with both right
and left turn lanes. This intersection has the
highest traffic volume of any intersection on
North 7th Street, with approximately 35,000
vehicles entering on the average day. All
movements operate at a LOS “C” of better
during the peak hour periods, but the reserve
capacity at this intersection is limited. North
of this intersection, limited access approaches
to commercial properties on both sides of
North 7th creates additional traffic demand
at the Oak intersection. In particular, prohibi-
tion of left-turns from the west side of North
7th creates a huge demand for southbound
U-turns at Oak Street, which substantially
impacts intersection operations.
The I-90 Interchange Ramp intersections are
also relatively new and provide ample capacity
for current traffic demand. However, multiple
turn lanes from and to the ramps create a
rather hostile environment for pedestrians
and bicyclists.
North of the I-90 Interchange, there are two
higher volume side streets. Wheat Drive is
directly north of the I-90 westbound ramps
and serves as an access to several motels and
restaurants. It is unsignalized and because
of high traffic volumes on N. 7th and the de-
mand for turning movements, it operates at
a LOS less than “C” while having numerous
conflicts due to vehicle queues to the north
and south. The intersection with Griffin Drive
is located immediately to the north of Wheat
Drive. While this intersection is signalized,
turning traffic and a limited number of traffic
lanes create delay and long vehicles queues
during peak hour periods.
The only segment of North 7th Avenue that
currently has parking is between Oak Street
and Beall Street, approximately 9 blocks.
Limited width of the street section south of
Beall to Main Street is insufficient for parking
lanes, but adequate for bike lanes.
Improvements
Improvements to the corridor relative to traf-
fic operations can only be defined in general
terms due to the design complexities that will
need to be addressed for individual intersec-
tions. Recommendation for both short term
and long term improvements are directed
toward improving safety and efficiency along
the corridor and at individual intersections.
A homogeneous treatment of intersections
and accesses along the corridor will promote
uniform travel speeds and defined turning
movements at key intersections. Landscaped
medians and boulevards, minimum widths
lanes, and defined access points will aid in
calming traffic by providing visual definition
of appropriate speeds. Streetscape features
between intersections will provide a better
pedestrian environment and limit mid-block
conflicts with pedestrians. Well defined inter-
section geometry that focuses on pedestrian
crossing locations and minimizes crossing
distances will improve safety.
At the Main Street – North 7th Avenue intersec-
tion, the ultimate intersection improvement
would involve construction of roundabouts
at North 8th Avenue, North 7th Avenue,
and Mendenhall. Various alternatives were
conceived for use at this location, but high
turning movement volumes and low speed
urban operations at these intersections are
particularly well suited to the use of round-
abouts. Because roundabouts require sub-
stantially more area within the intersection,
there would be substantial land use impacts
involved, particularly at the Main and N. 7th
intersection. Therefore, roundabout de-
velopment in this portion of the corridor is
considered to be a long term improvement
project. Any future redevelopment projects
proposed near these intersections should be
conditioned on eventual development of the
roundabout intersections. In the short term,
all three intersections should be upgraded to
provide raised medians, protected pedestrian
crossings and new traffic signal equipment.
(as conceptualized in the attached figure)
These improvements would minimize existing
access conflicts, increase vehicular storage,
maximize signal efficiency, provide safer
pedestrian crossings, and generally improve
the appearance.
The Durston Road intersection will require
additional approach traffic lanes on Peach
Street and on Durston. Protective/permissive
left-turn phasing could be implemented to
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improve the overall efficiency of the intersec-
tion. Improved geometrics on the intersection
corners and better defined pedestrian cross-
ings will enhance the overall safety.
The efficiency of the Oak and North 7th Avenue
intersection is somewhat dependent upon
the access control features to commercial
developments on both sides of North 7th
north of the intersection. Alternative access
from and circulation within the commercial
property west of N. 7th would alleviate some
of the traffic demand at the Oak Street inter-
section.
The Griffin and Wheat intersections, on the
northern end of the corridor, require an ex-
tensive analysis to determine the types of
improvements that will minimize conflicts
and improve efficiency. Whatever from of
traffic control deemed appropriate will require
limited access conditions at the Wheat Drive
intersection due to its proximity with the I-90
westbound ramp and Griffin intersections.
Pedestrian and bike facilities on the northern
end of the corridor will need to be defined.
Considering the high traffic speeds and vol-
umes associated with the interstate ramp in-
tersections a separate path would be preferred
over a shared facility crossing I-90.
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