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HomeMy WebLinkAbout01-25-23 Transportation Board Agenda & Packet MaterialsA.Call to Order - 6:00 PM B.Disclosures C.Changes to the Agenda D.Approval of Minutes D.1 I move to approve the November 30, 2022 Transportation Board Meeting Minutes (Ross) E.Public Comments This is the time to comment on any matter falling within the scope of the Transportation Board. There will also be time in conjunction with each agenda item for public comment relating to that item but you may only speak once. Please note, the Board cannot take action on any item which does not appear on the agenda. All persons addressing the Board shall speak in a civil and THE TRANSPORTATION BOARD OF BOZEMAN, MONTANA TB AGENDA Wednesday, January 25, 2023 This meeting will be held both in-person and also using Webex, an online videoconferencing system. You can join this meeting: Via Webex: https://cityofbozeman.webex.com/cityofbozeman/onstage/g.php? MTID=e31084921e2a607fe0c413799960ff18f Click the Register link, enter the required information, and click submit. Click Join Now to enter the meeting. Via Phone: This is for listening only if you cannot watch the stream, channel 190, or attend in-person United States Toll +1-650-479-3208 Access code: 2556 294 4311 If you are interested in commenting in writing on items on the agenda please send an email to agenda@bozeman.net prior to 12:00pm on the day of the meeting. Public comments will be accepted in-person during the appropriate agenda items. You may also comment by visiting the Commission's comment page. You can also comment by joining the Webex meeting. If you do join the Webex meeting, we ask you please be patient in helping us work through this hybrid meeting. As always, the meeting will be streamed through the Commission's video page and available in the City on cable channel 190. 1 courteous manner and members of the audience shall be respectful of others. Please state your name and place of residence in an audible tone of voice for the record and limit your comments to three minutes. General public comments to the Board can be found on their Laserfiche repository page. F.Ethics Training F.1 2022 Citizen Advisory Board Ethics Trainings (Chambers) G.Special Presentations G.1 Parks, Recreation and Active Transportation Plan Presentation (Jadin) H.FYI/Discussion H.1 Parks Recreation and Active Transportation (PRAT) Plan Work Session (Lonsdale) H.2 Transportation Alternatives Program Discussion(Lonsdale) I.Adjournment For more information please contact Nick Ross, Transportation and Engineering Director, nross@bozeman.net General information about the Transportation Board can be found in our Laserfiche repository. This board generally meets the fourth Wednesday of the month from 6:00 pm to 8:00 pm. Citizen Advisory Board 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 406-582-3232 (TDD 406-582- 2301). In order for this Board to receive all relevant public comment in time for this meeting, please submit via the Commission Comment Page or by emailing agenda@bozeman.net no later than 12:00 PM on the day of the meeting. Public comment may be made in person at the meeting as well. 2 Memorandum REPORT TO:Transportation Board FROM:Nicholas Ross, Director of Transportation and Engineering SUBJECT:I move to approve the November 30, 2022 Transportation Board Meeting Minutes MEETING DATE:January 25, 2023 AGENDA ITEM TYPE:Minutes RECOMMENDATION:I move to approve the November 30, 2022 Transportation Board Meeting Minutes. STRATEGIC PLAN:1.1 Outreach: Continue to strengthen and innovate in how we deliver information to the community and our partners. BACKGROUND:Minutes from the November 30, 2022 Transportation Advisory Board. UNRESOLVED ISSUES:None ALTERNATIVES:As recommended by the board. FISCAL EFFECTS:None Attachments: 113022 Transportation Board Meeting Minutes Report compiled on: December 6, 2022 3 Bozeman Transportation Board Meeting Minutes, November 30, 2022 Page 1 of 3 THE TRANSPORTATION BOARD MEETING OF BOZEMAN, MONTANA MINUTES November 30, 2022 Present: Bryce Gordon, Christine Roberts, Shannon Mahoney, Deejay Newell, Courtney Oyler, Kelly Pohl, Paul Reichert, Cyndy Andrus Absent: None Excused: None Staff Present at the Dias: Director of Transportation and Engineering Nicholas Ross, Transportation Engineer Taylor Lonsdale, Mayor Cyndy Andrus and Public Works Office Manager Marcy Yeykal A) 00:05:28 Call to Order - 6:00 PM B) 00:05:39 Disclosures C) 00:05:45 Changes to the Agenda D) 00:06:00 Approval of Minutes D.1 I move to approve the October 26, 2022 Transportation Board Meeting Minutes 102622 Transportation Board Meeting Minutes 00:06:17 Motion to approve D) Approval of Minutes Christine Roberts: Motion Paul Reichert: 2nd 00:06:29 Vote on the Motion to approve D) Approval of Minutes The Motion carried 7 - 0. Approve: Bryce Gordon Christine Roberts Shannon Mahoney Deejay Newell 4 Bozeman Transportation Board Meeting Minutes, November 30, 2022 Page 2 of 3 Courtney Oyler Kelly Pohl Paul Reichert Disapprove: None E) 00:06:46 Public Comments 00:07:37 Ralph Zimmer, Public Comment Ralph Zimmer spoke about how the board needs to receive citizen input and should go about this on the City, County and School districts websites so there is an obvious path for the citizens to get in touch with the board. Transportation alternative funding applications will be due in a few months and encourages the board to press city staff as to what they are going to propose. 00:11:13 Marilee Brown, Public Comment Marilee Brown stated that there was no link to the WebEx system or links to the safety plan on the online agenda. F) 00:12:25 FYI/Discussion F.1 00:12:34 City of Bozeman Planning Document Review for the Transportation Board 00:12:42 Staff Presentation Transportation Demand Management Coordinator, Candace Mastel gave a presentation on the planning document review for the Transportation Board. 00:18:03 Transportation Engineer, Taylor Lonsdale gave an update on the Transportation updates and Transportation plan. 00:27:14 Director of Transportation, Nicolas Ross spoke about the purpose of this meeting to the board. 00:28:35 Questions of Staff 00:49:12 Public Comment 00:49:35 Ralph Zimmer, Public comment Ralph Zimmer spoke about the Community Transportation Safety Plan (CTSP) and he hopes the board will pay attention to this plan. 00:51:18 Marilee Brown, Public Comment 5 Bozeman Transportation Board Meeting Minutes, November 30, 2022 Page 3 of 3 Marilee Brown would like to know when the SAFE plan will be available for public viewing. Will the Community Safety Plan be updated and will the city be working with the police department. 00:51:22 Jason Delmue, Public Comment Jason Delmue spoke about coordinating across city departments to achieve some of these goals. He also spoke about Transportation demand management and managing the demand side of the rental market. F.2 00:56:27 Vision Zero in the Bozeman SAFE Plan 00:56:34 Staff Presentation Director of Transportation and Engineering, Nicolas Ross presented the vision Zero in the Bozeman SAFE Plan. 01:24:37 Questions of Staff 02:06:20 Chair Pohl extended the meeting until 8:15. 02:06:27 Public Comment 02:06:43 Ralph Zimmer, Public Comment Ralph Zimmer spoke about Vision Zero and his perspective on it. He also spoke about roundabouts and vehicle speed limits. 02:10:09 Marilee Brown, Public Comment Marilee Brown spoke about vision zero and police enforcement and reporting. She also spoke about policy issues and how the board should be asking for more funding. 02:13:21 Chair Pohl gave some reminders about there being no board meeting in December due to the holiday. The next meeting will be January 25, 2022 where the board will discuss the PRAT Plan. The discussion of downtown paid street parking will be on January 24th, 2023. G) 02:14:34 Adjournment For more information please contact Nick Ross, Transportation and Engineering Director, nross@bozeman.net General information about the Transportation Board can be found in our Laserfiche repository. 6 Memorandum REPORT TO:Transportation Board FROM:Taylor Chambers, Deputy City Clerk Mike Maas, City Clerk Jeff Mihelich, City Manager SUBJECT:2022 Citizen Advisory Board Ethics Trainings MEETING DATE:January 25, 2023 AGENDA ITEM TYPE:Citizen Advisory Board/Commission RECOMMENDATION:Listen to and participate in the 2022 advisory board ethics training. STRATEGIC PLAN:7.1 Values-Driven Culture: Promote a values-driven organizational culture that reinforces ethical behavior, exercises transparency and maintains the community’s trust. BACKGROUND:The City Charter was approved by the citizens in 2006 and became effective in 2008. According to Charter requirements, the City is required to establish standards and guidelines for conduct and provide annual trainings for all representatives of the City to avoid the use of their public position for private benefit. UNRESOLVED ISSUES:None ALTERNATIVES:None FISCAL EFFECTS:None Report compiled on: December 8, 2022 7 Memorandum REPORT TO:Transportation Board FROM:Addi Jadin, Park Planning and Development Manager SUBJECT:Parks, Recreation and Active Transportation Plan Presentation MEETING DATE:January 25, 2023 AGENDA ITEM TYPE:Plan/Report/Study RECOMMENDATION:N/A STRATEGIC PLAN:6.5 Parks, Trails & Open Space: Support the maintenance and expansion of an interconnected system of parks, trails and open spaces. BACKGROUND:In early 2021, staff and the Recreation and Parks Advisory Board (RPAB) began the effort to commence the revision of the city's comprehensive plan for parks, recreation and trails. The existing plan, the Parks, Recreation and Active Transportation Plan (PROST), was adopted December 17, 2007. The purpose of the 2021-2022 planning process was to create a new, overarching document that assesses and makes recommendations to provide for sufficient parkland, recreation/aquatics programs, active transportation options and facilities for Bozeman citizens. The plan will also guide the expansion of these essential services as the community grows and changes. The recommendations in the plan are based on an updated review of community needs and priorities and may result in the revision of local development code requirements, procedures and criteria. The plan also makes recommendations regarding the role of the parks, recreation, and active transportation systems in fulfilling the goals of recently adopted and applicable City of Bozeman plans and guiding documents such as the Bozeman Community Plan, Climate Action Plan, the County Triangle Trails Plan, and other professional, industry metrics. Lastly, the plan has recommendations and supporting appendices that will improve the efficacy of the Parks and Recreation Department's tasks including master park plan review, individual park site plan review and recreational programming, cost- recovery and marketing. A Request for Proposals (RFP) for professional services for the Parks, Recreation and Active Transportation Plan (PRAT Plan) was advertised in March of 2021 and the City entered into a Professional Services Agreement with Agency Landscape and Planning on July 13, 2021. Consultant responsibilities described in the PSA include the following: 8 background research and analysis of relevant state and local laws, policies and plans; participation in the creation and implementation of a public outreach and engagement plan; needs assessment and community goal, objective and priority development; assessment of the level of service of existing parks, recreation and active transportation systems and services; implementation/policy recommendations for improving both the City's recreational program offerings and the land use/urban design components of the park system, including natural areas and the active transportation network. The First Amendment to the Professional Services Agreement was authorized by the City Commission on September 20, 2022 to include city- wide wayfinding for active transportation within the scope of the project. With the creation of the Urban Parks and Forestry Board (UPFB) by the City Commission via Resolution 5328, the Recreation and Parks Advisory Board (RPAB) was disbanded and UPFB assumed the responsibility to focus on the Parks, Recreation and Active Transportation Plan from drafting through adoption. The UPFB will forward their recommendation of the PRAT Plan to the City Commission for final adoption. With the adoption of the PRAT, the City Commission will also be asked to formally adopt the Gallatin County Triangle Trails Plan. The remaining schedule for review of the PRAT Plan includes the following public meetings (subject to change with revisions to be posted on the PRAT Plan website (engage.bozemen.net/pratplan): January 26, 2023 - UPFB - PRAT Work Session #3: Active Transportation February 14, 2023 - City Commission Presentation and Discussion February 23, 2023 - UPFB - Final Recommendation April 11, 2023 - City Commission - Review and possible Adoption The PRAT Plan will also be presented by staff to the Sustainability, Community Development and Transportation Boards in January and February. The Active Transportation drafts of the plan released or revised in January 2023 are attached to this agenda. Please use the link above to the Engage website for other PRAT chapters and appendices. UNRESOLVED ISSUES:N/A ALTERNATIVES:N/A 9 FISCAL EFFECTS:N/A Attachments: Connect Chapter_Draft_January.pdf Implementation Chapter_Draft_January.pdf Design Manual_Draft_January.pdf Proposed AT Map_January.pdf Report compiled on: November 22, 2022 10 74 75 Demand for new facilities to expand the current network of pathways, trails and bike facilities is strong and the network will need to keep up with the growing community. Additionally, the need to improve connectivity and reduce barriers within the network must be addressed. This goal is focused on the facilities and policies to connect and grow the active transportation network of shared use paths, natural trails, on-street bike boulevards, and sidewalks. A safer, well-maintained, connected path and trail system provides more residents with the option to walk or bicycle as a primary means of transportation. Whether for work or accessing goods and services, the better the network the more residents will choose active transportation as a less expensive, healthier, and environmentally friendly option over driving a personal vehicle. Additionally, how people move to, from, and within parks is fundamental to building a healthy community, both in terms of providing active options for transportation, but also for providing CONNECT and experience all that Bozeman has to offer. Goal 3 equitable means for residents to access park facilities and programs. Active communities have improved health, a cleaner environment, and are more sustainable and resilient. To maintain and improve its status as an active transportation community Bozeman must prioritize the construction and maintenance of bike and pedestrian infrastructure. Expanding and improving a network of safe, accessible, and efficient paths and trails will make active transportation an even more attractive option for everyday travel by everyone. This plan includes recommended strategies and key actions to create a connected active transportation network. Together with the specifications outlined in the Design Manual and the implementation recommendations, these strategies outline the actions to build a seamless network for active transportation. 11 76 77 Connector Path VARIESSHARED ROAD VARIESSHARED ROAD5’LANDSCAPEAREA 5’LANDSCAPEAREA 5’SIDEWALK 5’SIDEWALK2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA6’-8’TRAIL Connector Path 10’CLEAR BUFFER 2’VARIESLANDSCAPEAREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’PAVED TRAIL VARIESTRAIL BUFFER2’2’10’DRIVE LANE 12’CLEAR BUFFERBUFFER CURB &GUTTER connect Strategies 3.1. Invest in a City-wide Active Transportation Network Expanding the active transportation network will provide both reliable recreation and transportation opportunities throughout the community. The proposed network maps identify locations of new shared use paths and connector paths that begin to address the community needs identified in this plan. This plan, in coordination with the county level Triangle Trails Plan, focuses on network connectivity. Additional neighborhood trails should be added through the private development process to enhance connectivity further. ◊ Use this plan as a guide for future public infrastructure planning and investment, as well as a resource in the private development process. Proposed facilities in this plan should be incorporated into the City’s GIS mapping and other resources to ensure that the public and development community has access to the proposed network. Proposed pathway alignments shown are a ‘planning level’ representation of intended routes, which provide connections between destination points and desirable pathway experiences for a variety of users. In the final implementation of the proposed network, adjustments and modifications to the alignments shown are expected. Such adjustments may be required to navigate environmental features, meet code requirements, accommodate landowner desires, and complement future development projects. These adjustments should be expected and accommodated, so long as the adjustments do not compromise the original intent of the planning level alignment. The proposed new routes represent approximately 137 new miles of shared use paths, 36 new miles of connector paths, 107 new miles of neighborhood trails, and nine miles of bike boulevards for a total of 289 miles of new pathways. Bike Boulevard Streets that prioritize pedestrian and bicycle travel by using signage, pavement markings, and lane constrictions to limit vehicle traffic. Connector Path Connect other bike and pedestrian corridors and neighborhood destinations with 6 to 8-foot wide paved or natural surfaces. Neighborhood Trail Four to six foot wide local, natural surface or gravel routes that are typically used for recreation Pathways A term used to collectively refer to all types of active transportation routes. Shared Use Path Ten to twelve foot paved paths that accommodate higher speed travel directly connecting community destinations. Typologies Figure 4.6 Active Transportation facility typologies Neighborhood Trail Shared Use Pathway VARIESSHARED ROAD VARIESSHARED ROAD5’LANDSCAPEAREA 5’LANDSCAPEAREA 5’SIDEWALK 5’SIDEWALK2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA6’-8’TRAIL Connector Path 10’CLEAR BUFFER 2’VARIESLANDSCAPEAREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’PAVED TRAIL VARIESTRAIL BUFFER2’2’10’DRIVE LANE 12’CLEAR BUFFERBUFFER CURB &GUTTER VARIESSHARED ROAD VARIESSHARED ROAD5’LANDSCAPEAREA 5’LANDSCAPEAREA 5’SIDEWALK 5’SIDEWALK2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA6’-8’TRAIL Connector Path 10’CLEAR BUFFER 2’VARIESLANDSCAPEAREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’PAVED TRAIL VARIESTRAIL BUFFER2’2’10’DRIVE LANE 12’CLEAR BUFFERBUFFER CURB &GUTTER Bike Boulevard VARIESSHARED ROAD VARIESSHARED ROAD5’LANDSCAPEAREA 5’LANDSCAPEAREA 5’SIDEWALK 5’SIDEWALK2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA 6’-8’TRAIL Connector Path 10’CLEAR BUFFER 2’VARIESLANDSCAPEAREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’PAVED TRAIL VARIESTRAIL BUFFER2’2’10’DRIVE LANE 12’CLEAR BUFFERBUFFER CURB &GUTTER “A big investment in parks and connecting trails would make the city much more vibrant and livable.” -PRAT Plan Engage Bozeman public comment 12 Baxter LnBaxter Ln Valley Center LnValley Center Ln I-9 0 I-9 0 I-90I-90Oak StOak St DurstonDurston Huffine LnHuffine Ln Kagy BlvdKagy Blvd Kagy BlvdKagy Blvd I-90I-90 Main StMain St7th Ave7th Ave19th Ave19th AveRouse AveRouse AveFowler AveFowler Ave3rd Ave3rd Ave7th Ave7th Ave19th Ave19th AveFowler LnFowler Ln3rd Ave3rd AveSourdough RdSourdough RdCottonwood RdCottonwood RdMain StMain St Durston RdDurston Rd Griffin DrGriffin Dr W Tamarack StW Tamarack St 7th Ave7th AveRouse AveRouse Ave3rd Ave3rd AveOak StOak St I-90I-90 78 79 Proposed Anchor Routes Proposed Shared Use Paths Proposed Connector Paths Proposed Neighborhood Trails Proposed Bike Boulevards Existing Trails Existing Shared Use Paths City Boundary Growth Boundary Roads Railroad Streams Lakes & Reservoirs Future Parks Parks Proposed AT Network 7th-Front Street Connector Pathway Facilities Figure 4.7 Proposed Active Transportation network with zoom in of 7th-Front St Connector, highlighted in orange. N1 mile00.5 13 Baxter LnBaxter Ln Valley Center LnValley Center Ln I- 9 0 I- 9 0 Oak StOak St DurstonDurston Huffine LnHuffine Ln Kagy BlvdKagy Blvd Kagy BlvdKagy Blvd I-90I-90 Main StMain St7th Ave7th Ave19th Ave19th AveRouse AveRouse AveFowler AveFowler Ave3rd Ave3rd Ave7th Ave7th Ave19th Ave19th AveFowler LnFowler Ln3rd Ave3rd AveSourdough RdSourdough RdCottonwood RdCottonwood RdBaxter LnBaxter Ln Oak StOak St Ferguson AveFerguson AveFlanders Mill RdFlanders Mill RdValley Center LnValley Center Ln Catamount StCatamount St I-9 0 I-9 0 19th Ave19th AveFowler AveFowler AveBaxter LnBaxter Ln I-9 0 I-9 0 I-9 0 I-9 0 Oak StOak St DurstonDurston Huffine LnHuffine Ln Kagy BlvdKagy Blvd Kagy BlvdKagy Blvd Main StMain St7th Ave7th AveBridger DrBridger Dr Tschache LnTschache Ln Annie StAnnie St 19th Ave19th AveRouse AveRouse AveFowler AveFowler Ave3rd Ave3rd Ave7th Ave7th Ave19th Ave19th AveFowler LnFowler Ln3rd Ave3rd AveSourdough RdSourdough RdI- 9 0 I- 9 0 Fr o n t a g e R d Fr o n t a g e R d 80 81 East/West Connector Frontage Pathway Figure 4.8 Proposed East-West Connector highlighted in orange Figure 4.9 Proposed Frontage Pathway highlighted in orange Proposed AT Network 14 82 83 Bike facility recommendations are included in the 2017 TMP. All collector and arterial roadways within Bozeman should have some form of bike facility. This plan recommends that arterial roadways have separated facilities. This plan also recommends that the City and MDT consider upgrading existing and proposed on-street bike lanes to separated facilities. ◊ Establish an inclusive network of bike boulevards that provide low-stress connectivity through Bozeman’s core. Bike Boulevards are streets with low motorized traffic volume and speeds. They are designated and designed to give pedestrians and bicycles travel priority by using signs, pavement markings, and obstacles to limit speed and number of vehicles. Bike boulevards feature enhanced crossing treatments at major streets to provide improved comfort and safety. Bike boulevards are a key component of a low- stress active transportation network providing connections throughout the core of the community. ◊ Annually update the network improvements using the prioritization recommendations included in the “How Do We Get There” chapter. The list of proposed new routes and connections exceeds the annual investment for active transportation. In order to maintain and grow the network, the City should annually review and dedicate funds to effectively construct the new routes over time and consider requirements in the development code for new developments to infill the system as they currently do for roads. connect Strategies Figure 4.10 Bike boulevard Bike BOulevards Bike Boulevards are local streets that prioritize bicyclists, pedestrians, and rollers of all ages and abilities. The goal of a bike boulevard is to increase bike and pedestrian comfort, safety, and accessibility to provide more active transportation opportunities through urban settings. Although some vehicle traffic is still allowed on these boulevards, cars are demoted to secondary users. Creating successful bike boulevards require implementing a variety of strategies including traffic-calming mechanisms, ample signage and pavement markings, and protected crossings. Bike boulevards should include a selection of (but are not limited to) the following design elements: Signs and pavement markings – Essential elements for establishing and differentiating a bike boulevard from a local street. Signage and markings communicate priority for bikers and pedestrians, while limiting through traffic and lowering vehicle speeds. Signage guides users through the active transportation network. Sharrow Wayfinding Identification Speed management strategies – Tools constructed to reduce the speed of vehicles on the street, ideally below 20 miles per hour. This can be achieved by vertical deflection mechanisms, horizontal deflection mechanisms, or roadway narrowing. Vertical deflections are raised sections of the roadway, such as speed humps, that force vehicles to slow down in order to go up and over the obstacle in a safe and comfortable manner. Horizontal deflections are treatments to the edges or middle of the street, such as chicanes, that require drivers to slow their speed to turn and navigate around the obstacles. Finally, physically narrowing the roadway leads drivers to slow down due to the reduced space available to operate their vehicle. - Speed humps, bumps, tables, and cushions - Chicanes - Neighborhood traffic circles - Median Islands - Curb bulb outs - Pinch points Speed Hump Chicane Median Island Figure 4.11 Sharrow pavement markings Sharrow Wayfinding Identification Speed management strategies – Tools constructed to reduce the speed of vehicles on the street, ideally below 20 miles per hour. This can be achieved by vertical deflection mechanisms, horizontal deflection mechanisms, or roadway narrowing. Vertical deflections are raised sections of the roadway, such as speed humps, that force vehicles to slow down in order to go up and over the obstacle in a safe and comfortable manner. Horizontal deflections are treatments to the edges or middle of the street, such as chicanes, that require drivers to slow their speed to turn and navigate around the obstacles. Finally, physically narrowing the roadway leads drivers to slow down due to the reduced space available to operate their vehicle. - Speed humps, bumps, tables, and cushions - Chicanes - Neighborhood traffic circles - Median Islands - Curb bulb outs - Pinch points Speed Hump Chicane Median Island Figure 4.12 Wayfinding Signage Sharrow Wayfinding Identification Speed management strategies – Tools constructed to reduce the speed of vehicles on the street, ideally below 20 miles per hour. This can be achieved by vertical deflection mechanisms, horizontal deflection mechanisms, or roadway narrowing. Vertical deflections are raised sections of the roadway, such as speed humps, that force vehicles to slow down in order to go up and over the obstacle in a safe and comfortable manner. Horizontal deflections are treatments to the edges or middle of the street, such as chicanes, that require drivers to slow their speed to turn and navigate around the obstacles. Finally, physically narrowing the roadway leads drivers to slow down due to the reduced space available to operate their vehicle. - Speed humps, bumps, tables, and cushions - Chicanes - Neighborhood traffic circles - Median Islands - Curb bulb outs - Pinch points Speed Hump Chicane Median Island Figure 4.13 Identification Signage 15 84 85 Vehicle volume management strategies – Established to reduce vehicle through- traffic. Diversions can be either regulatory or physical. Regulatory treatments include signs that post written street restrictions, such as banning turns or entry onto a street during specific times of day or only allowing Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the bike boulevard corridor. Adequate protection at intersections should ensure that intersecting car traffic is highly aware of crossing pedestrians and bicyclists, while establishing a comfortable crossing experience for users. Signage Partial Closer Right-In, Right-Out Median Diverter Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the neighborhood greenway corridor. Adequate protection at intersections should ensure that intersecting car traffic is blatantly aware of crossing pedestrians and bikers as well as establish comfortable crossing infrastructure for users. - Crossing signage - Pedestrian signals (RRFBs, HAWKS, etc) - Median refuge islands - Curb bulb outs Median Refuge Island RRFB Figure 4.20 Median diverter Signage Partial Closer Right-In, Right-Out Median Diverter Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the neighborhood greenway corridor. Adequate protection at intersections should ensure that intersecting car traffic is blatantly aware of crossing pedestrians and bikers as well as establish comfortable crossing infrastructure for users. - Crossing signage - Pedestrian signals (RRFBs, HAWKS, etc) - Median refuge islands - Curb bulb outs Median Refuge Island RRFB Figure 4.21 Median refuge island and RRFB Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the bike boulevard corridor. Adequate protection at intersections should ensure that intersecting car traffic is highly aware of crossing pedestrians and bicyclists, while establishing a comfortable crossing experience for users. Median Refuge Island RRFB Curb Bulb Out HAWKS Crossing Figure 4.22 Curb bulb out Vehicle speed management strategies – Physical improvements to the streets that reduce vehicle speeds to a maximum of 15 to 20 miles per hour. Vertical deflections, such as raised speed humps, horizontal deflections, such as chicanes, and street narrowing, all create streets designed for slow driving. Sharrow Wayfinding Identification Speed management strategies – Tools constructed to reduce the speed of vehicles on the street, ideally below 20 miles per hour. This can be achieved by vertical deflection mechanisms, horizontal deflection mechanisms, or roadway narrowing. Vertical deflections are raised sections of the roadway, such as speed humps, that force vehicles to slow down in order to go up and over the obstacle in a safe and comfortable manner. Horizontal deflections are treatments to the edges or middle of the street, such as chicanes, that require drivers to slow their speed to turn and navigate around the obstacles. Finally, physically narrowing the roadway leads drivers to slow down due to the reduced space available to operate their vehicle. - Speed humps, bumps, tables, and cushions - Chicanes - Neighborhood traffic circles - Median Islands - Curb bulb outs - Pinch points Speed Hump Chicane Median Island Figure 4.14 Chicane Bike Boulevards Bike Boulevards are local streets that prioritize bicyclists, pedestrians, and rollers of all ages and abilities. The goal of a bike boulevard is to increase bike and pedestrian comfort, safety, and accessibility to provide more active transportation opportunities through urban settings. Although some vehicle traffic is still allowed on these boulevards, cars are demoted to secondary users. Creating successful bike boulevards require implementing a variety of strategies including traffic-calming mechanisms, ample signage and pavement markings, and protected crossings. Bike boulevards should include a selection of (but are not limited to) the following design elements: Signs and pavement markings – Essential elements for establishing and differentiating a bike boulevard from a local street. Signage and markings communicate priority for bikers and pedestrians, while limiting through traffic and lowering vehicle speeds. Signage guides users through the active transportation network. Sharrow Pavement Markings Wayfinding Signage Identification Signage Vehicle speed management strategies – Physical improvements to the streets that reduce vehicle speeds to a maximum of 15 to 20 miles per hour. Vertical deflections, such as raised speed humps, horizontal deflections, such as chicanes, and street narrowing, all create streets designed for slow driving. Speed Hump Chicane Median Island Figure 4.15 Speed hump Sharrow Wayfinding Identification Speed management strategies – Tools constructed to reduce the speed of vehicles on the street, ideally below 20 miles per hour. This can be achieved by vertical deflection mechanisms, horizontal deflection mechanisms, or roadway narrowing. Vertical deflections are raised sections of the roadway, such as speed humps, that force vehicles to slow down in order to go up and over the obstacle in a safe and comfortable manner. Horizontal deflections are treatments to the edges or middle of the street, such as chicanes, that require drivers to slow their speed to turn and navigate around the obstacles. Finally, physically narrowing the roadway leads drivers to slow down due to the reduced space available to operate their vehicle. - Speed humps, bumps, tables, and cushions - Chicanes - Neighborhood traffic circles - Median Islands - Curb bulb outs - Pinch points Speed Hump Chicane Median Island Figure 4.16 Median island Neighborhood Traffic Circle Curb Bulb Outs Pinch Point Volume management strategies – Established to reduce vehicle through-traffic by discouraging drivers to use neighborhood greenways as transportation routes for cars or actually forcing drivers to take alternative route. Diversions can be either physical or regulatory. Regulatory, or “soft”, treatments include signs that post written street restrictions, such as banning turns or entry onto a street during specific times of day or only allowing residents to drive on the greenway. These are considered “soft” barriers as they can technically be disregarded by drivers with the risk of be ticketed. Physical, or “hard”, treatments are constructed barriers that prevent certain vehicle traffic from entering the neighborhood greenway. These are considered “hard” as vehicles are physically forced to reroute to a different street. - Regulatory signage - Partial physical closer - Full physical closer - Channelized Right-in, Right-Out - Diagonal or Median diverter connect Strategies Neighborhood Traffic Circle Curb Bulb Outs Pinch Point Volume management strategies – Established to reduce vehicle through-traffic by discouraging drivers to use neighborhood greenways as transportation routes for cars or actually forcing drivers to take alternative route. Diversions can be either physical or regulatory. Regulatory, or “soft”, treatments include signs that post written street restrictions, such as banning turns or entry onto a street during specific times of day or only allowing residents to drive on the greenway. These are considered “soft” barriers as they can technically be disregarded by drivers with the risk of be ticketed. Physical, or “hard”, treatments are constructed barriers that prevent certain vehicle traffic from entering the neighborhood greenway. These are considered “hard” as vehicles are physically forced to reroute to a different street. - Regulatory signage - Partial physical closer - Full physical closer - Channelized Right-in, Right-Out - Diagonal or Median diverter Figure 4.17 Neighborhood traffic circle Figure 4.18 Pinch point Figure 4.19 Curb bulb outs Neighborhood Traffic Circle Curb Bulb Outs Pinch Point Volume management strategies – Established to reduce vehicle through-traffic by discouraging drivers to use neighborhood greenways as transportation routes for cars or actually forcing drivers to take alternative route. Diversions can be either physical or regulatory. Regulatory, or “soft”, treatments include signs that post written street restrictions, such as banning turns or entry onto a street during specific times of day or only allowing residents to drive on the greenway. These are considered “soft” barriers as they can technically be disregarded by drivers with the risk of be ticketed. Physical, or “hard”, treatments are constructed barriers that prevent certain vehicle traffic from entering the neighborhood greenway. These are considered “hard” as vehicles are physically forced to reroute to a different street. - Regulatory signage - Partial physical closer - Full physical closer - Channelized Right-in, Right-Out - Diagonal or Median diverter Figure 4.23 Signage/ Partial closure Signage Partial Closer Right-In, Right-Out Median Diverter Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the neighborhood greenway corridor. Adequate protection at intersections should ensure that intersecting car traffic is blatantly aware of crossing pedestrians and bikers as well as establish comfortable crossing infrastructure for users. - Crossing signage - Pedestrian signals (RRFBs, HAWKS, etc) - Median refuge islands - Curb bulb outs Median Refuge Island RRFB Figure 4.24 Right-in, right-out Signage Partial Closer Right-In, Right-Out Median Diverter Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the neighborhood greenway corridor. Adequate protection at intersections should ensure that intersecting car traffic is blatantly aware of crossing pedestrians and bikers as well as establish comfortable crossing infrastructure for users. - Crossing signage - Pedestrian signals (RRFBs, HAWKS, etc) - Median refuge islands - Curb bulb outs Median Refuge Island RRFB Signage Partial Closer Right-In, Right-Out Median Diverter Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the neighborhood greenway corridor. Adequate protection at intersections should ensure that intersecting car traffic is blatantly aware of crossing pedestrians and bikers as well as establish comfortable crossing infrastructure for users. - Crossing signage - Pedestrian signals (RRFBs, HAWKS, etc) - Median refuge islands - Curb bulb outs Median Refuge Island RRFB Figure 4.25 HAWKS crossing Crossings – Protected intersections and crossings allow for continuous and safe travel of bikes and pedestrians along the bike boulevard corridor. Adequate protection at intersections should ensure that intersecting car traffic is highly aware of crossing pedestrians and bicyclists, while establishing a comfortable crossing experience for users. Median Refuge Island RRFB Curb Bulb Out HAWKS Crossing residents to drive on the bike boulevard. Physical treatments are constructed barriers that prevent certain vehicle traffic from entering the bike boulevard. 16 86 87 ◊ Plan for robust maintenance of Anchor Routes to ensure year-round use and a high level of accessibility. A complete set of maintenance recommendations are provided in the Design Manual. 3.3. Create an interconnected network of pedestrian and bicycle facilities by closing existing network gaps. This plan identifies areas of Bozeman that lack adequate access to the network and neighborhoods where facilities are isolated due to a lack of connectivity. New shared use paths and connectors are proposed in these areas to close network gaps and increase overall connectivity. ◊ Prioritize construction of network segments to close key connectivity gaps. This plan includes a project prioritization matrix located in the “How Do We Get There” chapter, which suggests a variety of recommended criteria including mobility equity and park accessibility. High priority projects should be added to the City’s CIP or funded with an allocation from the City’s street construction budget. ◊ Ensure new private development is required to construct any adjacent active transportation facility identified in this plan. As Bozeman continues to grow, private development has and will continue to be a primary vehicle for building out the active transportation network. The UDC should be reviewed to ensure this is clearly required and best practices from other communities should be adapted for Bozeman. "Traffic Calming on Babcock is critical as promoting access to Valley West park. Bike lane on Babcock is a step, but decreasing the width of the road and more trees close to the street edge would slow traffic more naturally on this corridor and improve multimodality." -PRAT Plan Engage Bozeman public comment connect Strategies 3.2. Identify and develop a network of Anchor Routes that serve as key travel corridors. Anchor Routes are the backbone of the active transportation network. Existing pathway corridors, like the Gallagator Trail, as well as new major corridors were identified as Anchor Routes. These primary routes will serve as longer-distance, lower-stress, and comfortable thoroughfares that anchor the active transportation network. Anchor routes provide a highly visible system enhanced by the wayfinding plan. These primary routes strive to maximize connectivity between key community locations. They are chosen because they provide cohesion within the system (sufficient spacing and connection to the supporting grid) and directness in terms of distance and travel time and they will be the focus of investment for improvements to safety, comfort and enjoyment for all ages and abilities. At times, Anchor Routes will be primarily part of a street cross-section that ties together lively civic spaces. At other times, Anchor Routes will fall entirely within a park or a parklike space. ◊ Identify key needs for land acquisition, easements, and coordination opportunities with land development projects to secure Anchor Route corridors. Developing a network of anchor routes will require a long- term vision and a comprehensive strategy to aggregate the necessary land or legal access. ◊ Prioritize funding to build, connect, and maintain Anchor Routes. The City should add prioritized shared use path and connector path projects to the Capital Improvements Plan (CIP). Likewise, an annual portion of the City’s street construction budget should be allocated to build shared use paths and critical connector paths. In areas of key park connectivity benefit and where severe barriers exist, cash-in-lieu of parkland money can be used to close gaps. Routes not likely to be completed with adjacent development should be prioritized. "I would love to ride my bike from Bozeman to Belgrade and Four Corners without traveling along a high vehicle traffic route." -PRAT Plan Engage Bozeman public comment What is an “Anchor Route”? Visionary Highly visible All-ages and abilities Uninterrupted All-season Anchor Routes are Shared Use Paths, with a minimum with of 12-feet, are intended to establish unbroken routes linking neighborhoods to parks and commercial areas. They connect to neighborhood trails and connector pathways to provide a unified network. 17 88 89 connect Strategies 3.4: Improve east-west connections that prioritize active transportation Most of Bozeman’s primary active transportation corridors run north-south, and this isn’t a coincidence. Many of the current corridors align with creeks or other waterways that flow through the city and generally run south to north. Thus, there are currently very few continuous path and trail corridors in Bozeman that run east- west resulting in serious connectivity and access issues. A priority was placed on proposing east- and west-running routes to address this network inadequacy. Figure 4.28 At locations where active transportation facilities cross a major street, a variety of treatments can improve visibility and safety for bicyclists and pedestrians 19th & Lincoln Pedestrian Crossing Mid Block Crossing on Oak St (View 1) Kagy & MSU Stadium Mid Block Crossing at Oak & Ferguson (View 2) mid-block crossings Mid-block crossings are often needed due to off-street active transportation routes intersecting the street network away from existing street intersections. These are ideal for connecting neighborhood trails to nearby services and the greater active transportation network. An effective mid-block crossing consists of a marked crosswalk, appropriate pavement markings, warning signage, and other treatments to slow or stop traffic such as curb extensions, median refuges, beacons, rectangular rapid flashing beacons (RRFBs), hybrid beacons, and HAWK signals. Designing crossings at mid-block locations depends on an evaluation of motor vehicle traffic volumes, sight distance, pedestrian traffic volumes, land use patterns, vehicle speed, and road type and width. Mid-block crossings should be provided where pedestrian and bicycle desire lines clearly exist such as along trails that do not conveniently connect to an existing intersection. Experience in Bozeman shows that diverting these users to nearby intersections is not effective or practical and will not dissuade many users from crossing at the most obvious location. On collector or arterial streets with center turn lanes, mid-block crossings should be paired with pedestrian refuge islands to shorten the crossing and break it into two stages. Mid-block crossings vastly simplify the number of potential conflicts and decisions that need to be made by both trail users and motorists over intersection locations. Figure 4.26 Conflict diagram showing that mid-block crossings have fewer conflicts with vehicles. Figure 4.27 The Gallagator trail at Graf Street where trail has been cut for road extension. Snow tracks after a few hours of use show that the sign routing users to a crosswalk 160 feet away is not effective. 18 N00.5 1 mile Figure 4.29 Critical intersection and midblock crossings for safe crossing investments. Roads Railroad City Boundary Growth Boundary Streams Lakes & Reservoirs Parks Existing Trails Intersection Crossings Midblock Crossings I-9 0 I-9 0 I-90I-90 I-90I-90 Oak StOak St Durston RdDurston Rd 7th Ave7th Ave3rd Ave3rd AveRouse AveRouse AveBaxter LnBaxter Ln Catamount StCatamount St Huffine LnHuffine Ln E Kagy BlvdE Kagy Blvd Main StMain St W Kagy AveW Kagy Ave19th Ave19th Ave19th Ave19th Ave90 91 ◊ Prioritize construction of east-west network facilities. ◊ Improve safety of pedestrian and bicycle crossings for east-west routes. There are numerous north-south arterial streets that act as major barriers to any east-west active transportation routes. Therefore, as the recommended east-west routes are implemented, safe crossings must be included. 3.5. Improve crossings for pedestrians and bicyclists to overcome major barriers. Addressing network barriers created by Bozeman’s arterial roadways is a priority to ensure that the active transportation system is no longer fragmented by busy streets. Strategies have been established for various safe and intuitive pedestrian and bike crossings across large roads, such as 7th Avenue, 19th Avenue, Oak Street, and Huffine Lane, which prevent continuous low-stress active transportation connectivity across the city. Critical locations for these crossings were identified by assessing pedestrian-bicycle-vehicle conflict points and desire lines along major arterials. ◊ Prioritize improvements to critical safe crossing locations. This plan identifies the locations of important crossings that need safety improvements. ◊ Implement ‘best practice’ safe crossing configurations and technology. The safest crossing design alternatives will likely not be the least expensive. The critical importance of providing the safest crossings and the long-term health and air quality benefits of increased ridership requires committing the necessary funding. connect Strategies Critical Intersections and Midblock Crossings 19 92 93 connect Strategies 3.6. Implement a comprehensive wayfinding system. A comprehensive wayfinding system is a mandatory element of Bozeman’s active transportation network. Effective wayfinding signage is a cost-effective way to improve the overall use and accessibility of the system. Comprehensive wayfinding helps people traveling throughout the network and directs them to community destinations. A coordinated and well-designed signage system improves the coherency of the network and can provide a greater sense of user security and comfort, as users receive confirmation that they are on the correct route and are aware of how far they must travel to reach their destination. ◊ Enhance users’ ability to navigate Bozeman’s network and find key destinations. The wayfinding system should give clear guidance to users to ensure their experience is safe and that they understand any accessibility considerations related to that particular pathway, crossing, or facility. ◊ Provide information such as destinations, direction, distance, and travel time. Detailed and accurate wayfinding information will increase user confidence, improve travel efficiency, and ultimately increase overall network utilization. ◊ Support and promote Bozeman’s identity. Future wayfinding should reinforce the unique identity of the City in the colors, textures and fonts used in signage. To ensure that the wayfinding identity is communicated comprehensively, implementation of the system should happen Figure 4.30 Oak street trail within phases over ten years and include parks and buildings that tie into the active transportation system. ◊ Build community voice into the wayfinding strategy process and raise visitor awareness of the overall network. The wayfinding strategy should look back to community feedback to the PRAT Plan related to access and safety in order to ensure increased awareness of the final result. 3.7: Install path imporovements along active transportation routes. Certain associated improvements adjacent to pathways are essential for the success of a functional and safe active transportation network. Others are not critical for network function but enhance the user experience, safety, and cleanliness, and are often greatly desired by the community and are particularly necessary when trying to effect mode shift toward bicycling. Shared Use Paths Connector Paths Neighborhood Trails Required Improvements Wayfinding Lighting Benches Bike racks Bike stations Trash Receptacles Wayfinding Bike racks Benches Wayfinding Dog Waste Stations Optional Improvements Picnic tables Water fountains Dog waste stations Lighting Bike stations Water fountains Dog Waste Stations Lighting Water fountains Trash Receptacles Benches Pathway Improvements Classification Case Study High Line Canal Vision Plan Denver Region, CO 2018 Gold National Planning Achievement Award For Public Outreach The plan proposed a comprehensive signage and wayfinding system as a kit of parts to unify the Canal’s identity and visitor orientation. The guidelines provided guidance about design direction and location placement for signage and wayfinding. Consistent identity for trails and pedestrian routes easily and safely guide users to and from the Canal as well as nearby landmarks, facilities, and community services. 20 94 95 ◊ Commit to installing the recommended required improvements. As discussed further in Design Manual, certain supporting facilities like wayfinding and lighting are essential to a highly functioning active transportation network and therefore are mandatory. ◊ Prioritize installation of recommended optional improvements to enhance user experience. Optional mprovements not only improve resident’s experience but encourage higher utilization of the active transportation network. These include strategically located benches, bike racks, and water fountains. 3.8: Better utilize linear parks and watercourses to connect the active transportation network with parks and open spaces. Many of the existing network gaps and new routes identified in this plan could be implemented by allowing more flexible use of linear parks and watercourse setbacks. In order to do so the Unified Development Code must be revised as recommended in the Policy Considerations section, within the “How Do We Get There” chapter. ◊ Allow all active transportation typologies to be located within watercourse setbacks. Shared use paths, connector paths, and neighborhood trails should be permitted within Zone 2 of watercourse setbacks regardless of surface types in areas where infill pathways are needed or where lot constraints prevent additional setback. ◊ Allow certain active transportation corridors to be designated as linear parks that meet parkland requirements. In many cases corridors that incorporate pathways and adjacent open space should be recognized as both active transportation routes and parkland. connect Strategies “I would like to see the city plan for a connecting network of trails that allow bike and ped access throughout the city, even to Belgrade and Bridger Bowl, etc.” -PRAT Plan Engage Bozeman public comment 3.9: Ensure inclusive and equitable access to and within parks. To develop an inclusive active transportation network, pathways must be designed and maintained to engage communities of varying incomes, and feel safe and accessible to all age groups, modes of travel, and ability levels. The network should consist of a variety of facility types that promote walking, biking, and micromobility as both recreation activities and transportation options. Finally, the network of shared use and connector paths should meet the minimum standards for accessibility to create a variety of accessible active transportation and recreation opportunities for those with mobility challenges. what is micromobility? Micromobility is an umbrella term encompassing a variety of small, generally low-speed vehicles and conveyances that can be electric or human- powered and privately owned or part of shared fleets. Micromobility devices include most small, predominantly one-person vehicles that operate at low speeds and are not gas-powered. Most micromobility devices fit within a standard bike lane or sidewalk and weigh less than 100 pounds. Although the term applies to everything from skateboards to wheelchairs, the term, coined by Horace Dediu, gained popularity when fleets of bikes and scooters flooded city streets in the 2010s, kicking off a revolutionary trend that has altered the way planners and policymakers think about and regulate street space in many cities. When supported by safe and accessible infrastructure, micromobility devices can bridge the gap between public transit options, replace cars for short trips, and complement larger delivery vehicles by providing last-mile services in dense neighborhoods. Shared fleets can eliminate the cost of private ownership and the hassle of bringing devices onto public transit while connecting urban residents to their destinations. Source: What Is Micromobility? | Planetizen Planopedia 21 96 97 connect Strategies ◊ Develop policies to allow for the use of e-bikes, e-scooters, and similar modes of assisted mobility on active transportation routes. Electric assisted modes of micromobility encourage and allow more people to engage in active transportation. Comprehensive policies that include education and enforcement components can effectively incorporate all modes and minimize user conflicts. Enforcement starts with good design. ◊ Develop a toolkit to evaluate and prioritize projects. Use adopted City plans (Strategic Plan, Community Plan, Climate Action Plan, Transportation Master Plan), key network connections, and equitable access goals as prioritization criteria. 3.10: Revise network typology classifications and comprehensive design and maintenance standards. Clearly defined typologies for active transportation routes is critical to identifying which facilities best serve which users. The recommended typologies are intended to not only provide common nomenclature for this plan and future plans, but also to establish corresponding design standards. A more comprehensive analysis of these typologies and standards is included in the Design Manual. ◊ Redefine and simplify off-street active transportation typologies. This plan recommends a revised structural hierarchy of pathway typologies that loosely mimics Bozeman’s roadway classifications of arterial, collector, and local streets. The three recommended pathway typologies are shared use paths, connector paths, and neighborhood trails. ◊ Create standards for bike boulevards. Bike boulevards create low-stress routes within existing neighborhoods by increasing awareness and safety of pedestrians and bicycles, by ensuring vehicle speeds are reduced. Major street crossings will have treatments designed to enhance safety and comfort. Winter maintenance, like removing snow from shared use paths, is critical to year-round active transportation Street Network Active Transportation Network Local Neighborhood Collector Connector Arterial Shared Use Urban Route Anchor Route Comparative Typologies ◊ Establish comprehensive standards and specifications for construction and maintenance. Standards for the design and construction of all active transportation typologies is critical to successful implementation of the PRAT Plan. Maintenance standards for construction, surface preservation, repairs, safety precautions, and managing adjacent landscaping should be developed for and consistently applied to all network typologies. 22 108 109 Parks Implementation Guidance Active Transportation Implementation Guidance Design and maintenance Manual in this chapter5. how do we get there? Parks Implementation Guidance Successful implementation of the strategies and projects identified by the Parks, Recreation and Active Transportation Plan requires balancing and addressing community aspirations, partner and stakeholder goals, and the Department’s mission and vision. The following build on the strategies and actions identified in the PRAT plan document and serve as first steps the Department and the City can take to begin a successful and inclusive implementation process. The PRAT Plan is a Framework The vision, goals, strategies, and recommendations should serve as a framework for decision making. When decisions or responses to the Bozeman community are needed, the plan serves as the reference point for decision making and whether or not new issues or responses to the community are of higher importance than what’s been established as existing direction. Because the plan is an integral tool for the Department, it should also be central to employee onboarding. Track Progress: Publicly release the plan online by placing the plan on the Department’s website and on Engage.Bozeman to track plan implementation progress on these sites. The Department can share updates about recommendation implementation progress. Track and share progress with interested partners and community members as well as with key decision makers. At the end of each fiscal year, reflect on the results of the implementation efforts to-date and include continued community engagement and progress made within each big idea. In addition to yearly reviews, the Department should comprehensively reflect on accomplishments to-date and evaluate progress in equitable project completion that achieves the plan’s goals. These comprehensive reviews are an opportunity for Bozeman to refine or change strategies and recommendations to reflect changing community needs and recreation trends. In these reports the Department should provide data and metrics to clearly articulate plan developments and explain project benefits in a way various audiences can understand Identify the Plan Champion(s) Identify a primary staff person (or team) to guide various pieces of the plan’s implementation to ensure success. These staff people are responsible for monitoring progress and works with staff to effectively integrate the plan into the department. A 23 110 111 • Guide outreach in an inclusive direction and adapt to changing community desires by using formalized policies for outreach advertising and messaging. • Use strong, clear visuals paired with data and reflections on community input to frame the conversation. • Hold meetings at times and both in person and online that make it possible for all members of the community to participate. • Partner with community leaders and project partners to maintain momentum for the plan. • Build from the Safe Routes to Parks liaisons program to address language barriers, communication issues, and cultural barriers. Regulations The City of Bozeman enables park acquisition and improvments through the Unified Development Code. The City should use the design manual and the current geographic distribution and gaps in parks and specific park types to dictate what types of investments should be made in different parts of the city, either by the city on city-owned or dedicated land or by developers. The following actions are recommended. • UDC revisions are recommended that support an equitable distribution of elements, park types, and facilities, especially in communities of color, low income communities, and in places where there are gaps in safe, walking access. • Collect copies of all adopted individual park • ·Continue to require that developers prepare individual park master plans for all newly dedicated parkland. • Revise the Unified Development Ordinance to support more connected park spaces and Active Transportation investments. • ·Allocate funds in the City budget for City staff and/or consultants to prepare individual park master plans for existing parks lacking an adopted plan. • Revise and update existing park plans to reflect changing community needs as identified by this process and community feedback. Active Transportation Implementation Implementation is the primary goal of any community plan. However, there are fundamental questions that must be answered to successfully implement a comprehensive active transportation network connecting Bozeman’s parks and recreation facilities. How will new routes and segments be established? Who pays for construction? How will the routes be maintained? What criteria determine prioritization for investment? The foundation of successful implementation is built upon coordination and cooperation between the City, landowners, developers, non-profit organizations, and Bozeman’s citizens. Coordination beyond Bozeman and its city limits are also critical to ensure the plan’s active transportation efforts align with strong candidate or team should be knowledgeable of the planning process, design and community engagement values of the recommendations made by the plan. Additional staff members should also lead specific big ideas. These individuals can manage each recommendation within a big idea to ensure implementation is followed through and communicated with the Plan Champion, project partners, stakeholders and the broader community. Commit to Community Goals Engage community members (residents, businesses, Department partners, and non-profit organizations) early and often during the implementation process. A knowledgeable community is the best way to secure support and ensure the project(s) suit the needs of those who will benefit from them. Equity needs to continue to be at the forefront of all conversations and engagement with underresourced communities must also be paramount to the engagement process. The following actions can be used to help get the word out and provide a continuous feedback loop with community members: • Engage the community through maintenance and recreation program staff who interact with the community daily in conversation or through formal feedback methods. • Include a plan progress update in the Urban Parks and Forestry Board agenda to keep staff and stakeholders informed of the plan’s progress. PARTNERS Regular Maintenance and Monitoring Activation and Programming Significant Renovations or New Investments Core Implementer Plan Partner Core Implementer Plan Partner Core Implementer Plan Partner Parks/open spaces Parks and Cemetery Property Owners Associations Recreation Volunteer organizations; Downtown Bozeman Partnership; Western Transportation Institute; Private Recreation Programmers; HRDC; Leagues Parks Planning & Development; Bozeman Planning Division Private Developers, Land Trusts (e.g. Gallatin Valley Land Trust, Trust for Public Land) Trails/AT System Parks and Cemetery Future Trails Staff; Private maintenance crews to offset staff capacity Recreation Gallatin Valley Land Trust; Western Transportation Institute; Private Recreation Programmers Parks Planning & Development; Bozeman Planning Division Private Developers, Land Trusts (e.g. Gallatin Valley Land Trust, Trust for Public Land) Buildings/ facilities Facilities Management Recreation; Aquatics Bozeman Libraries; Bozeman School District Parks Planning & Development YMCA, Bozeman Libraries; Bozeman School District Potential Plan Champions 24 112 113 range of methods. Often, they need to be constructed with private property owners as required by Bozeman Unified Development Code. Connector paths can be planned and budgeted as a part of street improvement or construction projects. Lastly, non-profit partners may also construction new connectors. Neighborhood Trails Trails are typically constructed in conjunction with private development. Therefore, they are primarily dictated by the Unified Development Code. Regulations The City of Bozeman requires active transportation improvements through the Unified Development Code, Section 38.400.110 Transportation Pathways and Section 38.420.110 Recreation Pathways. There are also design and construction standards for some active transportation facilities within the City’s public work standards. The following actions are recommended. • New development, regardless of type, should the required to construct any active transportation facility identified in this plan. The UDC should be reviewed to ensure to this is clearly required. • Several other UDC revisions are recommended in Item 2 and Item 4 within the UDC appendix. This includes allowing all active transportation facility typologies to be located within watercourse setbacks and allowing certain facility corridors to count towards a project’s parkland requirements. • The City should revise its public works standards to include all of the active transportation facilities identified in this plan and the corresponding specifications. Policies Building the comprehensive active transportation network requires a variety of aligned policies to ensure efficient implementation. A review of existing policies should be completed to ensure they support the recommendations in this plan. The following actions are recommended. • Replace the routes proposed by the PROST Plan with those proposed in the PRAT Plan in the City GIS Community Development and Infrastructure Viewers. • For the PRAT Plan routes added to the City GIS include a data layer like the “View Additional Resources” layer currently available for existing facilities to provide basic specifications of the proposed routes. • Continue to engage developers and educate them about the PRAT Plan routes, facility classifications, design standards, and maintenance requirements. Ensure the PRAT Plan is readily available and directly referenced in Community Development Department entitlement process materials. those in Gallatin County as outlined in the 2020 Triangle Trails Plan. The implementation strategies focus on network construction and route maintenance. As emphasized throughout this plan, properly maintaining existing routes is equally important to constructing new ones. The primary implementation components for both construction and maintenance include: • Methods: Various methods need to be used to construct and maintain Bozeman’s active transportation network • Regulations: City regulations must efficiently guide route construction within future subdivisions, private development, and public transportation projects • Policies: City procedures and policies need to align with the goals of establishing and maintaining a robust active transportation network • Standards: Clear standards for route construction and maintenance must be established and coordinated between jurisdictions and partners • Funding: Multiple sources of financing for both construction and maintenance must be identified and leveraged • Prioritization: Strategic criteria need to be utilized to establish annual and long-term priorities for route construction and maintenance Network Construction Active transportation facility construction is needed throughout the community for several key reasons: extending existing routes; closing gaps in the existing network; upgrading an existing segment from one typology to another; and providing entirely new routes. This plan recommends construction projects meeting all four of these needs. Methods A variety of methods will be employed to construct new routes and segments of the active transportation network. Which method for a given construction project will be most appropriate will depend on facility type, location, responsible parties, and funding sources. Shared Use Paths Shared use paths are typically, but not always, aligned with street corridors. Therefore, the most logical method for constructing new shared use paths is to incorporate them into street improvement and construction projects. These projects are usually planned and funded by the City of Bozeman or Montana Department of Transportation, but occasionally are part of large private developments. The “Path to the M” is an example of a significant shared use path construction project involving multiple government jurisdictions and several non- profit organizations. Connector Paths Connectors can be constructed using the widest 25 114 115 Neighborhood trail construction will likely be incorporated as part of future residential and commercial development projects. These improvements will be completed by the developer as part of a private project’s required infrastructure improvements. The Gallatin Valley Land Trust (GVLT) has partnered with the City to construct numerous neighborhood trails throughout the community. GVLT will continue to play an important role in the implementation of the PRAT Plan as it relates to trails. The following actions are recommended. • Continue to ensure that UDC requirements facilitate the construction of neighborhood trails in a way that connects to the larger active transportation network. • Consider using Cash-in-Lieu of Parkland funds for constructing trails that are part of park and recreation facilities. • Continue to partner with GVLT to develop important neighborhood trails. State and Federal Grants Transportation Alternatives (TA) Set-Aside from the Surface Transportation Block Grant Program (STBG) The Surface Transportation Block Grant program (STBG) provides flexible funding that may be used by States and municipalities for projects to improve the conditions and performance on any Federal-aid highway, bridge and tunnel projects on any public road, pedestrian and bicycle infrastructure, and transit capital projects. The recent Infrastructure Investment and Jobs Act, also known as the “Bipartisan Infrastructure Law” (BIL), expanded and reformed this critical program which supports smaller biking and walking projects. The act also increased the size of the transportation alternatives funding set aside. Rebuilding American Infrastructure and Sustainability and Equity (RAISE): The RAISE program to help urban and rural communities move forward on projects that modernize roads, bridges, transit, rail, ports, and intermodal transportation and make our transportation systems safer, more accessible, more affordable, and more sustainable. Previously known as BUILD and TIGER discretionary grants, these competition awards support the development of transportation infrastructure. Bipartisan Infrastructure Law (BIL) more than doubled the funding the RAISE Program in 2022. Federal Lands Access Program (FLAP) This program provides funding to improve transportation facilities that provide access to, are adjacent to, or are located within Federal lands. The Access Program supplements State and local resources for public roads, transit systems, and other transportation facilities, with an emphasis on high- use recreation sites and economic generators. Recreational Trails Program (RTP) This is a financial assistance program of the U.S. Department of Transportation’s Federal Highway Administration (FHWA). The RTP provides funds to the States for a variety of uses including construction of new recreational trails and acquisition of • Revise policies and procedures to reference the Triangle Trails Plan and the Triangle Transportation Plan. • Develop policies in conjunction with Gallatin County and the City of Belgrade to review proposed network facilities adjacent to jurisdictional boundaries and identify opportunities to partner on the construction of new routes. • The City should include the active transportation component of the PRAT Plan within the scope of establishing a Metropolitan Planning Organization (MPO). Funding Financing the construction of a comprehensive active transportation network will require a long-term commitment from the City and its partners. A variety of funding sources will be necessary to implement the route construction proposed in this plan. Different funding mechanisms will apply to each facility typology. Numerous State and Federal grants are available annually to assist with active transportation facility construction. These grant funds are awarded on a competitive basis and demand often exceeds allocation. While grants are not a reliable source of funding, they are worth pursuing. An overview of applicable grants is included below. The purpose of the future Metropolitan Planning Organization (MPO) is to coordinate transportation planning. The MPO may be an option to assist with the planning, coordination, and funding for active transportation route construction. New shared use paths that align with City or State rights-of-way can be designed and constructed as streets and roads are improved or built. Therefore, the funding could come from several sources or a combination thereof including Montana Department of Transportation, City of Bozeman, private developers, and grants. Connector paths are a critical component of a complete active transportation network and can be funded similarly to, and potentially in conjunction with, shared use path projects. The following actions are recommended. • Add prioritized shared use path and connector path projects to the Capital Improvements Plan (CIP) • Allocate an annual portion of the City’s street construction budget to build shared use paths and critical connector paths • Consider using Cash-in-Lieu of Parkland funds for constructing routes that are part of park and recreation facilities • Include Bozeman’s active transportation network and plan into the scope of the future Metropolitan Planning Organization • Identify potential State and Federal grants for proposed shared use and connector path projects on an annual basis • Coordinate with other jurisdictions and partners to secure matching funds and improve competitiveness of active transportation grant applications. 26 116 117 is coordinated with the growth policy, Bozeman Strategic Plan and other city documents, the City’s growth policy, and in light of the time and effort invested in the preparation of this plan,staff should follow the procedures for growth policy amendments and other relevant state laws for revisions. Amendments to Individual Park Master Plans Since adoption of the PROST in 2007, there has been a goal to update park master plans for existing individual parks within the system. With the adoption of the PRAT, this effort should be undertaken on a neighborhood or other sub-area level to forecast improvement needs for the Department, partners and new developments to implement the recommendations in the PRAT and changing community needs. The individual park master plans should be conceptual in nature and will be used to: ◊ implement new design guidelines as identified in the PRAT Design Manual for the individual park type ◊ analyze site-specific potential and existing conditions ◊ forecast what types of improvements are needed in individual parks to improve the balance of offerings across all neighborhoods and to eliminate access barriers. ◊ target appropriate grant funds and partners. Using neighborhood-level or other subareas, such as Urban Renewal Districts, as the boundary for these amendments, this type of assessment will not only guide investments in existing parks, it will illustrate needs that parks in new developments can meet. Parks and Recreation staff should work with the Urban Parks and Forestry Board and the City’s Communications and Engagement staff to design appropriate community engagement for the scale and scope of these amendments. Cash-in-lieu of Parkland (CILP) funding can be used for planning efforts and would be an appropriate source of funding for this effort because it would set up future CILP and Improvements-in-Lieu of Parkland (IILP). easements and fee simple title for recreational trail corridors. Montana Trail Stewardship Program This program is administered by Fish, Wildlife, and Parks Department and can be used for the construction and maintenance of natural trails or shared use paths. The maximum award is $75,000 and approximately $1.67 million were dispersed to over 30 projects in 2022. Prioritization The PRAT Plan proposes an ambitious slate of new active transportation routes to extend and connect the network. The construction of new segments and routes will take years and considerable funding. Therefore, it is important to develop and utilize a method to prioritize the proposed improvement projects. This plan includes a weighted prioritization matrix template utilizing the criteria listed below. The following actions are recommended. • Develop a methodology for prioritizing potential active transportation network projects based on the following criteria: • Importance of active transportation connection or route as outlined in the PRAT Plan • Importance to the Parks & Recreations Department facilities, operations, and objectives of the PRAT Plan • Importance to the Bozeman Area Transportation Master Plan • Importance to the Bozeman Climate Action Plan • Importance related to Diversity, Equity, and Inclusion goals • Opportunity to leverage partnerships and funding sources • Create, and annually revise, a rolling 5-year construction plan similar to the City’s CIP • Add larger high-priority projects into the City’s CIP Looking Forward The PRAT plan sets forth an ambitious vision and series of goals for the growth of the system that are driven by community voices. These goals are the product of rigorous community conversations, multiple surveys, in-depth analysis, and stakeholder visioning. Going forward, the City should use the plan as a tool to assist in decision making as it relates to investment strategies and resource allocation to ensure barriers to participation are removed and create a more equitable system. Finally, the PRAT plan should serve as a unifying document that helps align the needs of the community with the priorities and actions of the City in order to continue to grow an inclusive, loved, and connected park system. Amendments to the Parks, Recreation, and Active Transportation Plan The PRAT Plan should be reviewed and revised as needed every 5 years. Because the PRAT Plan 27 Design Manual 28 Unifying principles The following principles guide the development and maintenance of City-owned or managed parks with the goal of creating a safe, accessible, sustainable, and long lasting system of parks, trails, and facilities. These principles should be used to ensure the City’s capital improvements and decisions about park and facility maintenance align with the goals and vision laid out by the Parks, Recreation, and Active Transportation Plan. Ecology & Environment The City should strive to maintain or enhance the ecological function and resiliency of its open space, trail, and recreation assets. Accessibility & Inclusivity City parks, facilities, and trails should strive to exceed requirements for accessibility to engage visitors of differing abilities. Durability & Efficiency Materials, furnishings, and landscaping used to construct or improve City assets should be able to withstand frequent and intense use and limited maintenance. Equipment should sourced from sustainable materials and should require typical, easy to access replacement parts. 29 Typical Assets Identifiers 30 The following standards identify important elements and facilities that should be included in the design, construction, and maintenance of parks and open spaces to align with the vision and goals of the PRAT Plan. The standards are broken out into two topics - systemwide requirements, which include investments in physical accessibility, lighting, and landscape elements; and guidance for design and maintenance by park type. As community needs and trends change, this guidance should continue to provide a relevant and consistent framework for the design, renovation of future parks and open spaces. System-wide Park Standards 31 • Reduce road and walkway widths to minimum acceptable dimensions. • Reduce the size/width of parking spaces to NACTO minimums and limit the number of parking stalls. • If an entrance or route is not accessible, install signage that indicates the next closest accessible entry. Trees Trees provide shade and reduce the impacts of urban heat island on hot days. Trees also sequester carbon and help to reduce soil erosion through their root systems. Trees contribute to the natural look and feel of urban parks year round. The City should take care to protect existing trees through proactive monitoring and maintenance. New trees should be planted in communities with low tree coverage and to plan for successful succession of the canopy within older parks and open spaces. The City should ensure diverse species selection in parks and city-owned open spaces. The City should also advocate for more street trees at the perimeter of parks and facilities. Required Facilities The following amenities and furnishings are important facilities to include in all parks and open spaces to provide clear and cohesive identity, encourage safe access, and enhance park enjoyment. Barrier free/Accessible paths Parks should be made accessible to a wide range of visitors, including persons with varying abilities, and they must connect safely and efficiently to surrounding transit stops and neighborhood streets. Accessible routes often result in paved connections, which can increase impervious surfaces, negatively impact stormwater capture, and increase heat island effect. To reduce these negative impacts on accessible paths and parking needs, consider the following: • Use semipermeable or permeable surfaces that meet or exceed ADA/Universal Design requirements. • Share parking with neighboring uses, like schools. Milwaukee Path - Missoula cross city trail 32 Signage Clear, consistent, and accessible signage and wayfinding helps to communicate what parks, trails, and facilities have to offer and reinforce the City’s identity and role in maintaining these community spaces. There are many types of signs that should be considered in Bozeman parks and facilities, depending on the park or facility’s use. • Informational signage clearly communicates the City’s relationship in owning or maintaining the park or facility. • Directional signage and wayfinding helps to direct visitors to destinations within parks and facilities, and will set expectations about distances between destinations. • Interpretive signage can be used as an educational feature to describe the park’s historic, cultural, or environmental significance. Seating Seating and benches give park users a place to rest, socialize, and enjoy their parks. Benches, picnic tables and other seating should be prioritized along highly trafficked paths and parks, and in natural spaces. Consider age-friendly bench designs that prioritize back support and arm rests as well as benches and picnic tables with adjacent wheelchair spaces. Trash & Recycling Placing trash and recycling receptacles along major network paths helps keep pathways, corridors, and their surroundings clean and more enjoyable for their users. 33 Enhancing Amenities These amenities are not critical for a functional active transportation network but enhance the user experience, safety, and cleanliness, and are often greatly desired by the community. Lighting Pedestrian scaled lighting should be considered at entrances and in parking lots or fields of larger parks, many special use facilities, and other parks used throughout the year. Adequate lighting should also be considered along popular pathways and trails through parks. Pedestrian scaled lighting increases safety for users throughout the year. Shade Structures Shade structures range in size, materiality, cost and purpose. They include arbors, pergolas, gazebos, pavilions, and canvas tensile structures over playgrounds and bleachers at fields. These structures should be used in places where shade trees are limited and where shade trees conflict with the particular park use, e.g. playing field or meadow. Comfort stations/Restrooms In larger parks like regional parks and certain special use facilities, permanent, ADA accessible restrooms should be considered. Comfort stations are appropriate as temporary facilities tied to large events, festivals, or other large gathering. Bike Racks Bike racks provide reliable bike storage options at parks with access to major trails and pathways. As stated in the Active Transportation section, providing ample bike racks reduces potential issues of bikes being locked inappropriately to trees, park furniture, and private property. Bike Repair Stations Bike repair stations can be helpful for bicyclists if they are caught with an unexpected flat tire or need to make an adjustment to their bike during a ride. As noted in the Active Transportation section, bike repair stations should be located along major bike corridors and in major parks that are popular for bike users. Dog Waste Stations Dog stations provide pet waste bags and a trash receptacle for dog owners that use parks. Installing dog stations along popular dog walking areas can be beneficial in maintaining clean parks and trails. Water Fountains Outdoor public water fountains along pathways are often desired by active users. However, upkeep of these amenities is extensive which reduces their practicality in many situations. Providing public water fountains will be deliberate decisions that will hinge on specific locations and circumstances. Picnic Tables Picnic tables can be appropriate along pathways near community hubs. They provide opportunities for a variety of social activities that can be enjoyed outdoors such as picnics, games, and conversations. Irrigation 34 Design + Maintenance Guidance by Park Type The following principles guide the development and maintenance of City-owned or managed parks with the goal of creating a safe, accessible, sustainable, and long lasting system of parks, trails, and facilities. These principles should be used to ensure the City’s capital improvements and decisions about park and facility maintenance align with the goals and vision laid out by the Parks, Recreation, and Active Transportation Plan. Pocket Parks Neighborhood Parks Community Parks Special Use Parks Natural Areas Natural Areas within Parks Linear Parks 35 Special Use Natural Areas Community Neighborhood Pocket Linear Roads Buildings City Boundary Railroad Streams Lakes & Reservoirs Park Types 36 Pocket Parks are used to address limited, isolated or unique recreational needs. They are typically 1 acre or less in size and contain amenities such as recreational opportunities for young children with slides, swings, spring toys and the like. They may also function as landscaped public use areas in commercialized parts of town, and serve as a destination within a 5 minute walk of a neighborhood. The service area for a pocket park is a ¼-mile radius around the park in a residential setting. Pocket Parks 10 Acres | 20 Parks Annie St & Cottage Park Ln Baxter Square Black Ave Pocket Park Bosel Park Childrens Memorial Gardens Cotton Park Ln Creekside Park Equestrian Park Farmhouse Ln & Little Cottage Ln Lewis and Bark Dog Park Milkhouse N Pocket Park Milkhouse S Pocket Park North Meadows Park Northeast Neighborhood Park Norton East Ranch Subdivision Park Pinnacle Star Street Sacajawea Park Sanders Park Soroptomist Park Valley Commons Park Valley Meadows Westglen Park Westlake Community Garden Relevant Parks Soroptimist ParkWestglen Park 37 Arterial access through residential plots Access to shade and planting Immediate access through sidewalks and residential streets Access to play areas Typical Assets and Design Considerations Program & Use Pocket Parks typically contain amenities such as recreational opportunities for young children with slides, swings, spring toys and the like. Temporary amenities like movable tables and chairs support social activities and gatherings that tie into the daily activities of move active parts of the city. Environmental Benefits Design grading to direct stormwater into planted areas and mitigate the need for regular irrigation. It is important to evaluate the quality of the soils on site in more dense, urban pocket parks to ensure the soil can support increased stormwater volumes. Plant native, hardier plants that can serve as windbreaks that break up wind tunnel effects and to support sensitive low lying plants. Limit paved surfaces and cluster plantings throughout the site to reduce urban heat island effect. Siting & Access Accessibility by way of interconnecting trails, sidewalks, or low-volume residential streets increases use opportunities. Recognizable public access should be provided with at least 50 feet of frontage on a public or approved private street. In terms of size, they are generally between 2,500 square feet and one acre in size. Connections and relationships to the surrounding context are also key to providing an accessible and visually cohesive connection to surrounding buildings, paths, and streets. Connections within and to the park from nearby bike lanes and greenways should be prioritized, especially those that connect into city anchor routes. Curb cuts at street crossings and wayfinding to direct visitors to surrounding amenities, especially downtown, will help orient visitors to various destinations. 38 Neighborhood parks are the basic unit of the park system, and serve as the recreational and social focus of the neighborhood. Focus is on informal recreation for all age groups and geared towards those living within the service area. Neighborhood parks should be centrally located within their service area, with access uninterrupted by non-residential roads and other physical barriers. The service area of a neighborhood park has a ¼- to ½-mile radius. Neighborhood Parks 223 Acres | 34 Parks Alder Creek Centennial Park Cooper Park Creekwood Subdivision Park Diamond Park Enterprise Park Flanders Creek Subdivision Park Four Points Minor Subd. Park Gran Cielo Headlands Park HRDC (West Babcock Park) Icon Park Jarrett Park Legends At Bridger Creek Park M Anderson Park Matthew Matsen Park Meadow Creek Park NE Corner & N Laurel Pkwy New Hyalite View Park Sandan Park South University Distict Southside Park The Lakes At Valley West Park Traditions Subdivision Park Valley Unit Park Valley West Park Walton Homestead Park West Winds Park Westbrook Westfield Park Relevant Parks Centennial Park Valley West Park 39 Typical Assets and Design Considerations Program & Use Facilities include playgrounds; informal playfields or open space; basketball, tennis and volleyball courts; ice skating; trails; and picnic and sitting areas. Environmental Benefits Similar to the pocket parks and plazas typology, it is imperative to design grading to direct stormwater into planted areas and mitigate the need for regular irrigation. In these active, neighborhood serving parks, investments in low maintenance plantings and shade trees will support community use on hot days and reduce urban heat island effect from surrounding areas. Siting/Access The site should be accessible from throughout its service area by way of interconnecting trails, sidewalks, or low-volume residential streets. Ease of access and walking distance are critical factors in locating a neighborhood park. A neighborhood park should have a minimum of 50 percent frontage on a public or approved private street. Neighborhood parks are generally 3 to 10 acres in size. Leftover parcels of land that are undesirable for development are also generally undesirable for neighborhood parks and should be avoided. It is more cost-effective to select a site with inherent aesthetic qualities, rather than trying to recreate them through extensive development. Connections and relationships within the neighborhood will help to provide accessible and visually cohesive relationships to surrounding community destinations. Connections within and to the park from nearby bike lanes and greenways should be prioritized, especially those that connect into city anchor routes. Curb cuts at street crossings and wayfinding to direct visitors to surrounding amenities, especially downtown, will help orient visitors to various destinations. City Goal of 100% Frontage on Public Roads Central location in residential neighborhoods Flexible Multi-Use Open Spaces Connection to sidewalks, community trails and greenways 40 Community parks are larger in size and serve a broader purpose than neighborhood parks. Their focus is on meeting the recreational needs of the entire community. They allow for group activities and offer other recreational opportunities not feasible – nor perhaps desirable – in a neighborhood park. Community Parks Story MillCommunity Park Bozeman Pond Glen Lake Rotary Park Kirk Park 199 Acres | 8 Parks Beall Park Bogert Pond Bozeman Pond Glen Lake Rotary Park Kirk Park Lindley Park Story Mansion Park Story Mill Community Park Relevant Parks 41 Program & Use Potential recreation facilities include playgrounds; basketball, tennis and volleyball courts; informal ballfields for youth play; ice skating rinks (temporary); swimming pools or swimming beaches; trails, including cross-country ski trails; individual and group picnic/sitting areas; general open space; unique landscapes and features; nature study areas; and ornamental or native plant gardens. Environmental Benefits Similar to the pocket parks and plazas typology, it is imperative to design grading to direct stormwater into planted areas and mitigate the need for regular irrigation. These larger parks can also direct runoff towards designed bioretention systems (e.g., swales and rain gardens). Wherever possible, these parks should increase planting areas that can capture stormwater and support water conservation measures citywide, through low irrigation, native plantings. Siting/Access Optimally, the site should be between 20 and 50 acres in size; however the actual size should be based on the land area needed to accommodate desired uses. The site should be serviced by arterial and collector streets, as well as the community trail system. Parking lots should be provided as necessary to accommodate user access. The site’s natural character should play a very significant role in site selection, with emphasis on sites that preserve unique landscapes within the community and/or provide recreational opportunities not otherwise available. Typical Assets and Design Considerations Recreational Facilities Connection to community trail system Native Planting Areas Arterial / Connector Streets + Parking Access 42 The Special Use classification covers a broad range of parks and recreation facilities oriented toward single-purpose or specialized use. Special uses generally fall into three categories: • Historic/Cultural/Social Sites – Unique local resources offering historical, educational, and cultural opportunities. Examples include historic downtown areas, performing arts facilities, arboretums, ornamental/native plant gardens, sculpture gardens, indoor theaters, public buildings, and amphitheaters. • Indoor Recreation Facilities – Examples include community centers, senior centers, sports stadiums, community theaters, indoor hockey arenas, and indoor swimming pools. • Outdoor Recreation Facilities – Examples include tennis centers, sports complexes, golf courses, disc golf courses, hockey arenas, BMX parks and skate parks. Special Use Parks 201 Acres | 9 Parks Bozeman Sports Park Bronken Park - Soccer Complex Christie Fields North Grand Field Rose Park Snowfill Softball Complex West Babcock Park Westlake BMX Park Relevant Parks 43 Typical Assets and Design Considerations Program & Use Among the most active recreation places within the City’s park system, these parks and facilities support a range of activities and should be designed to address the desires of community members, national and local recreation trends, and the need for flexibility. Opportunities for active recreation should be expanded to support intended audiences as well as their caregivers, spouses, and spectators. To support extended use of the facilities, these places should support the comfort of all visitors through water fountains, bathrooms, shade trees, benches and accommodations for persons who ave physical disabilities or are neurologically diverse. Siting/Access Recreation need, community interests, the type of facility, and land availability are the primary factors influencing location and size. Special use facilities should be viewed as strategically located community-wide facilities rather than as serving well-defined neighborhoods or areas. The site should be accessible from arterial and collector streets where feasible. Indoor / Outdoor Recreation Facilities Native Plant Gardens Environmental Stewardship Cultural Sites Arterial Road Connections Specific Athletic Asset (for example pump track) Large Athletic Facilities Recreational Facilities 44 Natural resource areas are lands set aside for the preservation of natural resources, remnant landscapes, open space, and visual aesthetics or buffering. Oftentimes, these areas are contained within existing parks, and require a different management approach from more isolated natural areas. For example, Mcleod Park is a neighborhood park with natural areas that have to be well designed and integrated into the park to work alongside existing recreational uses. There are similar examples in West Winds Park and Bronken Park. These lands typically consist of: • Individual sites exhibiting natural resources; • Lands that are unsuitable for development but offer natural resource potential. Examples include parcels with steep slopes and natural vegetation, drainage ways and ravines; and • Protected lands, such as wetlands, riparian areas and ponds. Natural Areas (including those within parks) 184 Acres | 27 Areas Alder Creek Natural Space Allison Park Bridger Creek Park Bronken Park - Natural Space Burke Park Cattail Lake Subdivision Public Park Flanders Creek Subdivision Park Natural Space Grafs East Park Hauser Park Ice House Park Josephine Park Laurel Glen Park Loyal Gardens Subdivision Park Mcleod Park Meadow Creek Subd Public Park Norton East Ranch Sub Park Natural Space Oak Springs Park Access Corridor Peets Hill Shady Lane Public Park Traditions Subdivision Park Natural Space Tuckerman Park Valley West Park Natural Space West Winds Park Natural Space Willow Park Relevant Parks with Natural Areas Baxter Meadows Natural Space Baxter Square Natural Space Cattail Creek Natural Space Ferguson Meadows Natural Space Relevant Standalone Natural Areas 45 Typical Assets and Design Considerations Program & Use Although natural areas are resource rather than user based, they can provide some recreation opportunities such as trails, and nature viewing and study. They can also function as greenways. Development should be kept to a level that preserves the integrity of the resource. Environmental Benefits Restoration areas should be protected and maintained or expanded. To do this, clear communication and barriers to prevent dumping, walking, or vehicle access to the site should be incorporated into the design of these spaces. Minimize development of hard surfaces, including bike trails and boardwalks, and strategically place them to avoid dissecting, diminishing, or disturbing natural areas within parks. Use the existing types of vegetation community present in natural areas, whether forest, shrubland, meadow, stream, tidal marsh, or wetland to guide the restoration design for adjacent sites and for site expansion within existing parks. These places should include educational information (e.g. signage) that will help visitors understand natural system functions and increase aware of ecosystem benefits. Siting/Access Resource availability and opportunity are the primary factors determining location and size. Typically, when siting a natural area, underutilized areas of parks and areas with vegetation or animal species of concern are ideal places for natural area investment. Access points should be limited and well-signed, and should connect into existing trail networks. Access to greenways, trails and nature viewing opportunities Protection of natural resource areas 46 Linear parks contain pathways that serve a number of important functions: • They tie park components together to form a cohesive park, trail, recreation, and open space system; • They allow for uninterrupted and safe pedestrian and bicycle movement between parks and throughout the community • They contain clear signage that visually connects park components and trails to better wayfinding • They provide an opportunity for resource-based outdoor recreation. Linear Parks Gallagator Linear Park Harvest Creek Park 62 Acres | 24 Parks Babcock Meadows Brookside Park Diamond Estates Public Park Gallagator Linear Park Greenway/Westgate Harvest Creek Langohr Gardens Park North 9th Northern Pacific Addition To Bozeman Oak Meadows Subdivision Park Sourdough Trail Park Spring Meadows Park Sundance Springs Park The Knolls At Hillcrest Park The Knolls At Hillcrest Park Valley Creek Park Village Downtown Park West Meadows Park Westridge East Park Westridge North Park Westridge South Park Relevant Parks 47 Typical Assets and Design Considerations Program & Use Linear parks can be developed for a variety of different recreational activities. Most notable are hiking, walking, jogging, bicycling and cross- country skiing. Environmental Benefits Linear parks provide connectivity for healthy plant animal species to travel along habitat “corridors”. To support appropriate plant and animal species along these linear parks, the city should encourage native species to migrate to new areas by recreating the conditions of previously established habitat close to the area where expansion is desired. Since these habitat corridors will also naturally support non-native species expansion, it is important to create barriers for the spread of those species. Many linear parks exist along water courses, which presents an opportunity to sensitively invest in riparian edges. Plantings and naturalized landscapes along the water’s edge will support increased fish and other amphibious species habitat. Education signage regarding “rewilding” of these riparian edges should also be considered to raise awareness of these investments. Siting/Access Land availability and opportunity are the primary factors determining location. Many linear parks will follow natural features such as watercourses, while others will follow man-made features such as abandoned railways. Linear parks should be at least 25 feet wide for general trail use, with additional width required for parks used for cross- country skiing. In addition to this minimum width, which linear parks can extend beyond, linear parks should also have requirements to provide specific amenities. Parcels with steep slopes and natural vegetationProtection of natural wetland and ponds Connection to further trail systems 48 Design + Maintenance Guidance For Active Transportation Establishing clear dimensional specifications and construction standards for each path and trail typology is fundamental to building out a highly functioning active transportation network. Below is a basic summary of the key standards for each network typology. The ‘Implementation’ section below provides a detailed breakdown of the recommended dimensional and construction standards. This section of the Design Manual will identify and describe design and maintenance considerations for the following three Active Transportation route types: System-wide Standards Anchor Routes & Shared Use Paths Bike Boulevards Connector Paths Neighborhood Trails 49 Proposed Anchor Route Proposed Shared Use Paths Proposed Commuter Paths Proposed Neighborhood Trails Proposed Bike Boulevards Existing Shared Use Paths Existing Trails City Boundary Proposed Active Transportation Network N1 mile00.5 Growth Boundary Roads Railroad Streams Lakes & Reservoirs Future Parks Parks 50 Standards for the design and construction of all active transportation typologies is critical to successful implementation of the PRAT Plan. The City has existing paved path standards within the Public Work and the PROST Plan contains some standards for natural trails. The existing standards should be reviewed against best practices and guidelines referenced below, revised to create comprehensive standards for each path and trail type, and collocated within a single source such as the Public Works Standards. The recommended standards for construction are divided into three classes based on location, intended use, and preferred maintenance. As uses or intensity change, a route may be upgraded in classification. The standards align with those in the Triangle Trails Plan and reflect similar parameters previous outlined in the Bozeman PROST Plan and the Gallatin County Trails Report and Plan. Paths and trails consist of a central walkable/ridable surface, known as a tread. They have a shoulder located on each side. The tread plus the shoulder is known as the clear width. The height above the route with no obstacles like tree branches is known as the clear height. The following standards are applicable to all city path and trail classifications: •Adequate visibility must be provided for safety. •The minimum acceptable path and trail easement width is 25 feet. •Path and trail entrances will be signed describing the degree of ADA access. •A minimum of 5-foot separation between edge of path to top of slope that is greater than 1V:3H, if not met, a railing must be implemented System-wide AT Standards 51 Required Elements These associated elements, adjacent to physical path networks, are essential for the success of a functional and safe active transportation network. Wayfinding The most critical adjacent network facility is wayfinding. Wayfinding is essential to a robust, highly functioning community active transportation network. A comprehensive wayfinding plan should be adopted and implemented by the City of Bozeman. One, unified wayfinding plan for the entire City of Bozeman will standardize and integrate consistent signage and information across the entire network to allow for intuitive and streamlined user navigation. Lighting on Shared Use Paths For shared use paths to be viable and reliable transportation and recreation corridors throughout the year, proper lighting must be present on all shared use paths. Adequate lighting increases safety for users and allows the paths to be functional throughout the entire day, including commuting hours, during Montana’s dark winter months. Benches Benches are a highly desired facility in public spaces and in corridors along pathways. They give path users a place to rest, socialize, and enjoy the many beautiful environments Bozeman has to offer. Benches should be prioritized along highly trafficked paths and in natural spaces. Bike Racks Bike racks provide reliable bike storage options at network hubs for commuting and recreational bikers alike to securely leave their bike for period of time. Providing ample bike racks reduces potential issues of bikes being locked inappropriately to trees, park furniture, and private property. Bike Repair Stations Bike repair stations can be helpful for bicyclists if they are caught with an unexpected flat tire or need to make an adjustment to their bike during a ride. Bike repair stations should be located along major bike corridors and at major network intersections. Dog Waste Stations Dog stations provide pet waste bags and a trash receptacle for dog owners that use the network. Installing dog stations along popular dog walking areas can be beneficial in maintaining a clean path and trail environment. Trash & Recycling Placing trash and recycling receptacles along major network paths helps keep pathways, corridors, and their surroundings clean and more enjoyable for their users. Enhancing Elements These amenities are not critical for a functional active transportation network but enhance the user experience, safety, and cleanliness, and are often greatly desired by the community. Lighting on other Facilities As described above, lighting should be required along all shared use paths. However, some connector paths and trails may benefit from lighting installations as well if they are highly trafficked, are used as a frequent commuter route, or need added visibility. The need for lighting on these facilities will be addressed on a situational basis. Water Fountains Outdoor public water fountains along pathways are often desired by active users. However, upkeep of these amenities is extensive which reduces their practicality in many situations. Providing public water fountains will be deliberate decisions that will hinge on specific locations and circumstances. Picnic Tables Picnic tables can be appropriate along pathways near community hubs. They provide opportunities for a variety of social activities that can be enjoyed outdoors such as picnics, games, and conversations. 52 These paved pathways connect larger community nodes. They are heavily used with full access and are typically constructed along major transportation corridors but can also be located outside of rights-of-way. These routes are designed to permit two-way traffic using an impervious surface material such as asphalt or concrete. Width and Clearance The preferred tread minimum width is 12 feet wide but can be decreased to 10 feet in interior subdivision settings. All paths should have a 1-foot gravel shoulder and 2-foot minimum total shoulder graded away from tread at a 2% maximum slope. A minimum vertical clearance of 10 feet should be provided. Branches that could reduce clearance when weighted with snow or rain should also be removed Grade The maximum tread cross slope shall be 2%, sloping one direction, not crowned. The cross slopes on corners and curves shall be towards the inside where drainage permits. The maximum tread cross slope should be 5%, the cross slopes on corners and curves shall be towards the inside where drainage permits. If there is a segment that has a cross slope of more than 5%, the segment should be as short as possible. Maximum grade segments: • 8.3% for a maximum of 15.24m (50ft) • 10% for a maximum of 9.14m (30ft) • 12.5% for a maximum of 3.05m (10ft) Near the top and bottom of the maximum grade segments, the grade should transition to less than 5%. Rest intervals should be provided within 7.6m (25ft) of the max grade segment. There can be no abrupt change in surface level greater than ½ inch. Anchor Routes & Shared Use Paths 53 Anchor Routes & Shared Use Paths Typical Assets and Design Considerations Cross Section Concrete - The tread base shall consist of a minimum of 3 inches of crushed gravel compacted to 95 percent of maximum density as determined by AASHTO T99. Concrete shall be a minimum of 6 inches of M4000. Asphalt -Excavate 11.5 inches of material. Install a minimum of 9 inches of crushed gravel compacted to 95 percent of maximum density as determined by AASHTO T99, unless otherwise dictated by sub-soil type materials being compacted to road standard. The overlay shall consist of 2.5 inches of asphalt compacted to 93 percent of maximum density, as determined by ASTMD 2041. Construction seal shall be applied at 0.08 gallon/square yard after installation. Material To decrease long term maintenance, tread surface must predominately be impervious material such as asphalt, concrete, pavers set on concrete, or wood decking. Porous surfaces (permeable pavers, porous asphalt, porous rubber) should be a priority in sensitive areas. The tread material including any base course will have a total minimum thickness of 6 inches. Wood deck planks must be run perpendicular to the direction of travel and joints must not exceed 36 inches. Planks must be securely fastened so they do not warp. VARIESSHARED ROAD VARIESSHARED ROAD5’LANDSCAPEAREA 5’LANDSCAPEAREA 5’SIDEWALK 5’SIDEWALK2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 12’PATHWAY Anchor Route VARIESLANDSCAPE AREA VARIESLANDSCAPE AREAVARIESWATER 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA 6’-8’TRAIL Connector Path10’CLEAR BUFFER 2’VARIESLANDSCAPE AREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’PAVED TRAIL VARIESTRAIL BUFFER2’2’10’ DRIVE LANE 12’CLEAR BUFFERBUFFER CURB &GUTTER VARIES SHARED ROAD VARIES SHARED ROAD 5’ LANDSCAPEAREA 5’ LANDSCAPEAREA 5’ SIDEWALK 5’ SIDEWALK 2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 12’PATHWAY Anchor Route VARIESLANDSCAPE AREA VARIESLANDSCAPE AREAVARIESWATER 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA 6’-8’ TRAIL Connector Path 10’CLEAR BUFFER 2’VARIESLANDSCAPEAREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’ PAVED TRAIL VARIES TRAIL BUFFER 2’2’10’DRIVE LANE 12’CLEAR BUFFERBUFFER CURB &GUTTER 54 Bike Boulevards Bike boulevards are an integrated part of the street network. Streets designated as bike boulevards should adhere to standards within the Transportation Master Plan and other adopted documents. In addition to those standards, bike boulevards should include at least one element from each of the following categories: Signs and Pavement Markings Identification signage Sharrow pavement markings Wayfinding signage Speed management tools: Speed humps, bumps, tables and cushions Chicanes Neighborhood traffic circles Median islands curb bulb outs pinch points Volume management tools: Regulatory signage Partial physical closure Full physical closure Channelized right in/right out Diagonal or median diverter Crossings: Crossing signage Pedestrian signals (Rapid flash beacons, HAWK signals) Median refuge islands curb bulb outs 55 Typical Assets and Design Considerations VARIES SHARED ROAD VARIES SHARED ROAD 5’ LANDSCAPEAREA 5’ LANDSCAPEAREA 5’ SIDEWALK 5’ SIDEWALK 2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’TRAILNeighborhood TrailVARIESLANDSCAPE AREA VARIESLANDSCAPE AREA6’-8’TRAILConnector Path10’CLEARBUFFER2’VARIESLANDSCAPEAREAVARIESLANDSCAPEAREABUFFER2’Shared Use Pathway10’PAVED TRAILVARIESTRAIL BUFFER2’2’10’DRIVE LANE12’CLEARBUFFERBUFFERCURB &GUTTER 56 Connector Paths These paths receive moderate use intended for a variety non-motorized, recreational, and commuter users. These paths connect meaningful destinations, such as neighborhoods, schools, and hubs of commercial activity. Connector paths are constructed with an ADA accessible surface of either pavement or natural fines and are 6 to 8 feet in width. For paved connector paths the Class 1 standards shall be utilized. For natural surface connector paths apply the standards below. Width and Clearance Single surfaced tread with a minimum width of six feet. Tread width may be reduced to 36 inches for a maximum distance of 30 feet to pass or preserve significant features such as rock formations, important vegetation, or cross watercourses. The minimum cleared zone will be the tread width plus 2 feet to either side of the tread and 10 feet vertical. In no instance may the overhead clear height be less than 8 feet. Grade A cross-slope of no less than 2 percent and no more than 5 percent to provide for water drainage is allowed. Maximum sustained running grade is 8%. A 10% maximum grade is allowed for a maximum distance of 30 feet, and a 14% maximum grade is allowed when resting intervals are provided every 5 feet. Tread will be raised above the adjacent surfaces and have a 4-inch crown. Where this requirement is not possible the tread will have a 1:20 cross slope and/or side ditches outside the cleared zone. Changes in level: • Should not exceed 51mm (2 in) • May be up to a maximum of 76mm (3 in) in areas where 51mm cannot be attained and the slope of the trail is less than 5% in any direction. • Obstacles over 51mm (2 in) in height should be removed Stream crossings will be over culverts or bridges. Only dips or slot-entrance drainpipe will be used for cross tread water stops for natural surface treads. 57 Typical Assets and Design Considerations Cross Section The path bed must be excavated 6 inches deep, prior to installation of tread mix. Tread mix shall be installed in two parts. The first 3-inch lift shall be of ¾ inch Road mix, compacted to 95%, and then 3/8th inch minus gravel (natural fines) compacted to 95%. If moisture content is not adequate for compaction, water should be added prior to rolling and compacting. Natural fines used for these paths shall consist of 80 percent sand, 10 percent silt and 10 percent clay. If the natural fines tread mix does not contain enough clay or soil binder, additional binder must be mixed in. Geo-textile material will be placed beneath and gravel or particulate tread material in poorly drained, boggy, or marshy areas, or wet meadows and on any of the following soil types: clays, clayey loams, silts, silty. The preferred material is non- woven needle-punched engineering geo-fabric, but woven is acceptable. Fabric should be selected for use and durability. Material Commuter paths shall be designed for ADA access. Those that are not paved will be surfaced with a minimum of wood decking, natural fines, or with a well maintained compacted crushed gravel. VARIES SHARED ROAD VARIES SHARED ROAD 5’ LANDSCAPE AREA 5’ LANDSCAPE AREA 5’ SIDEWALK 5’ SIDEWALK 2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’ TRAIL Neighborhood Trail VARIES LANDSCAPE AREA VARIES LANDSCAPE AREA 6’-8’ TRAIL Connector Path 10’ CLEAR BUFFER 2’VARIES LANDSCAPE AREA VARIES LANDSCAPE AREA BUFFER 2’ Shared Use Pathway 10’ PAVED TRAIL VARIES TRAIL BUFFER 2’2’10’ DRIVE LANE 12’CLEAR BUFFERBUFFERCURB &GUTTER 58 Neighborhood Trails Neighborhood trails are narrower soft surface trails that connect locally to parks and open space These trails receive moderate to low use and are typically 3-5 feet in width. They are either natural trails developed by use over time or constructed with natural fines. ADA accessibility may be limited as trails typically follow the natural contours. Width and Clearance Tread width minimum is three feet. The minimum clear zone will be the tread width horizontally and seven feet vertically. Grade Grades typically follow the natural topography therefore ADA access is extremely limited. Blending the trail into the setting is emphasized in trail routing. Provide positive drainage for the tread utilizing grade dips, cross sloping, and water bars to minimize erosion. Cross Section No trail bed excavation is required except to eliminate extreme cross grades. Material Preparation varies from machine-worked surfaces to those worn only by usage. No surfacing is required except in erosion prone poorly drained, marshy areas, or wet meadows. Wood chip tread materials are acceptable when traffic is limited to pedestrian traffic in sensitive locations such as in wetland nature education areas. 59 Typical Assets and Design Considerations VARIES SHARED ROAD VARIES SHARED ROAD 5’ LANDSCAPE AREA 5’ LANDSCAPE AREA 5’ SIDEWALK 5’ SIDEWALK 2’2’ CURB &GUTTER CURB &GUTTER BIKE BOULEVARD 4’-6’TRAIL Neighborhood Trail VARIESLANDSCAPE AREA VARIESLANDSCAPE AREA 6’-8’TRAIL Connector Path 10’CLEAR BUFFER 2’VARIESLANDSCAPEAREA VARIESLANDSCAPEAREA BUFFER 2’ Shared Use Pathway 10’PAVED TRAILVARIESTRAIL BUFFER2’2’10’DRIVE LANE 12’CLEAR BUFFERBUFFERCURB &GUTTER 60 Maintaining active transportation routes that are safe and accessible for users of all ages and abilities is a high priority. In addition, adequate maintenance is critical to maximizing year-round utilization. The City needs to establish annual and long-term maintenance plans that includes a deferred maintenance analysis. There are three essential elements to properly maintaining an active transportation network. First, establish minimum standards for maintenance. Next, determine maintenance responsibility for each segment of the network. Lastly, identify the various sources to finance the necessary maintenance. Methods Developing a comprehensive maintenance strategy will require considering various surface types, locations, responsible parties, and available funding. Anchor Routes and Shared Use Paths Share use paths located within street rights-of-way are typically maintained by the corresponding jurisdiction. One challenge is achieving consistent maintenance expectations and standards between the City, County, and State. Connector Paths The maintenance of Connectors not only depends on the responsible party but also on the surface type each route. Neighborhood Trails Despite being smaller, trails require a considerable amount of maintenance depending on location, the quality of construction, and the amount of use. Neighborhood trails are typically maintained by neighborhood associations, HOAs, the City, or GVLT. AT Maintenance 61 Regulations The ability of the City to regulate maintenance of active transportation routes is limited. The City should consider ways to require routes owned or managed by private parties to be maintained according to established standards. The following actions are recommended. • Strengthen requirements for residential subdivisions, commercial developments, and other privately held routes to be adequately maintained according to standards adopted by the City. Policies Maintenance of active transportation routes in Bozeman is currently managed through a variety of resources, including private property owners, homeowner associations, community groups, non-profit partners, the City, and the Montana Department of Transportation. Clarifying responsibilities for maintenance and establishing standards will help ensure the financial investment developing a complete network is protected and enhanced in future years. The following actions are recommended. • Establish a comprehensive maintenance plan that includes minimum standards for upkeep, repairs, and replacement • Conduct a comprehensive deferred maintenance analysis of each route identifying the current condition, upkeep and repair needs, and sections needing to be rebuilt • Establish a maintenance template for the City, property owners, and partners to develop schedule tasks and estimate costs • Review and clarify how the Bozeman Parks Maintenance District can support the maintenance of the network Maintenance Standards General maintenance standards for evaluating needs for surface care, repairs, safety precautions, and managing adjacent landscaping should be developed for and consistently applied to all network typologies. In addition to annual and long- term tasks, seasonal maintenance of shared use paths is essential to accommodating year-round active transportation. Paved paths must have the snow removed frequently during the winter and be swept of grit and debris each spring. Maintenance Actions The following actions are recommended. • Develop a comprehensive maintenance plan including detailed standards by typology that ensure a high-level of safety, accessibility, and utilization. Below are recommended routine and periodic maintenance tasks based on surface type. Paved Surfaces—Routine maintenance activities: • Regular sweeping to remove debris, gravel, and other hazardous items • Regular snow removal during winter months • Inspect and repair pavement surface problems (seal cracks, grind down ridges, cut back tree roots, repair pavement) • Prune adjacent and overhanging vegetation to reduce encroachment or cause sight distance problems • Treating noxious weeds along corridor • Mowing trail edges if applicable (keep vegetation height low along trail) • Clearing drainage features to ensure proper function Paved Surfaces—Periodic maintenance activities: • Coordinate and schedule pavement overlays as part of adjacent road maintenance • Addition of surfacing material depending on condition (2-3 years) 62 • Re-grading to improve cross-slope or out-slope for improved drainage • Improvement of transitions with sidewalks or streets, restripe crosswalks and other markers • Repair or replace wayfinding, stop control signs and other elements • Restripe crosswalks and other markers Natural Surfaces—Routine maintenance activities: • Removing encroaching vegetation from trail tread (grading, chemical treatment) • Prune adjacent and overhanging vegetation to reduce encroachment or cause sight distance problems • Treating noxious weeds along corridor • Mowing trail edges if applicable (keep vegetation height low along trail) • Clearing drainage features to ensure proper function • Flood or rain damage repair: silt clean up, culvert clean out, etc. • Bridge/culvert inspection, clearing and repair • Map/signage post condition inspection, and vandalism repair • Assessing need for sign/map updates or replacement Natural Surfaces—Periodic maintenance activities: • Yearly trail evaluation to determine the need for minor repairs, identification of erosion damage, need for improved drainage • Addition of surfacing material depending on condition (2-3 years) • Re-grading to improve cross-slope or out-slope for improved drainage • Improvement of transitions with sidewalks or streets, restripe crosswalks and other markers • Repair or replace wayfinding, stop control signs and other elements • Restripe crosswalks and other markers Funding Like construction, the maintenance of Bozeman’s active transportation is funded by a variety of entities including the City, Montana Department of Transportation, non-profit partners, and private property owners. There are more maintenance needs than committed funding which leads to a backlog of repairs and overall degradation of accessibility and utilization. According to the Rails to Trail Conservancy, annual maintenance costs on average range from $1,000 to $2,000 per trail mile, depending upon the surface. Therefore, average annual funding required to maintain Bozeman’s 178 miles of paths and trails is approximately $267,000. The funding needed to adequately maintain the network will only increase as new extensions and routes are constructed. To meet this financial commitment, the City and its partners must proactively account for the necessary funding to execute the annual and long-term maintenance plans and aggressively commit the dollars. The following actions are recommended. • Ensure that a significant portion of the Parks and Trails Maintenance District funds are dedicated to path and trail maintenance • Allocate an annual portion of the City’s street maintenance budget to repair shared use paths and paved connector paths • Include Bozeman’s active transportation network and plan into the future Metropolitan Planning Organization budget Prioritization Addressing the maintenance backlog of existing active transportation network will take years and considerable funding. Therefore, it is important to develop and utilize a method to prioritize the needed upkeep and repair projects. This plan includes a weighted prioritization matrix template utilizing the criteria listed below. The following actions are recommended. Develop a methodology for prioritizing potential 63 maintenance projects based on the following criteria: • Area of deferred maintenance that poses a public safety risk • Area of deferred maintenance that restricts equitable access • Area of deferred maintenance that reduces utilization • Highly utilized routes • Ability to partner and/or leverage creative funding opportunities 64 Proposed Anchor Routes Proposed Shared Use Paths Proposed Connector Paths Proposed Neighborhood Trails Proposed Bike Boulevards Existing Trails Existing Shared Use Paths City Boundary Growth Boundary Roads Railroad Streams Lakes & Reservoirs Future Parks Parks City of Bozeman Proposed Active Transportation Network Pathway Facilities N1 mile00.5 Baxter LnBaxter Ln Valley Center LnValley Center Ln I- 9 0 I- 9 0 I- 9 0 I- 9 0 Oak StOak St DurstonDurston Huffine LnHuffine Ln Kagy BlvdKagy Blvd Kagy BlvdKagy Blvd I-90I-90 Main StMain St7th Ave7th Ave19th Ave19th AveRouse AveRouse AveFowler AveFowler Ave3rd Ave3rd Ave7th Ave7th Ave19th Ave19th AveFowler LnFowler Ln3rd Ave3rd AveSourdough RdSourdough RdCottonwood RdCottonwood Rd65 Memorandum REPORT TO:Transportation Board FROM:Taylor Lonsdale, Transportation Engineer Nicholas Ross, Director of Transportation and Engineering SUBJECT:Parks Recreation and Active Transportation (PRAT) Plan Work Session MEETING DATE:January 25, 2023 AGENDA ITEM TYPE:Citizen Advisory Board/Commission RECOMMENDATION:Provide input to staff on the Active Transportation aspects of the draft PRAT Plan. STRATEGIC PLAN:4.5 Housing and Transportation Choices: Vigorously encourage, through a wide variety of actions, the development of sustainable and lasting housing options for underserved individuals and families and improve mobility options that accommodate all travel modes. BACKGROUND:Addi Jadin, Parks Planning and Development Manager, will present a draft of the Parks Recreation and Active Transportation (PRAT) plan during the Special Presentation section of the meeting. The most recent documents including the Active Transportation portions are available here: https://engage.bozeman.net/pratplan During this work session staff will present a few slides, answer questions, and the Board will have the opportunity to provide input on the draft plan. Staff will work to incorporate the Board's input into the recommendations that will go to City Commission. The PRAT plan is not intended to be a fully comprehensive Active Transportation (AT) Plan. The PRAT plan is an opportunity to progress the work done on active transportation planning in the PROST plan and the 2017 TMP. It is an opportunity to further develop the idea of an active transportation network and to better join what was previously viewed through somewhat separate lenses, recreation and transportation. A key outcome of the plan will be an updated mapping of the AT network, one that includes the traditionally park and recreation paths and trails and the traditionally transportation street corridors. It will present a map that provides the basis for holistic development of AT facilities. The PRAT plan will dig in a bit more on what this network looks like as it relates to parks and recreation facilities. Where are the key connections and what are the critical routes that provide access to key parks and recreation in our community? What do the facilities look like in park spaces and how are they maintained? The next Long Range Transportation Plan will take build on the mapping done as part of the PRAT Plan to continue the development of the 66 network and address the implementation and maintenance of the AT facilities with in street right of way. Staff suggests that the Board consider the following questions as they listen to the presentations and provide feedback. 1. Do you believe the PRAT plan serves to move Bozeman to being a more walkable and bikeable community? 2. What aspect(s) of this plan are most important to bring to/expand on in the next Long Range Transportation Plan? 3. What is missing and/or needs to be refined or expanded? UNRESOLVED ISSUES:None. ALTERNATIVES:None identified FISCAL EFFECTS:None. Report compiled on: January 17, 2023 67 Memorandum REPORT TO:Transportation Board FROM:Taylor Lonsdale, Transportation Engineer Nicholas Ross, Director of Transportation and Engineering SUBJECT:Transportation Alternatives Program Discussion MEETING DATE:January 25, 2023 AGENDA ITEM TYPE:Citizen Advisory Board/Commission RECOMMENDATION:Provide general feedback to Staff on potential Transportation Alternatives Program projects STRATEGIC PLAN:4.5 Housing and Transportation Choices: Vigorously encourage, through a wide variety of actions, the development of sustainable and lasting housing options for underserved individuals and families and improve mobility options that accommodate all travel modes. BACKGROUND:The Montana Department of Transportation (MDT) announced that the application period for the Transportation Alternatives Program is open. Applications are due by April 12, 2023. Information on the program is available via MDT's website. https://www.mdt.mt.gov/mdt/ta- application.aspx This is a federally funded program that supports a variety of generally smaller-scale transportation projects including pedestrian and bicycle facilities, safe routes to schools, traffic calming, and vulnerable road user safety assessments. Staff will present a summary of the program and present a list of projects being considered for an application. There are two different applications. One is for Capital Improvements and one is for Pavement Preservation. The City intends to apply under both programs. UNRESOLVED ISSUES:None. ALTERNATIVES:None identified. FISCAL EFFECTS:None. Attachments: Call-for-Applications-Announcement-and-Important- Updates-2023.pdf Report compiled on: January 17, 2023 68 Montana Transportation Alternatives (TA) Program 2023 CALL FOR APPLICATIONS The Montana Department of Transportation invites eligible applicants to apply for Transportation Alternatives funding. Continue reading below for more information and important updates for 2023. Please read the ENTIRE document as there are changes for 2023. FUNDING AMOUNTS Overall, there is $30 million in Transportation Alternatives funding available. It is further broken down into the various categories shown below: 2023 Montana Transportation Alternatives Program Funding Capital Improvement (less than 5,000 pop. and All Areas) $10,223,776 Capital Improvement (5,000 - 50,000 pop.) $3,653,047 Pavement Preservation (less than 5,000 pop. and All Areas) $1,135,975 Pavement Preservation (5,000 - 50,000 pop.) $405,894 50,000 – 200,000 pop. Metropolitan Planning Organization Areas (MPOs)* $14,581,307 TOTAL $30,000,000 *MPO Funding Distribution Billings MPO $6,388,406 Great Falls MPO $3,629,543 Missoula MPO $4,563,358 TOTAL $14,581,307 HOW TO APPLY If your project is in one of the three (3) MPO areas which are Billings, Great Falls, or Missoula, then you will apply through those MPO’s specific call for application process (more information below). If your project is not in one of the three MPO areas, then you will apply with the overall Statewide process administered by the Montana Department of Transportation (MDT). Billings Transportation Alternatives webpage Missoula Transportation Alternatives webpage Great Falls Transportation Alternatives webpage Montana Department of Transportation webpage – Statewide Transportation Alternatives Program and application process There are two different applications for the Statewide Transportation Alternatives Program – the Capital Improvement application (generally for new infrastructure and ADA upgrades/retrofit projects) and the Pavement Preservation application. There are corresponding instructions for both the Capital Improvement and Pavement Preservation applications. For the applications and instructions, see the links on the MDT TA webpage. 69 APPLICATION FUNDING LIMITS Statewide funding limits Capital Improvement - $3,000,000 Pavement Preservation - $600,000 These are the limits for TA funding requests. By adding in matching funding and/or local additional funding, the total project size can exceed these limits. Funding limits may be different for the MPOs Call for Application. See the MPO’s website for the MPO funding limits. DEADLINE Applications are due by Wednesday April 12, 2023 at 3:00 pm (MST). MATCHING FUNDS REQUIREMENTS Most projects will require a 13.42% local match, however there are some exceptions. For projects within the boundaries of a Reservation, no match is required. These projects are eligible for 100% Federal Transportation Alternatives Funding. Certain Pavement Preservation or ADA upgrade/retrofit projects can qualify for 13.42% State match (instead of local match). For a project to qualify for State match (instead of local match) it must meet the following: 1.) Be located on an “on-system” route (MDT Route), within the right-of-way 2.) Be either a Pavement Preservation project that is preserving a facility that was originally constructed with Federal-aid funding (such as a previous Community Transportation Enhancements Program (CTEP) project) – OR – be an ADA upgrade project solely to bring an existing facility into ADA compliance, and the existing facility must have been originally constructed with Federal-aid funding (such as a previous Community Transportation Enhancements Program (CTEP) project). All other projects will generally require a 13.42% cash match (no in-kind match is allowed). If your project is selected for funding, not all of the match is due up front. For example, the match for the Preliminary Engineering (PE) phase would be due upon execution of the project agreement; however, the match for the Construction (CN) and Construction Engineering (CE) phase wouldn’t be due until approximately 60 days prior to the bid letting date. NEW FUNDING CATEGORY – 50,000 to 200,000 MPO POPULATION AREAS As described above there is a new category of funding for population areas of 50,000 to 200,000. There are three (3) areas in Montana that receive this funding which are the Metropolitan Planning Organizations (MPOs), which include Billings, Great Falls, and Missoula. These MPOs will be administering the application and scoring process for the funding dedicated to each of these areas. If your project is within the urban boundary of these areas, the applicant will need to apply for funding with the MPO that the project is located within. Applicants should NOT apply with MDT’s application process for the overall statewide funding for the All Areas and 5,000 – 50,000 population funding. MDT is administering the application process for the funding categories for the All Areas and 5,000 to 50,000 population areas funding and each MPO is administering the application process for the funding specific to their MPO. Billings MPO Urban Boundary Map Great Falls MPO Urban Boundary Map Missoula MPO Urban Boundary Map The limits of the MPO are defined by the Urban Boundary as shown in light yellow in the above linked maps. 70 If your project is located outside of the urban boundary, then apply for funding with the Statewide application (Capital Improvement or Pavement Preservation). For assistance on which application to use (Statewide or MPO), contact Dave Holien, TA Program Manager at dholien@mt.gov or 406-444-6118. 2023 APPLICATION REIMBURSEMENT MDT will provide a $5,000 reimbursement for a complete application that is submitted prior to the deadline (exclusions apply). Below are the guidelines: • The reimbursement is only available to: o Applicants with a population of less than 5,000 based on the 2010 Census o Applicants that are outside of an Urban Area listed here: MDT Urban Maps | Montana Department of Transportation (MDT) (mt.gov) o Applicants who are Tribal governments • Applications must be submitted in good faith with a reasonable level of quality. If the application is of poor quality or incomplete, MDT will not reimburse costs. • Applicants can only request reimbursement for one (1) application. Applicants can submit multiple applications to the TA program for consideration, but they can only receive reimbursement for one single application (not multiple). • All costs must be Federal Acquisition Regulation (FAR) compliant. Unallowable costs will not be reimbursed. U.S. General Services Administration (GSA) rates must be followed for any direct expense costs incurred. • If the applicant spent less than $5,000 on the application (for example, a local government hired an engineering firm and the total cost for the application was $3,500), the applicant can only apply for the total cost and not the full $5,000. • A valid invoice (from a consultant) must be included in the reimbursement request. If costs are incurred directly by the local government, the reimbursement request must include detailed information supporting the charges. The following information must be included in all reimbursement requests: o Date range of services o Description of services provided o Breakdown of costs – labor hours (and overhead, direct costs, and profit, if applicable) o Profit is only allowable for consultant costs, not local government costs o Lump sum invoice/reimbursement requests will not be allowed, for example, a single line item for $5,000. It will be required to show employee names, labor hours, labor rates, etc. • The beginning of the date range of service must not be before the Federal-aid programming of the funding for which this reimbursement is paid from. This date is November 23, 2022. No charges before this date are allowable. • Reimbursement request must be in a PDF format and emailed to dholien@mt.gov by no later than June 30, 2023. The reimbursement request must include a cover letter with the requested reimbursement amount, invoice attachments or other information relevant to the reimbursement request. ELIGIBLE APPLICANTS Eligible applicants to the TA Program include local governments, Tribal governments, school districts, resource agencies, non-profit organizations (though, non-profit organizations must partner with a local government). A full list of eligible applicants is available here. 71 ELIGIBLE PROJECTS Eligible projects generally include pedestrian and bicycle related infrastructure for transportation such as sidewalks and shared-use paths. A full list of project eligible for Transportation Alternatives funding is available here. 72