HomeMy WebLinkAbout01-26-23 UPF Agenda & Packet MaterialsA.Call to Order - 6:00 PM
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B.Disclosures
C.Changes to the Agenda
D.Approval of Minutes
D.1 Urban Parks and Forestry Minutes January, 5th 2023 (Kociolek)
E.Public Comments
This is the time to comment on any matter falling within the scope of the Urban Parks & Forestry
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 per topic. 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 courteous manner and members of the audience shall be respectful of others. Please
THE URBAN PARKS & FORESTRY BOARD OF BOZEMAN, MONTANA
UPF AGENDA
Thursday, January 26, 2023
General information about the Urban Parks & Forestry Board can be found in our Laserfiche
repository.
If you are interested in commenting in writing on items on the agenda please send an email to
agenda@bozeman.net or by visiting the Public Comment Page prior to 12:00pm on the day of the
meeting.
Public comments will also be accepted in-person and through Video Conference during the appropriate
agenda items.
As always, the meeting will be streamed through the Commission's video page and available in the City
on cable channel 190.
For more information please contact Mitch Overton, moverton@bozeman.net
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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.FYI/Discussion
F.1 Parks, Recreation and Active Transportation Plan Discussion (Jadin)
F.2 Update on the Urban Parks and Forestry Board Two-Year Work Plan (Overton )
F.3 2022 Citizen Advisory Board Ethics Trainings (Chambers)
G.Adjournment
This board generally meets the fourth Thursday 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).
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Memorandum
REPORT TO:Urban Parks & Forestry Board
FROM:none
SUBJECT:Urban Parks and Forestry Minutes January, 5th 2023
MEETING DATE:January 26, 2023
AGENDA ITEM TYPE:Minutes
RECOMMENDATION:none
STRATEGIC PLAN:6.5 Parks, Trails & Open Space: Support the maintenance and expansion of
an interconnected system of parks, trails and open spaces.
BACKGROUND:none
UNRESOLVED ISSUES:none
ALTERNATIVES:none
FISCAL EFFECTS:none
Attachments:
Urban Parks and Forestry Minutes Jan 05 23.pdf
Report compiled on: January 17, 2023
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Urban, Parks and Forestry Meeting Minutes, January 05, 2023
Page 1 of 2
URBAN, PARKS AND FORESTRY MEETING OF BOZEMAN, MONTANA
MINUTES
January 5th 2023
This meeting will be held both in-person and also using WebEx, an online videoconferencing system. You
can join this meeting:
Via WebEx:
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: 2553 052 9134
A) 00:01:02 Call Special Meeting to Order - 6:00 PM
Present: Angie Kociolek, Dan Fenn, Donald Ulrich, Alice Stanley, Anna Wearn, I-Ho Pomeroy, Reno
Walsh
Absent: None
Excused: Thomas Cuezze
B) 00:05:28 Disclosures
C) 00:05:38 Changes to the Agenda
D) 00:05:49 Public Service Announcements
E) 00:05:54 Approval of Minutes
E.1 UPF Minutes From 12/01/2022
December 1, UPF Minutes.pdf
00:22:37 Correction prior to the vote. Replacing Sally Roher with Anna Wearn. Sally Roher
resigned from the board a months ago and was selected by mistake. Madame Chair Angie called out the
correction as part of the final minutes.
00:06:25 Motion to amend E) Approval of Minutes
Dan Fenn: Motion
Anna Wearn: 2nd
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Urban, Parks and Forestry Meeting Minutes, January 05, 2023
Page 2 of 2
00:06:38 Vote on the Motion to amend E) Approval of Minutes The Motion carried 5 - 0.
Approve:
Angie Kociolek
Dan Fenn
Donald Ulrich
Alice Stanley
Anna Wearn
Disapprove:
None
F) 00:06:40 Public Comments
G) 00:07:12 FYI/Discussion
G.1 Parks, Recreation and Active Transportation Plan Work Session
PRAT - UPFB Work Session DRAFT 1.pdf
Design Manual Appendix.pdf
Marketing Assessment Appendix.pdf
Recreation Assessment Appendix.pdf
Engagement Appendix.pdf
Parks Inventory Appendix.pdf
H) 01:43:34 Adjournment
For more information please contact Mitch Overton, moverton@bozeman.net
General information about the Urban Parks & Forestry Board can be found in our Laserfiche repository.
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Memorandum
REPORT TO:Urban Parks & Forestry Board
FROM:Addi Jadin, Park Planning and Development Manager
Mitch Overton, Director of Parks and Recreation
SUBJECT:Parks, Recreation and Active Transportation Plan Discussion
MEETING DATE:January 26, 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:
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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
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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: January 19, 2023
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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.
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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
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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
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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
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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
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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.
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◊ 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
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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.
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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.
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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
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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.
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◊ 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.
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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
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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.
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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
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• 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
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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
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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.
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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
25
Design Manual
26
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.
27
Typical Assets
Identifiers
28
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
29
• 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
30
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.
31
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
32
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
33
Special Use
Natural Areas
Community
Neighborhood
Pocket
Linear
Roads
Buildings
City Boundary
Railroad
Streams
Lakes & Reservoirs
Park Types
34
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
35
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.
36
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
37
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
38
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
39
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
40
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
41
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
42
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
43
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
44
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
45
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
46
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
47
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
48
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
49
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.
50
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
51
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
52
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
53
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
54
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.
55
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
56
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.
57
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
58
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
59
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)
60
• 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
61
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
62
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 Rd63
Memorandum
REPORT TO:Urban Parks & Forestry Board
FROM:none
SUBJECT:Update on the Urban Parks and Forestry Board Two-Year Work Plan
MEETING DATE:
January 26, 2023 AGENDA ITEM TYPE:
Citizen Advisory Board/Commission RECOMMENDATION:
NA
STRATEGIC PLAN:
3.4 Active Recreation: Facilitate and promote recreational opportunities and
active health programs and facilities.
BACKGROUND:
See attachment.UNRESOLVED ISSUES:
none ALTERNATIVES:
Per Board FISCAL EFFECTS:
none
Attachments:
Urban Parks & Forestry Board Work Plan.pdf
Report compiled on: January 24, 2023
64
January 2023 Update/Review
WP Item Description:Strategic Priorities
Connection:
Board Time
Commitment:
Staff Time
Commitment:Schedule: Budget Impact:
Not Yet Started, In Progress,
Ongoing, Complete
Organize Annual
Arbor Day Program Water Conservation
4 meetings and
one volunteer
day/yr
80 hours
(divided by 5
staff)/yr
December
through April
Budgeted in Annual
Forestry Div. Budget
WP Item Description:Strategic Priorities
Connection:
Board Time
Commitment:
Staff Time
Commitment:Schedule: Budget Impact:
Evaluate and assist in
effort to establish a
local wetland bank
Wetlands
Preservation
min. 2
meetings/yr
90 hours
(divided by 3
staff)/yr
Complete by
December
2023
Positive
Review and comment
on Plans pertaining to
Environmental
Conservation (i.e.,
Sensitive Lands
Protection Plan,
Wetland Preservation
Plan, Water
Conservation Plan,
etc…)
Sensitive Lands -
Wetland
Preservation - Water
Conservation
Minimum 3
meetings/yr. with
homework
~120 hrs/yr
Complete by
December
2023
P&TD
WP Item Description:Strategic Priorities
Connection:
Board Time
Commitment:
Staff Time
Commitment:Schedule: Budget Impact:
Improve connectivity
within park system
and underserved
areas and implement
into UDC
UDC Overhaul 3/ meetings/yr ~300 hrs/yr
by January
2023 P&TD
WP Item Description:Strategic Priorities
Connection:
Board Time
Commitment:
Staff Time
Commitment:Schedule: Budget Impact:
URBAN PARKS & FORESTRY ADVISORY BOARD WORK PLAN '22/'23
Focus Area 4: Evaluate the City’s Parks, Recreation, Open Space and Trails Plan from drafting
through adoption
Focus Area 1: Organize the Annual Arbor Day Program
Focus Area 2: Review reports pertaining to activity in Bozeman’s urban forests
Focus Area 3: Assess the equity distribution of access to urban parks and trails, with an
emphasis on traditionally underserved communities and neighborhoods, and address
65
Evaluate the City’s
Parks, Recreation,
Open Space and Trails
(now Parks,
Recreation, and Active
Transportation) Plan
from drafting through
adoption
CEDAW - UDC - HOA
- Water
Conservation
8 meetings 2000 hrs
Complete by
December
2022
144000 - P&TD -
Recreation and Aquatics
WP Item Description:Strategic Priorities
Connection:
Board Time
Commitment:
Staff Time
Commitment:Schedule: Budget Impact:
Review and comment
on Plans pertaining to
Environmental
Conservation
Impacting Cemetery
(i.e., Water
Conservation Plan,
Sensitive Lands Plan,
etc…)
Wter Conservation -
Sensitive Lands
3 meetings/yr w
homework (Focus
Area 3)
~80 hrs/year
Complete by
December
2023
Cemetery (GF)
Focus Area 5: Provide recommendations, when requested, about the City’s Sunset Hills
Cemetery
66
Memorandum
REPORT TO:Urban Parks & Forestry 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 26, 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
67