HomeMy WebLinkAbout05-21-24 DURD Agenda and Packet MaterialsA. Call meeting to order - 12:00 p.m.
B. Disclosures
C. Changes to the Agenda
D. Public Comment
E. FYI/Discussion
THE DOWNTOWN AREA URBAN RENEWAL DISTRICT BOARD OF BOZEMAN, MONTANA
DURD AGENDA
Tuesday, May 21, 2024
General information about the Community Development Board is available in our Laserfiche
repository.
If you are interested in commenting in writing on items on the agenda please send an email to
comments@bozeman.net or visit 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 Ellie Staley, ellie@downtownbozeman.org
This meeting will be held both in-person and also using an online video conferencing system. You
can join this meeting:
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Click the Register link, enter the required information, and click submit.
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This is the time to comment on any matter falling within the scope of the Downtown Urban
Renewal District 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 state your name and place of residence in an audible
tone of voice for the record and limit your comments to three minutes.
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E.1 Downtown Parking Discussion(Staley)
E.2 Executive Director's May 2024 Report (Staley)
E.3 Monthly Finance Report (Staley)
F. Adjournment
For more information please contact Ellie Staley, Downtown Bozeman Partnership,
ellie@downtownbozeman.org
This board generally meets the 3rd Tuesday of the month from 12:00 to 1:30pm
City Board meetings are open to all members of the public. If you have a disability that requires
assistance, please contact our Acting ADA Coordinator, Max Ziegler, at 406.582.2439 (TDD
406.582.2301).
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Memorandum
REPORT TO:Downtown Area Urban Renewal District Board
FROM:Ellie Staley, Executive Director Downtown Bozeman Partnership
SUBJECT:Downtown Parking Discussion
MEETING DATE:May 21, 2024
AGENDA ITEM TYPE:Plan/Report/Study
RECOMMENDATION:Discuss, establish next steps.
STRATEGIC PLAN:7.3 Best Practices, Creativity & Foresight: Utilize best practices, innovative
approaches, and constantly anticipate new directions and changes relevant
to the governance of the City. Be also adaptable and flexible with an
outward focus on the customer and an external understanding of the issues
as others may see them.
BACKGROUND:The Downtown Urban Renewal District is committed to adding future
parking supply in downtown. In the approved FY25 budget, the board has
allocated 4.7 million to establishing a site, creating preliminary plans and
working with the private and public sectors to move forward with a parking
project. This agenda item is a preliminary board discussion to provide
guidance to staff and commission liaison on next steps.
Items to discuss include:
- Working group/property owner involvement
- City of Bozeman plans for future Strategic Parking Plan
- Site Discussion
- Data Collection, does the board want to collect additional information on
sites, establishing an SID, current capacity, private or public lots
- DURD Cash Flow Analysis for life of district (2032), to be presented by Baker
Tilly in July
UNRESOLVED ISSUES:None
ALTERNATIVES:None
FISCAL EFFECTS:N/A
Attachments:
20231126 Bozeman Existing Conditions.pdf
20231213 Bozeman Existing Conditions Executive
Summary.pdf
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Report compiled on: May 14, 2024
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Project #
WALKER CONSULTANTS | 1
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Table of Contents
Executive Summary 7
Past & Concurrent Planning Efforts 7
Existing Operations & Management 7
Existing Parking Options 8
Enforcement & Fines 8
Financial Health & Sustainability 9
2023 Parking Conditions 10
Downtown 10
MSU RPPD 13
BHS RPPD 14
Introduction & Planning Context 16
Review of Previous Plans & Documents 17
Existing Operations & Management 22
About the BPC 22
Organization 22
Jurisdiction 23
Enforcement 26
Enforcement Hours 26
Enforcement Areas 26
Permit Parking 27
Residential Parking Permit 27
Long-Term/Lease Permit 28
Other Permit Types 29
Parking Pricing 29
Resident Permit Parking 29
Public Parking 30
Long-Term/Lease Parking 30
Other Permit Types 30
Parking Rules & Regulations 31
Citations & Fines 31
Rolling Rule 31
Parking Technologies 32
Financial Health & Sustainability 32
Parking System Revenues, Expenses and Cost Recovery 33
Parking Inventory & Occupancy 35
Methodology 35
Downtown 35
RPPD Areas 36
Summary of Existing Managed Areas 37
Downtown Managed Area 38
Study Area 38
Inventory 38
Occupancy 41
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Peak Occupancy Heat Map 43
Comparison (2021 – 2023) 45
MSU RPPD 49
Study Area 49
Inventory 49
Occupancy 51
BHS RPPD 54
Study Area 54
Inventory 54
Occupancy 56
Length of Stay and Movement Analysis 60
Methodology 60
Length of Stay 60
Weekday 61
Saturday 62
Comparison (2021 – 2023) 64
Movement Analysis 65
Weekday 65
Saturday 68
Comparison (2021 and 2023) 70
Appendix A: Detailed Planning Context 72
Planning Document Review 72
Previous Strategic Parking Management Plan (2016) 72
Recent Parking Reports 73
Parking in Bozeman Today 76
Parking Requirements for New Development 79
Transportation Existing Conditions 80
Climate Action Plan 86
Bozeman Strategic Plan 87
Bozeman Community Housing Action Plan 87
Downtown Improvement Plan 88
Summary of Stakeholder Feedback 100
Paid Parking Work Session Report 100
Letter from Bozeman Downtown Business Owners 101
Net Profit Report of Businesses in Downtown Bozeman 101
Conclusion 102
Appendix B: Parking Supply & Occupancy 103
On-Street Parking Inventory (Downtown) 103
On-Street Parking Demand (Downtown) 105
On-Street Parking Percent Occupancy (Downtown) 113
Off-Street Parking Inventory and Occupancy 115
On-Street Parking Inventory (MSU RPPD) 116
On-Street Parking Demand (MSU RPPD) 118
On-Street Parking Percent Occupancy (MSU RPPD) 120
On-Street Parking Inventory (BHS RPPD) 122
On-Street Parking Demand (BHS RPPD) 123
On-Street Parking Percent Occupancy (BHS RPPD) 124
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Appendix C. Length of Stay 125
Weekday 125
Saturday 130
Appendix D. Movement Analysis 135
Weekday 135
Saturday 135
Figures and Tables
Figure 1. Parking Plans & Documents 18
Figure 2. Active Transportation Plans & Documents 19
Figure 3. Land Use, Development, Housing, Economic, Equity, and Environmental Plans & Documents 20
Figure 4. Existing BPC Managed Areas 24
Figure 5. Map of Bozeman Parking Management District 25
Figure 6. Existing BPC Managed Areas 26
Figure 7. General Information about Resident Permits by Type 28
Figure 8. General Information about Long-Term/Lease Permits by Type 29
Figure 9. Resident Permit Pricing 30
Figure 10. Long Term/Lease Permit Parking Monthly Rate Schedule 30
Figure 11. Other Permit Parking Annual Rate Schedule 31
Figure 12. Parking Citation Fine Schedule 31
Figure 13. Parking System Total Revenues, Expenses, and Cost Recovery, FY 2019 - 2023 33
Figure 14. Summary of Public Parking Inventory within BPC 37
Figure 15. Percent Share of Parking Areas and Types within BPC 37
Figure 16. Core Area On-Street Parking Inventory and Percent of Total by Restriction Type 38
Figure 17. Outer Area On-Street Parking Inventory and Percent of Total by Restriction Type 39
Figure 18. Off-Street Parking Inventory and Percent of Total by Facility 39
Figure 19. Downtown Parking Inventory (by Restriction for On-Street Parking) with Core Area 40
Figure 20. Core Area On-Street Occupancy per Survey Period by Parking Type 41
Figure 21. Outside Core Area On-Street Occupancy per Survey Period by Parking Type 42
Figure 22. Overall Study Area On-Street Occupancy per Survey Period by Parking Type 42
Figure 23. Total On-Street Occupancy per Survey Period by Facility 43
Figure 24. Downtown Peak Occupancy Heat Map (Weekday Afternoon) 44
Figure 25. Inventory Changes Observed, 2021 versus 2023 45
Figure 26. Systemwide Occupancy Changes Observed, 2021 versus 2023 46
Figure 27. On-Street Occupancy Changes Observed, 2021 versus 2023 46
Figure 28. On-Street Percent Occupancy Changes Observed (Normalized to Inventory), 2021 versus 2023 47
Figure 29. Off-Street Occupancy Changes Observed, 2021 versus 2023 47
Figure 30. Off-Street Percent Occupancy Changes Observed, 2021 versus 2023 48
Figure 31. MSU RPPD Parking Inventory and Percent of Total by Restriction Type 49
Figure 32. MSU RPPD Parking Inventory (by Restriction for On-Street Parking) with Study Area Shown 50
Figure 33. On-Street Occupancy per Survey Period (MSU RPPD Block Faces Only) 51
Figure 34. On-Street Occupancy per Survey Period (Entire MSU RPPD Study Area) 51
Figure 35. MSU RPPD Peak Occupancy Heat Map (Weekday Morning Peak) 52
Figure 36. MSU RPPD Occupancy Heat Map (Weekday Evening) 53
Figure 37. BHS RPPD Parking Inventory and Percent of Total by Restriction Type 54
Figure 38. BHS RPPD Parking Inventory (by Restriction for On-Street Parking) with RPPD 55
Figure 39. On-Street Occupancy per Survey Period (BHS RPPD Block Faces Only) 56
Figure 40. On-Street Occupancy per Survey Period (Entire BHS RPPD Study Area) 56
Figure 41. BHS RPPD Peak Occupancy Heat Map (Weekday Evening Peak) 57
Figure 42. MSU RPPD Occupancy Heat Map (Weekday Afternoon) 58
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Figure 43. Average Weekday Length of Stay by On-Street Restriction/Off-Street Facility 61
Figure 44. Weekday Number of Vehicles Exceeding Time Limit within Time-Restricted Areas 61
Figure 45. Weekday Length of Stay by Percent, 2-Hour On-Street and Aggregated Off-Street Facilities 62
Figure 46. Average Saturday Length of Stay by On-Street Restriction or Off-Street Facility 63
Figure 47. Saturday Number of Vehicles Exceeding Time Limit within Time-Restricted Areas 63
Figure 48. Saturday Length of Stay by Percent, 2-Hour On-Street and Aggregated Off-Street Facilities 63
Figure 49. Weekday Change in Selected Length of Stay Statistics, 2021 versus 2023 64
Figure 50. Saturday Change in Selected Length of Stay Statistics, 2021 versus 2023 64
Figure 51. Selected Movement Statistics (Weekday) 66
Figure 52. Number of Weekday Observed Movements within Study Area by Type 66
Figure 54. All Observed Vehicle Movements (Weekday) 67
Figure 56. Selected Movement Statistics (Saturday) 68
Figure 57. Number of Saturday Observed Movements within Study Area by Type 68
Figure 58. All Observed Saturday Vehicle Movements (Saturday) 69
Figure 59. Selected Movement Statistics by Percent, 2021 versus 2023 70
Figure 69. Map of Bozeman High School RPPD 77
Figure 70. Map of MSU RPPD 78
Figure 71. Map of Bozeman Parking Benefit Zone and Parking Management District 79
Figure 72. Allowable Reduction in Parking Requirements for Commercial/Residential Mixed-Use 79
Figure 73. Existing Pedestrian Network 81
Figure 74. Existing Bicycle Network 82
Figure 75. SAFE Plan Actions through 2024 83
Figure 76. Existing Streamline Bus Route Map 84
Figure 77. Population Growth in Bozeman, 1860 - Present 89
Figure 78. Graphic Visualization of Tax Value per Acre in Bozeman 90
Figure 79. Potential Locations for a Future Parking Structure in Downtown Bozeman 92
Figure 80. Downtown Bozeman’s Historic Places and Growing Neighborhoods 93
Figure 81. Wallace Avenue Corridor Improvements 94
Figure 82. Rouse Avenue Corridor Improvements 95
Figure 83. Black Avenue Corridor Improvements 96
Figure 84. Grand Avenue Corridor Improvements 97
Figure 85. Map of Major Corridors in Downtown Bozeman 98
Figure 86. Main Street Proposed Redesign 99
Figure 87. Babcock Street Proposed Redesign 100
Figure 88. Average Net Profits as a Percentage of Sales, 2019 – 2022 and Post-Paid Parking Projections 102
Figure 89. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets) 103
Figure 90. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues) 104
Figure 91. Weekday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets) 105
Figure 92. Weekday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets) 106
Figure 93. Saturday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets) 107
Figure 94. Saturday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets) 108
Figure 95. Weekday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues) 109
Figure 96. Weekday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues) 110
Figure 97. Saturday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues) 111
Figure 98. Saturday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues) 112
Figure 99. Parking Percent Occupancy by Corridor, Block Segment, and Side of Street Type (Streets) 113
Figure 100. Parking Percent Occupancy by Corridor, Block Segment, Side of Street, and Side of Street (Avenues) 114
Figure 101. Off-Street Detailed Parking Inventory, Occupancy, and Percent Occupancy by Facility 115
Figure 102. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets) 116
Figure 103. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues) 117
Figure 104. Parking Occupancy by Day, Time, Corridor, Block Segment, & Side of Street (Streets) 118
Figure 105. Parking Occupancy by Day, Time, Corridor, Block Segment, & Side of Street (Avenues) 119
Figure 106. Parking Percent Occupancy by Day, Time, Corridor, Block Segment, and Side of Street Type (Streets) 120
Figure 107. Parking Percent Occupancy by Day, Time, Corridor, Block Segment, Side of Street, and Side of Street (Avenues) 121
Figure 108. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type 122
Figure 109. Parking Occupancy by Day, Time, Corridor, Block Segment, & Side of Street 123
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Figure 110. Parking Percent Occupancy by Day, Time, Corridor, Block Segment, and Side of Street Type 124
Figure 111. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (15 Minute) 125
Figure 112. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (15 Minute) 125
Figure 113. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (2-Hour) 125
Figure 114. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (2-Hour) 126
Figure 115. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (All Day) 126
Figure 116. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (All Day) 126
Figure 117. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Main Street) 126
Figure 118. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Main Street) 127
Figure 119. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Willson Lots) 127
Figure 120. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Willson Lots) 127
Figure 121. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Black Lot) 128
Figure 122. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Black Lot) 128
Figure 123. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Rouse Lot) 128
Figure 124. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Rouse Lot) 129
Figure 125. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Garage) 129
Figure 126. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Garage) 129
Figure 127. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (15 Minute) 130
Figure 128. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (15 Minute) 130
Figure 129. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (2-Hour) 130
Figure 130. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (2-Hour) 131
Figure 131. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (All Day) 131
Figure 132. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (All Day) 131
Figure 133. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Main Street) 131
Figure 134. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Main Street) 132
Figure 135. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Willson Lots) 132
Figure 136. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Willson Lots) 132
Figure 137. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Black Lot) 133
Figure 138. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Black Lot) 133
Figure 139. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Rouse Lot) 133
Figure 140. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Rouse Lot) 134
Figure 141. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Garage) 134
Figure 142. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Garage) 134
Figure 143. Total Weekday Number of Observed Vehicle Movements Greater than 1/4th of a Block by Movement Type 135
Figure 144. Total Saturday Number of Observed Vehicle Movements Greater than 1/4th of a Block by Movement Type 135
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Executive Summary
01
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Executive Summary
Bozeman has changed and grown considerably in recent years. With this growth has come economic
development, densification, and infill development Downtown and, to a lesser extent, citywide, yielding notable
increases in vehicular and pedestrian traffic and intensified pressure on the city’s public parking system.
In response to these changes, Bozeman is taking a holistic look at strategic parking management, for both the
Downtown core and neighborhoods and communities citywide. This initiative is informed by numerous plans and
documents, including previous parking studies and the 2016 Downtown Strategic Parking Plan. While the
downtown core will likely remain the primary focus from a parking management perspective, the City intends to
develop a comprehensive plan that addresses all areas of the city, including the residential parking permit districts
(RPPDs), as well as new development outside of the currently-managed areas where parking needs are evolving.
This strategic planning effort began with an evaluation of existing conditions and factors that relate to parking in
Bozeman, summarized below.
Past & Concurrent Planning Efforts
• Parking Plans: 2016’s Downtown Strategic Parking Plan yielded the creation of many
documents, plans, and policies that guide the parking system and provide a framework for
managed parking, including the Parking Management Engagement Handbook and the Parking
Permit Policy. Also, a series of key reports, such as the Bozeman RPPP Report and the
Downtown and Parking Benefit Zone Report, have built upon and provided context to key
strategies and recommendations intended to streamline the parking system and improve the
parking experience while ensuring that the parking system is efficient and equitable. Most of
plan’s strategies and recommendations have yet to be implemented.
• Active Transportation Plans: 2017’s Transportation Master Plan focused on transportation
conditions more holistically in Bozeman. The plan recommends promoting connectivity of
neighborhoods surrounding Downtown, increasing frequency of transit service and launch
circulator shuttle, designating an off-street lot for remote employee parking, and establishing
new development standards and requirements.
• Land Use, Development, Housing, Economic Vitality, Equity, and Environmental Plans: Plans
such as Bozeman’s Climate Action Plan, Community Housing Action Plan, Economic
Development Strategy, and the Bozeman [Citywide] Strategic Plan collectively lay out a
myriad of interrelated strategies and goals relating to placemaking, economic vitality,
environmental sustainability, housing access and equity, connectivity and access, urban
design, and multimodality at a city or regional level. The Downtown Improvement Plan calls
for mixed-use and higher-density development and more multimodal-friendly design, with
decreased dependence on vehicle transportation.
Existing Operations & Management
The City currently manages parking in three areas: Downtown, near Bozeman High School, and near the Montana
State University Campus. The Parking Services Division is responsible for enforcing municipal parking regulations
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across Bozeman, as well as managing all public parking facilities. The Parking Services Division actively participates
in public policy discussions regarding economic development and community development as it relates to parking
availability.
There are five categories of parking management concerns that the City seeks to address:
1. Climate and Community Health – Parking management must encourage the use of multi-modal
transportation for the health of the climate and to support active lifestyles in the community.
2. Residents – Non-residents are parking on-street in neighborhoods, limiting parking availability for
residents and guests.
3. Downtown Business Owners – Employees are parking on-street in commercial areas, limiting parking
availability and turnover for customers.
4. Employee Parking – Employees should be provided with remote parking facilities to reduce use of
valuable on-street parking, which is prioritized for customer use.
5. Downtown Developers – The cost and minimum requirements of building parking associated with new
developments should be reduced to encourage development and increase flexibility.
Existing Parking Options
• Short-Term On-Street Parking: Short-term parking is managed both on-street and off-street
in Downtown Bozeman. On-street parking and off-street surface parking, which is free, is
mostly time-limited to two hours within the core area, with a “rolling rule” in place that
prohibits parkers from simply relocating their vehicles to a different block face once time is
expired. Immediately outside of the core area, on-street parking options include unrestricted
with no overnight parking allowed and unrestricted with overnight parking allowed.
Short-Term Off-Street Parking: For those needing to park longer than two hours, paid parking
is available in the Bridger Park Garage for $1 an hour for each hour after the second. The
garage is gateless and parkers can either pay at a kiosk or pay via the ParkBZN smartphone
app.
• Long-Term Parking: Residents within the two RPPDs can purchase up to three resident
permits and two visitor permits per household for $35 per year; on-street parking during the
day on weekdays is currently restricted to only permit holders. In downtown, a limited
number of permits are available, with rates ranging from $60 a month for surface lots to $85
per month for the garage.
• Temporary Permits: Within otherwise restricted on-street parking areas, temporary permits
are available for construction, moving companies, or service vendors with a limit of one
permit per job site for $20 per day.
Enforcement & Fines
Proactive enforcement is typically conducted in the RPPD areas between 8 AM and 5 PM and downtown between
9 AM and 5 PM on weekdays.
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A flat fine schedule is currently in place for parking violations with fine amounts ranging from $23.50 to $63.50 for
most parking violations, with handicap zone violations carrying a $103.50 fine. A $20 late fee can be assessed
after 7 business days, and vehicles with 6 or more unpaid violations are subjected to immobilization.
A staff of four parking enforcement officers employ mobile license plate reader (LPR) technology to conduct
enforcement operations.
Financial Health & Sustainability
The parking system typically generates revenues with a small margin above cost (averaging 108% cost recovery)..
Since 2019, revenues from downtown parking permits have decreased while revenue from short-term parking
and from RPPD permits has increased, with short-term parking revenues generated in the garage more than
doubling since 2019. The increase in short-term garage parking and decrease in permit parking is in part due to
more short-term demand, but also may be the result of changes to work habits, wherein employees only drive
and park a few times a week and may choose to purchase parking daily instead of monthly.
In recent years, costs to operate the parking system have increased—including hard costs related to maintenance
needs, and soft costs like labor, where pay increases have been necessary to respond to growing inflation. In the
future, evolving parking behaviors and capital needs, such as expansion of the Bridger Park Garage, may require
up-front capital expenditures and could also result in the ongoing need for increased enforcement and
management. These changes may diminish cost recovery over time and result in costs exceeding revenues
assuming no change to the current revenue streams.
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2023 Parking Conditions
Downtown
Inventory &
Occupancy
In 2023, there were
2,193 parking spaces
within the study area,
out of which 612 were
off-street, 721 were
on-street in the core
area, and 860 were on-
street outside the core
area.
Overall, on-street
occupancy across the
study area was the
highest during the
weekday afternoon
count, with the core
area reaching an
occupancy of 537
spaces, or 74%, and
the outer area reaching an occupancy of 600 spaces, or 70%. Combined, occupancy was observed at 1,137
vehicles, or about 72%. During the weekday afternoon, 2-hour parking in the Core Area reached 83%.
Off-street occupancy patterns correlated to those on-street, with the highest total occupancy observed during
the weekday afternoon count at 462 spaces, or 75% occupied. On the other days, total occupancy ranged from
49% to 50%. However, the Willson Lots and Black Lot remained above 90% occupancy during all survey periods,
with the Rouse Lot ranging from 43% to 85%. The garage ranged from 72% during the weekday afternoon count
to 35% during the Saturday evening count. The garage’s decreased occupancy during the weekend may be
explained by a drop in the number of employees, many of which are long-term parking permit holders, using the
garage.
In 2023, there were 121 fewer on-street parking spaces available than in 2021 due to construction. Systemwide,
percent occupancy decreased in 2023 compared to 2021 for all time periods observed, with the decrease ranging
from 8% to 12%, though the weekday afternoon remained the busiest day and time period. Decreases were seen
on-street as well as off-street. Percent occupancy in the Bridger Park Garage decreased between 14% during the
weekday afternoon to 31% during the Saturday afternoon relative to 2021, and the Rouse Lot also saw notable
decreases during three of the four times observed.
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Despite the systemwide drop, many areas within the system continued to experience effectively full occupancy
during peak times. Three of the four surface lots were near 100% occupancy during all observation periods. Also,
Main St. and Babcock St. between Grand and Church was effectively at capacity during all observation periods. All
cross avenues between Grand Ave. and Bozeman Ave. within one or two blocks of Main St. were also effectively
full during most observation periods.
During the weekday afternoon peak, nearly half of block faces across the study area were at or above 75%
occupancy, while about 1 in 3 were at or above 85% occupancy. Total overall off-street occupancy during the
weekday afternoon was about 75%, which is just within the range considered to be nearing effective capacity
(75% - 85%).
Potential explanations for decreased occupancy systemwide relative to 2021 may include that overall outdoor
tourism activity to southwestern Montana spiked in Summer 2021 and 2022 due to the COVID-19 pandemic, that
employee permit parking in the garage decreased, or that some visitation downtown was temporarily deterred as
a result of construction activity taking place on Main St. during the data collection period.
Other communities with relatively lax COVID-19-related restrictions that cater to outdoor- and nature-related
tourism and recreational activity across the United States were known to have experienced similar spikes in
tourist activity during those years, in contrast with most other communities.
It should be noted that data collection in 2023 took place one week later in August than in 2021.
Length of Stay & Movement
The average length
of stay, which refers
to the amount of
time a vehicle was
parked, on the
weekday ranged
from 1 hour and 5
minutes in the two-
hour parking zones
to 2 hours in the
unrestricted all-day
parking zones. The
average length of
stay for off-street
parking ranged from
1 hour and 1 minute
in the Rouse Lot to 1
hour and 11 minutes
in the Willson Lots.
The average length of stay across all off-street facilities was about 1 hour and 14 minutes.
The average length of stay on the Saturday ranged from 1 hour and 1 minute in the two-hour parking zones to 2
hours in the unrestricted all-day parking zones. The average length of stay for off-street parking ranged from 1
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hour and 0 minutes in the Bridger Garage and Black Lot to one hour and 24 minutes in the Rouse Lot. The average
length of stay across all off-street facilities was 1 hour and 5 minutes.
On the weekday, about 95% of vehicles in off-street parking facilities and 97% of vehicles within 2-hour time-
limited on-street parking areas stayed 2 hours or fewer, with those figures increasing to 98% and 99%
respectively during the Saturday.
Compared to 2021, the average length of stay in 2023 increased between 5 and 15 minutes in the off-street
facilities, and by between 3 and 9 minutes for on-street parking. The number of observed violations decreased
during the weekday but increased during the weekend relative to 2021.
For vehicles observed to have made a movement, notable percent increases were observed in vehicles moving
between two time-restricted areas, such as a surface lot to 2-hour on-street parking, compared to 2021 on the
weekend, with these movements nearly unchanged on the weekday. Also, in 2023, there was a notable decrease
in the percent of total unique vehicles observed more than once that moved (1% decrease during the weekday
and 8% decrease on the Saturday).
Overall, both the length of stay data and movement data indicate that parkers may be more comfortable with
staying parked for longer in time-restricted areas, mostly on the weekend, and/or may be more comfortable now
versus 2021 with both exceeding time limits as well as with rolling between time-restricted areas, potentially in
violation of the “rolling rule” in place.
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MSU RPPD
There are about 1,752 on-street
spaces within the MSU RPPD.
Occupancy peaked during the
morning at 48% within the RPPD, with
occupancy reaching 53% if including
some block faces immediately outside
the RPPD in potential spillover areas.
Percent occupancy across the area
decreased to 42% during the evening,
and two hot spots of high demand in
the morning were noted immediately
to the north of College Ave. east of
10th Ave. and east of 6th Ave. between
Arthur and Grant.
When comparing the daytime and
evening heat maps, it is possible that
some spillover parking demand could
be occurring on some block faces just
outside the RPPD boundaries, such as
along 12th and 10th between
Dickerson and Story, though potential
spillover just beyond the boundary
does not appear to be widespread.
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BHS RPPD
There are about 488 on-street
spaces within the BHS RPPD.
Occupancy peaked during the
evening at 43% within the RPPD,
with occupancy reaching 49% if
including some block faces
immediately outside the RPPD in
potential spillover areas. In the
morning and afternoon, percent
occupancy ranged between 28% and
29% for RPPD block faces.
During the morning or afternoon,
the only demand hot spot observed
occurred just outside the RPPD
southeast of 9th and Babcock. The
lack of demand hotspots, or
locations where parking demand is
especially high, immediately
adjacent to or near the BHS campus,
both just within and just outside of
the RPPD boundaries, along with the
overall low occupancy observed during the daytime, suggest that spillover parking demand from BHS is likely not
occurring into the neighborhood. Notably, percent occupancy along the west side of 11th Ave. was relatively low
during the day despite bordering the campus and falling outside of the RPPD.
Parking demand adjacent to the campus was high during the evening, likely due to a school event. However, the
observation time was outside of RPPD enforcement hours.
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Introduction &
Planning Context
02
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Introduction & Planning Context
In 2016, Bozeman published its Downtown Strategic Parking Management Plan, which was the latest parking-
related strategic plan published within the study. The plan provided a series of policy and organizational
strategies, code-related strategies, and recommended parking management strategies by phase. These strategies
were based on a review of existing parking operations and assets at the time, previous downtown parking study
findings, and the municipal code relating to parking, as well as engagement with both the public as well as
stakeholders.
However, Bozeman, as well as the greater region, have changed and continue to change greatly since 2016. The
City of Bozeman, and the county within which it lies, was the fastest-growing area in the State of Montana
between 2010 and 2020.1 Acting as the northern gateway to Big Sky Country and Yellowstone National Park, the
City’s population increased by more than 16,000 to 53,293 in 2020.2 Between 2020 and 2023, the population
further increased to an estimated 58,250, and the county population increased to almost 130,000.
The population increases resulted in the formal designation of Gallatin County as a metropolitan statistical area
(MSA), according to the US Census Bureau. As a result, Bozeman became federally required to create an official
Metropolitan Planning Organization (MPO), a process led by the Montana Department of Transportation and
involving many governmental entities within the county, as well as the county itself.
With this growth has come economic development, densification, and infill development in Downtown Bozeman.
These changes have resulted in notable increases in vehicular and pedestrian traffic in the area. Activity is high
during both the day and evening, and on both weekdays and weekends, due to the convergence of multiple land
use and user group types that constitute today’s Downtown.
These increases have placed more pressure on a public parking system that has not added significant capacity
since 2009, when the City’s first and public parking structure, the Bridger Park Garage, came online. Constructed
to accommodate the addition of up to 2 decks, the garage capacity could feasibly be increased by up to 143
spaces. The option to increase capacity through such an addition was studied in 2019 but has not been
implemented as of 2023,3 though it should be noted that Walker understands that the City is interested in moving
forward with design of the addition as of this writing.
During the COVID-19 pandemic, Bozeman, like many other destinations catering to outdoor recreational tourism,
saw especially increased tourist activity, with downtown Bozeman experiencing higher-than-ever levels of activity.
This spike in activity placed even greater pressures on the downtown parking system during the pandemic,
especially during Summer 2021, when the latest Downtown Parking Study was conducted.
1 Miller, Alex. “Bozeman tops 50,000 people; Gallatin County leads Montana in population growth.” Bozeman Daily Chronicle. August 12, 2021. Accessed
September 1, 2021. https://www.bozemandailychronicle.com/news/state/bozeman-tops-50-000-people-gallatin-county-leads-montana-in-population-
growth/article_b35b5427-be32-5a19-b7ce-85b6c277e31e.html
2 “Bozeman Demographics.” Taunya Fagan Real Estate Professionals. July 13, 2023. Accessed September 26, 2023.
https://www.taunyafagan.com/bozeman-
demographics/#:~:text=Bozeman%20Demographics%202023%20%7C%20What%27s%20the,Montana%20is%20127%2C950%20(3.2%25)
3 ABC FOX Montana. “Possible new parking in downtown Bozeman.” May 30, 2019. Accessed September 1, 2021.
https://www.montanarightnow.com/bozeman/possible-new-parking-in-downtown-bozeman/article_99c128b2-82c0-11e9-9b98-03eb2982a7db.html
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With this continued rapid growth, the city is looking to update and refresh its 2016 strategic parking plan. While
some of the policies and strategies recommended have been implemented, a majority have not, despite interim
studies and planning documents recommending that the City continue to examine and work towards
implementation of many of the goals and strategies outlined for the downtown parking system in 2016 that were
not or have not been implemented to date.
However, in this update, the City is hoping to look at parking more holistically, with a focus not just on Downtown,
but on other key areas, such as the two resident parking permit program areas surrounding Montana State
University and Bozeman High School, respectively. While Downtown parking will likely always remain the primary
focus from a parking management perspective, the City desires to formulate a strategic parking plan that will
work for and apply to all areas of the city, including the existing resident permit areas (RPPDs) as well as to new
development outside of the currently-managed areas where managed parking may be needed in the future.
To that end, this update of the latest strategic parking plan is simply titled the 2023 Bozeman Strategic Parking
Plan. This plan will take an in-depth look at Bozeman’s parking and mobility programs, including operations,
where and how parking is managed, and parking options available to the Bozeman community, both within and
outside of downtown. This plan also provides an update to the 2021 parking study and provide an updated
analysis of inventory, occupancy, and length of stay for the downtown study area.
Review of Previous Plans & Documents
This plan is informed by up-to-date parking data that has been collected for the downtown B-2 area, as well as by
new primary parking data collected within Bozeman’s RPPD areas, which have not been studied. Also, the plan is
informed by the many recently adopted community, transportation and neighborhood plans and other relevant
municipal plans and documents..
Figure 1, Figure 2, and Figure 3 summarize the planning documents that were reviewed by Walker for purposes of
providing planning context to this report and future deliverables. They are organized into themes: Regional
Transportation and Public Transit; Active Transportation; and Land Use, Development and Housing.
A more detailed review of pertinent plans and other planning documents that were reviewed by Walker is
contained in the Appendix.
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Figure 1. Parking Plans & Documents
Plan Title Date
Completed Areas or Topics of Focus Key Strategies
Critical,
Influential, or
Informative?
Relationship to
Parking Plan
Parking
Management
Engagement
Handbook
2021
Description of parking
management goals and
current regulations and
operations in Bozeman,
focused on public parking,
residential permits, and
downtown developers.
N/A Informative
Provides
information about
existing parking
regulations and
community
concerns
Parking Permit
Policy 2019
Specific regulations
regarding parking permits
in public surface lots and
the Bridger Garage.
N/A Informative
Information about
parking permit
program
White Paper –
85% Rule 2019
Defines the 85% Rule,
formalizes its adoption by
the Bozeman Parking
Commission, and
describes its application
Paid parking, data collection
methods, and monitoring of
on-street/off-street public
parking and residential areas.
Critical
White paper
establishes the 85%
rule as a key
performance
indicator and a
trigger for
implementation of
paid parking.
Bozeman
Strategic
Parking Plan
2016
Parking inventory and
occupancy, parking
policies and regulations,
and parking management
and operations practices,
and recommendations for
downtown vitality and
financial sustainability.
Implement signage/branding
plan, update access/revenue
control at Bridger Garage,
identify off street shared
parking and park and ride
facilities, plan and implement
paid on-street parking,
update and establish new
residential parking permit
districts.
Influential
Provides historical
data and trends, as
well as
recommendations
to address existing
and past parking
management
issues.
Bozeman RPPD
Report 2021
Summarizes residential
stakeholder feedback
regarding parking
concerns and solutions.
Improve visitor permit
process, improve
enforcement consistency,
transparency,
communication, permit
pricing reduction, and
collaborate with MSU.
Informative
Influences decision-
making for
residential parking
permit program.
Bozeman
Downtown
and Parking
Benefit Zone
Report
2021
Summarizes community
and business stakeholder
feedback regarding
parking concerns and
solutions.
Communicate about
multimodal improvement
projects and to downtown
businesses about employee
parking options; budget for
these projects; collect data
on key performance metrics;
identify additional employee
transportation and parking
options.
Informative
Influences decision-
making for
downtown parking
facilities,
management, and
PBZs.
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Figure 2. Active Transportation Plans & Documents
Plan Title Date
Completed Areas or Topics of Focus Key Strategies
Critical,
Influential, or
Informative?
Relationship to
Parking Plan
Transportation
Master Plan 2017
Transportation existing
conditions (infrastructure,
mode split, commute time,
safety, programs, etc.) and
planned transportation
infrastructure and service
improvements.
Promote connectivity of
neighborhoods surrounding
downtown, increase
frequency of transit service
and launch circulator shuttle,
designate an off-street lot for
remote employee parking.
Informative
New
development
standards and
requirement for
downtown
employers can
reduce future
parking demand.
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Figure 3. Land Use, Development, Housing, Economic, Equity, and Environmental Plans & Documents
Plan Title Date
Completed Areas or Topics of Focus Key Strategies
Critical,
Influential, or
Informative?
Relationship to
Parking Plan
Gap Analysis for
Equity Indicators 2021
Understanding disparities
in access to housing,
transportation, amenities,
and services along social
and racial lines as part of a
citywide effort to address
inequities.
Transportation strategies
include expanded bus service
hours, expanded pedestrian
and bicycle infrastructure, and
provide bilingual transit
resources.
Influential
Provides insight
into user
experience and
priorities for
improvement
Bozeman
Climate Action
Plan
2020
Citywide GHG emissions
inventory, emission
targets, and GHG
reduction strategies across
all sectors (land use,
energy, transportation,
solid waste,
food/agriculture, water
and natural resources).
Increase energy efficiency,
increased electrification,
increase renewable energy
use, promote compact
development patterns,
improve resilience to natural
hazards, increase
walking/biking/transit mode
share, reduce solid waste,
support local food systems,
and increase water and natural
resource conservation.
Influential
Draws a
connection
between parking
and GHG
emissions and
identifies
strategies for
reducing
emissions
associated with
passenger
vehicles.
Bozeman
Community
Housing Action
Plan
2020
Existing conditions of
housing affordability and
strategies to incentivize
and support below-market
rate housing development.
Flexible development
standards (including reduction
of parking requirements),
streamlined permitting
process, density bonus
Influential
Housing
development near
employment
centers and
regional
destinations may
promote higher
rates of walking,
biking, and transit
use in the future.
Bozeman
Downtown
Improvement
Plan
2019
Community vision, urban
design goals, connectivity,
parking demand, current
and future development in
the downtown area.
Mixed-use and higher density
development, improved
connectivity, pedestrian and
bicycle friendly design,
efficient land use,
neighborhood greenway
Critical
Establishes vision
and guidelines for
future land use
patterns and
preferred
approaches to
parking design
and management.
Bozeman
Strategic Plan 2018
Action-oriented plan to
strategically manage
municipal services and
operations for the next 5
years, including housing,
transportation,
environment
Update the municipal Unified
Development Code and
citywide action plans, including
the Climate Action Plan and
the Strategic Parking Plan.
Critical
Establishes
prioritizes for
future planning
and municipal
operations,
including parking
operations and
management.
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Existing Operations &
Management
03
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Existing Operations & Management
About the BPC
Organization
The City of Bozeman Parking Services Division is responsible for enforcing municipal parking regulations across
Bozeman, as well as managing all public parking facilities. The Parking Services Division actively participates in
public policy discussions regarding economic development, community development, as affected by (and
potentially affecting) available parking inventory.4
In August 2020, the Bozeman City Commission adopted Ordinance 2033 which established the Downtown Parking
Management District. The district is defined as having the geographic boundaries of the downtown B-3 zoning
district with an additional buffer of 1,000 feet. The City’s responsibility in parking management is to
accommodate customers and visitors to commercial areas and accommodate residents and guests in residential
neighborhoods. Additionally, the City is responsible for management of public parking supply and demand in
alignment with broader citywide land use, zoning, mobility, and climate goals.
The Parking Manager works in the economic development department to oversee operations of the Bozeman
Parking Program, executes parking policy decisions as decided by the Bozeman City Commission, and supervises
four parking enforcement officers.
There are five primary categories of parking management concerns that the City seeks to address:
1. Climate and Community Health – Parking management must encourage the use of multi-modal
transportation for the health of the climate and to support active lifestyles in the community.
2. Residents – Non-residents are parking on-street in neighborhoods, limiting parking availability for residents
and guests.
3. Downtown Business Owners – Employees are parking on-street in commercial areas, limiting parking
availability and turnover for customers.
4. Employee Parking – Employees should be provided with remote parking to reduce use of valuable on-street
parking, which is prioritized for customer use.
5. Downtown Developers – The cost and minimum requirements of building parking associated with new
developments should be reduced to encourage development and increase flexibility.5
4 City of Bozeman. (2023). Public Parking. City of Bozeman. http://bozemanchamber.chambermaster.com/list/member/city-
of-bozeman-parking-services-7081
5
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Jurisdiction
The City’s managed parking jurisdiction currently consists of three primary areas: downtown and the areas
immediately surrounding the campuses of Bozeman High School (BHS) and Montana State University (MSU).
In August 2020, the Bozeman Downtown Parking Management District was established by the Bozeman City
Commission as Ordinance #2033. This redefined the downtown managed area by extending the boundaries of the
B-3 zoning district by 1,000 feet. The areas of the two RPPDs remain the same as when they were created.
In 1994, two resident parking permit districts (RPPDs) were created by ordinance to “manage congestion and
prioritize residential parking in neighborhoods near MSU and Bozeman High School” and added to the
jurisdictional area of the BPC.
Figure 4 shows the boundaries of the three managed areas under the jurisdiction of the BPC as understood by
Walker and based on source material provided by the City.
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Figure 4. Existing BPC Managed Areas
The downtown area constitutes the original boundaries of the City’s managed parking jurisdiction. Within the
Downtown area, about 67% of the block faces have no time restrictions (though some do not allow overnight
parking) while the remainder is time-limited or other user-restricted parking.
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Within the boundaries of the two RPPDs, nearly all block faces fall within the area where a permit is required
between the hours of 8 AM and 5 PM on weekdays, with the exception of some block faces that have 1- or 2-hour
parking, as well as a handful of accessible and loading spaces.
Downtown Parking Management District & Parking Benefit Zones (PBZ)
In February 2020, the Bozeman City Commission approved Ordinance 2033 (3-2). This ordinance extended the
authority of the BPC to regulate and manage parking up to 1,000 feet beyond the existing B-3 district boundaries
and created a new Downtown Bozeman Parking Management District. Also, the ordinance provided the BPC the
authority to establish Parking Benefit Zones (PBZ) within the managed area.
Figure 5 shows the boundaries of the new management district.
Figure 5. Map of Bozeman Parking Management District
Source: City of Bozeman Parking Handbook
Parking Benefit Zones (PBZ) are a parking management best practice used in mixed-use areas, such as downtown
districts, with elevated on-street parking occupancy (85% or higher) during the peak demand period. PBZ will be
implemented in residential areas to the immediate north and south of the downtown business district (B-3), with
the potential to expand to other parts of the city.
PBZs help to manage spillover parking from adjacent destinations by restricting on-street parking to
residences/businesses within the zone through use of a permit system. In addition, a limited number of employee
permits are available for commuters; these permits are allocated based on occupancy to achieve a rate of 85%,
also known as effective supply. The city will use mobile license plate recognition (LPR) technology to ensure
accuracy of data collection for permit management.
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An added benefit of Parking Benefit Zones is that the revenue that they generate can be reinvested in a street
amenities and pedestrian, bicycle, and transit infrastructure within the zone.
The ordinance did not establish any PBZs by itself. It merely laid out the process for establish, modify, or
eliminate PBZs. Under the resolution, if 60% of residents within a defined area sign a petition, the Transportation
Board would then consider the petition to establish a PBZ. Alternatively, the Board can initiate the process
without a petition. A 60% vote of residents would also be required to modify or abolish districts.
For these PBZs, revenue would be derived from parking and permit activities generated within the district, and
ideally, districts would be large enough to where revenues could at least fully offset operating costs.
Enforcement
As of this writing, the BPD employs a total of four parking enforcement officers. There is one Parking
Enforcement Officer (PEO) focused on downtown and one focused on the RPPDs. A third officer is focused on our
complaint-based enforcements. These complaints are primarily for vehicles considered abandoned and are in
violation of our 72-hour ordinance. However, complaints also include violations such as blocking sidewalks,
driveways, and crosswalks, parking the wrong way, and creating a snow hazard. Finally, there is a fourth PEO (the
lead Enforcement Officer) who floats to support the other three officers and work on special projects as assigned
by the parking manager.
In Downtown, PEOs enforce two-hour time limit and safety violations. They will opt to mail citations to violators
rather than stopping on our busy downtown streets to place a violation on the windshield.
In the RPPDs, PEOs use LPR to verify permits and their validity. Typically, officers place citations on the vehicle due
to the less congested nature of the RPPD.
Enforcement Hours
Enforcement hours are shown in Figure 6.
Figure 6. Existing BPC Managed Areas
Permit Type Enforcement Enforcement Days Enforcement Hours
RPPD Areas Proactive Monday - Friday 8 AM - 5 PM
Downtown Areas Proactive Monday - Friday 9 AM - 5 PM
Other Proactive Monday - Friday 9 AM - 5 PM
Montana’s legal holidays are also excluded from the enforcement schedule.
Enforcement Areas
The City’s Parking Services Division has jurisdiction and authority to issue citations anywhere on public property or
within public right-of-way within its established managed boundaries. Outside of these boundaries, the Bozeman
Police Department has authority to issue parking citations. However, it is uncommon for these other entities or
departments to issue parking citations within the boundaries of actively patrolled areas.
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Parking enforcement outside of the City-managed boundaries, within city limits, is the responsibility of the
Bozeman Police Department. However, the Police Department does not conduct active parking enforcement.
Therefore, parking citations issued outside of the City-managed boundaries are primarily issued on a reactive or
complaint-driven basis. Montana State University operates its own active parking enforcement services within
the boundaries of the campus.
All of the entities and departments specified above have the authority to issue citations for any parking violation
specified within the city’s Code of Ordinances, though it should be noted that the City-managed area does not
include private property. Any parking violations on private property must be fielded by the police department.
Both the downtown and the two RPPDs are proactively patrolled during enforcement hours, which is defined as
the area in which parking enforcement officers conduct regular enforcement operations following predetermined
routes and schedules.
Permit Parking
In addition to long-term leased parking, Bozeman offers both short-term- and long-term permit types for
residents, visitors, and certain employees and service providers within its RPPD areas and for anyone within
selected off-street parking facilities, subject to limitations. Also, temporary on-street permits are offered.
Residential Parking Permit
There are two Residential Parking Permit Districts (RPPDs) in the City of Bozeman established to manage spillover
parking in the neighborhoods and areas immediately surrounding Bozeman High School and Montana State
University. Within parking permit zones, a permit allows exclusive parking between 9:00 am and 5:00 pm on
weekdays. Employee permits are available within parking permit zones for employees who work within the zone.
More detailed general information about Bozeman’s resident permits is provided in Figure 7 below.
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Figure 7. General Information about Resident Permits by Type
Resident Permit Type Permit Cycle Permit Eligibility General Information
MSU RPPD September 1 -
August 31 Residents
Permit are used to park on street in the University District by
residents. No limit to permits per residence. Permit holders
must provide prove of residency in the District and ownership
of the vehicle to which a permit is assigned. Holders can have
up to 3 vehicles assigned with each permit.
MSU RPPD Visitor September 1 -
August 31 Residents
Permits are used to facilitate guest parking during
enforcement hours. For many years the permit was provided
in the form of a physical hang tag but is now digital. There are
two visitor permits issued per residence. Residents may also
request a "parking holiday" from the City if a large gathering is
anticipated for a single day.
BHS RPPD August 15 - June
15 Residents
Permit are used to park on street in the High School District by
residents. There is no limit to the number of permits per
residence. Residents must provide prove of residency in the
District and ownership of the vehicle to which a permit is
assigned. Holders can have up to 3 vehicles assigned with each
permit.
BHS RPPD Visitor August 15 - June
15 Residents
Permits are used to facilitate guest parking during
enforcement hours; for many years it was a physical hang tag,
now digital; two visitor permits issued per residence; if a large
gathering, residents may request a parking holiday
Service Provider September 1 -
August 31
Employer/Service
Provider in the
District
These permits are intended for employees who regularly work
at businesses located within the RPPDs during enforcement
hours may apply for a service permit.
Long-Term/Lease Permit
Monthly and annual parking permits for some public surface lots and the Bridger Parking Garage are available to
both residents and businesses on a first-come, first-served basis. A waiting list is available and managed by the
Finance Department.
The number of public permits in surface lots are limited to 50% of the number of available spaces (76 spaces out
of a total of 152). In the Bridger Garage, parking leases are limited in accordance with the Commission's Permit
Limit Calculation methodology. Leases are generally limited to up to a year in duration, though some legacy long-
term leases exist of up to 25 years. However, the 2019 Policy specifies that the City no longer accepts new long-
term lease agreements, as they “limit the ability of the [City] to manage the permit and transient parking at the
Bridger Park Downtown Garage in the most effective manner.”
More detailed general information about Bozeman’s long-term/lease permits is provided in Figure 8.
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Figure 8. General Information about Long-Term/Lease Permits by Type
Permit Type Permit Cycle Permit Eligibility General Information
Bridger Garage Permit January 1 -
December 31 All persons
Permits are purchased primarily by employees or employers in
the downtown core. Permits are not assigned to a reserved
space, and only grant in and out privileges. There can be up to
three cars assigned to each permit. Holders will receive mail
citations if a permit is found to be invalid. The total number of
spaces available for rental in the garage is determined by the
BPC using a calculation methodology, and the limit is reviewed
during the BPC's regular meetings, which occur in March,
June, September, and December.
Bridger Garage
Basement Permit
January 1 -
December 31
No New Permit
Sales
Permits were sold exclusively to the Armory Hotel for their use
within the nested gated area of the garage. Some of these
permits are legacy permits which were sold before the Armory
opened. The Hotel needs these permitted spaces to fulfill
their parking minimum requirement. The parking is used for
valet of hotel guests and some employee parking.
Bridger Garage UDC
permit
January 1 -
December 31
No New Permit
Sales
This is a long-term parking permit program that was started in
order to fill out the garage occupancy. As of 2023, two hotels
and one commercial building hold permits in the garage. In
2019, the BPC discontinued this program in 2019. However, all
properties must hold the leases for 25 years to satisfy their
minimum parking requirements
Surface Lot Permit January 1 -
December 31
Waitlist for permit;
all eligible
Permits are available in the Willson North Lot, Black Lot, and
the Rouse Lot. According to the 2019 Parking Permit Policy,
each lot is limited to total permits not to exceed 50% of the
available parking spaces. Permits are available to any member
of the public but are primarily purchased by employers and
employees. Permits are available on a first-come, first-serve
basis. No bulk permit sales are allowed. Permits are not
transferrable, though a holder may permit employees or other
individuals to utilize the permitted space.
Other Permit Types
• Temporary On-Street Permit – This permit allows the holder to occupy up to 24 linear feet of curb space.
It is typically used by contractors who are working in or adjacent to a particular area and need access to a
particular on-street space. Also, these permits can be used by venues hosting concerts or events that
need a place to park tour busses and other such vehicles. Permits are available by the day and are
available to or in relation to any downtown business.
Parking Pricing
Resident Permit Parking
Figure 9 below shows parking pricing for resident permits and related permits as of 2023. Note that increases
have been approved to take effect in 2024.
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Figure 9. Resident Permit Pricing
Permit Type Permit Cost
MSU RPPD $35/Year ($1.75 processing fee)
MSU RPPD Visitor $35/Year ($1.75 processing fee)
BHS RPPD $35/Year ($1.75 processing fee)
BHS RPPD Visitor $35/Year ($1.75 processing fee)
Service Provider $10/year ($1.75 processing fee)
Public Parking
Bozeman has one parking structure and four surface lots. On-street parking and all off-street surface parking is
free but limited to two hours, with a rolling rule that discourages vehicles from re-parking within the same block
face after two hours with a parking citation. No long-term leases are allowed.
Off-street parking in the Bridger Park Garage is free for the first two hours and $1.00 per hour for each hour
thereafter.
Long-Term/Lease Parking
Bozeman has an extensive system of off-street permitted parking facilities, which are all located in and around
downtown. Figure 10 below shows permitted parking facilities and associated monthly rates.
Figure 10. Long Term/Lease Permit Parking Monthly Rate Schedule
Permit Type Permit Cost
Bridger Garage Permit $85/month ($2.75 processing for monthly, $1.75 processing annually with 10% discount)
Bridger Garage Basement Permit N/A
Bridger Garage UDC Permit $85/month ($2.75 processing for monthly, $1.75 processing annually with 10% discount)
Surface Lot Permit $60/month ($2.75 processing fee for monthly, $1.75 for annually with 10% discount)
Monthly rates range from $60 to $85, depending on the facility.
Other Permit Types
Figure 11 shows the annual and monthly cost, as of 2023, for other permit types offered.
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Figure 11. Other Permit Parking Annual Rate Schedule
Permit Type Permit Cost
Temporary On Street Permit $20/day
Parking Rules & Regulations
Citations & Fines
The current schedule of parking fines is provided in Figure 12.
Figure 12. Parking Citation Fine Schedule
Violation Type Base Amount
Garage Overtime $23.50
Obstructing Traffic $23.50
Overtime Parking $23.50
Overtime Parking w/ Rolling Rule $23.50
Private Property $23.50
Prohibited Park/Display for Sale $23.50
72 Hour Parking Violation $33.50
8AM-5PM Restricted Zone $53.50
Blocking Driveway $53.50
Blocking Sidewalk $53.50
Crosswalk Blocked $53.50
Crosswalk Within 20 Feet $53.50
Distance From Curb $53.50
Fire Hydrant $53.50
No Parking $53.50
Restricted Zone $53.50
Wrong Side $53.50
MSU Residential District $63.50
Handicap Zone $103.50
Boot Fee $153.50
Failure to pay the citation within 7 business days from the issuance of the citation results in a $20 administrative
late fee. Fines may be paid by phone, by mail, or online. Vehicles with 6 or more unpaid violations outstanding are
subject to immobilization using a boot or wheel clamp.
Rolling Rule
Bozeman has a “rolling rule” in place, which states that vehicles are only allowed to park for one two-hour period
per day per block face. Simply re-parking in a different space on the same block does not reset the clock, and such
vehicles are subject to citation. The “rolling rule” also applies to the off-street parking facilities, where parkers
cannot simply relocate to a different space within the same facility.
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However, Bozeman’s “rolling rule” currently does not apply to the entire downtown, meaning that movements to
different time-restricted parking spaces on a different block face on an adjacent street, or within a different off-
street facility, are currently not prohibited.
Parking Technologies
The paid parking system in the Bridger Park Garage uses a Passport-based technology platform. The garage is
gateless, and parkers can either pay at a kiosk or they can download a smartphone app called ParkBZN and pay via
Passport’s digital platform and with a Passport account.
Enforcement officers currently use a Genetec mobile LPR-based system. For timed parking spaces, handheld units
enable enforcement officers to either time vehicles’ length of stay using the LPR reader function or using a virtual
tire chalking method that notes the position of the tire stem.
Bozeman’s citation payment system operates as a portal powered by the RMCPay platform.
Financial Health & Sustainability
According to public financial records reviewed by Walker, the managed parking system in Bozeman is operated as
an enterprise fund. The parking division is currently nested under the Department of Public Safety and has been
joined with the Economic Development Department.
Parking fines collected outside of the managed areas go into general fund revenues for the city.
The parking division’s status as an enterprise fund indicates that it operates, or is intended to operate, as a self-
sustaining fund with its own operating budget that is separate from the City’s general fund, though the Parking
Services Division budget is included in and forms part of the City’s overall budget, which is public record. Revenue
collected from citations, hourly parking, and parking permits, in addition to revenue bonds, is pooled together
and used to pay for core parking operations and associated expenditures, such as salaries/wages, maintenance,
security, enforcement, management, and administration.
The Parking Manager reports the financial condition of the division on a regular basis, as well as prepares an
annual budget showing all anticipated income and expenses for inclusion in the Approved Budget of the City of
Bozeman. Montana bylaws do permit certain municipal general funds to be appropriated for administrative
purposes (funds used for day-to-day operations and managerial oversight), and authorizes Bozeman, by
resolution, to collect certain in-lieu payments.
Cash In-Lieu Fees
This program allows developers to pay a fee instead of constructing parking spaces for a project. The benefits of
participation are that development costs are reduced, and the development of future public parking facilities is
supported.
The City offers a cash-in lieu option for new developments in the B-3 District only at a rate of $25,000 per stall.
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Parking System Revenues, Expenses and Cost Recovery
Figure 13 shows total revenue, total expenses, and resulting cost recovery percentage for the BPC system from
2019 through 2023.
Figure 13. Parking System Total Revenues, Expenses, and Cost Recovery, FY 2019 - 2023
Cost Recovery Metric FY 2019 FY 2020 FY 2021 FY 2022 FY 2023 2019 - 2023
Averages
Total Revenue $1,181,882 $1,287,707 $1,154,669 $1,088,345 $1,016,431 $1,145,807
Total Expenses $1,091,232 $1,004,606 $883,662 $1,018,093 $1,285,102 $1,056,539
Total Deficit or Surplus $90,650 $283,100 $271,006 $70,252 -$268,671 $89,268
Cost Recovery 108% 128% 131% 107% 79% 108%
As shown, the parking system typically generates revenues with a small margin above cost (averaging 108% cost
recovery).. Since 2019, revenues from downtown parking permits have decreased while revenue from short-term
parking and from RPPD permits has increased, with short-term parking revenues generated in the garage more
than doubling since 2019. The increase in short-term garage parking and decrease in permit parking is in part due
to more short-term demand, but also may be the result of changes to work habits, wherein employees only drive
and park a few times a week and may choose to purchase parking daily instead of monthly.
In recent years, costs to operate the parking system have increased—including hard costs related to maintenance
needs, and soft costs like labor, where pay increases have been necessary to respond to growing inflation. In the
future, evolving parking behaviors and capital needs, such as expansion of the Bridger Park Garage, may require
up-front capital expenditures and could also result in the ongoing need for increased enforcement and
management. These changes may diminish cost recovery over time and result in costs exceeding revenues
assuming no change to the current revenue streams.
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Parking Inventory &
Occupancy
04
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Parking Inventory & Occupancy
Methodology
Downtown
In 2021, the City provided to Walker a Geographic Information Systems (GIS) data layer that contained estimated
on-street parking inventory, sorted by restriction, for each block face in the study area. For block faces without
formally demarcated/striped parking spaces, inventory calculations performed within the GIS file by the City
assumed 24 linear feet of frontage per on-street space to determine the number of on-street spaces. Off-street
parking inventories were also contained within the GIS data but were not sorted by restriction.
During field observations in 2021, Walker staff noted and controlled for block faces where parking supply was
unavailable due to construction or other reasons, as well as where parking supply existed but was not indicated
in, or where posted restrictions differed from, the City’s data.
For this 2023 study, Walker conducted “spot checks” of the final, adjusted inventory figures that were used in
Walker’s 2021 parking study analysis. These spot checks were performed on Wednesday, August 22, 2023, and
consisted of noting all instances where parking supply was unavailable that was previously available in 2021, or
vice versa, due to construction or other reasons. Also, Walker verified and noted any changes in parking
restriction type observed, such as on-street parking that was shown by BPC, and confirmed by Walker, as
unrestricted in 2021 but that is now time limited. Finally, Walker noted any changes or corrections to previous
inventory figures reported that needed to be made.
On Thursday, August 23 and Saturday, August 25, 2023, Walker staff collected parking occupancy data for all
public off-street and on-street parking within the Downtown Managed Parking Area. These particular dates were
selected with the advice and consent of Bozeman planning staff and were chosen in order to capture the tail end
of typical peak summer tourist activity in downtown Bozeman (before Labor Day), as well as to capture additional
demand resulting from the first week of school at Montana State University during a typical peak weekday and
Saturday.
As with Walker’s 2021 study, parking counts were conducted over the afternoon and evening periods on both
days. However, the weather during this data collection effort was typical for late August (warm and mostly sunny)
on both days, in contrast to the 2021 effort, where weather was unseasonably cold and rainy. Counts were
performed manually, with counts recorded separately according to restriction type for the on-street parking and
by facility for the off-street parking, as in 2021.
These dates occurred approximately one week after the dates chosen for Walker’s 2021 study, which were
Thursday, August 17 and Saturday, August 19, 2021.
No major special events were known to take place in Bozeman during the week when the downtown parking
study was conducted.
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RPPD Areas
On Wednesday, September 6, 2023, Walker collected parking inventory data for all public on-street parking
within both RPPD areas, as such data was not available in GIS shapefiles that were previously provided by the BPC.
It should be noted that there are no off-street parking facilities within either area that are owned and operated by
the BPC and available for general public use.
Data was collected for every block face indicated as falling within each respective RPPD area, as well as for some
selected additional street segments that were adjacent to the existing RPPD boundaries. For this study, Bozeman
planning staff requested that Walker collect the additional data for such street segments to determine whether
spillover parking or “parking congestion” may be occurring just outside the RPPD boundaries. These additional
street segments and block faces are shown in the maps of the study areas in Figures 44 and 50.
As with the downtown study, on-street parking inventory data was collected and mapped taking into account and
sorting by the parking restriction(s) observed per block face.
Parking occupancy data for the areas was collected on Thursday, September 7, 2023. This date was selected with
the advice and consent of Bozeman planning staff and was chosen in order to capture typical peak student and
staff activity for both the university as well as for Bozeman High School, being three days removed from the Labor
Day holiday. In order to capture both peak student and staff activity, data was collected during the morning as
well as the early afternoon. Also, in order to contrast the peak demand period for student and staff with a period
when demand for those user groups would have typically be much lower, and resident demand much higher,
demand data was also collected during the early evening.
Because the primary objective of studying these areas was to capture school- and university-related demand and
understand how they might affect resident and resident visitor parking demand, only a typical weekday was
studied.
As with the downtown data collection period, weather was seasonable for early September (hot and mostly
sunny). Also, no major special events were known to take place in Bozeman during the week when the RPPD
parking study was conducted.
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Summary of Existing Managed Areas
Figure 14 summarizes the total public parking supply within the BPC jurisdiction.
Figure 13. Summary of Public Parking Inventory within BPC
Parking Area Total Supply (August 2023)
Downtown (Off-Street) 612
Downtown (On-Street - Core Area) 721
Downtown (On-Street - Outside Core Area) 860
Sub-Total (Downtown) 2,193
MSU RPPD 1,752
BHS RPPD 488
Sub-Total (RPPDs) 2,240
Total BPC Parking Supply (August 2023) 4,433
Figure 15 summarizes the overall percent share of each parking area and type as a function of all BPC parking
supply.
Figure 14. Percent Share of Parking Areas and Types within BPC
14%
16%
19%
40%
11%
Downtown (Off-Street)Downtown (On-Street - Core Area)
Downtown (On-Street - Outside Core Area)MSU RPPD
BHS RPPD
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Downtown Managed Area
Study Area
The area where parking study was conducted is mostly coextensive with the boundaries of the Downtown Parking
Management District. For length of stay and movement observations, data was collected for entire block face
lengths only, resulting in some data that fell just outside the boundary where the boundary curs across street
segments and block faces. Also, it should be noted that for those length of stay and movement observations, data
was collected for the entire length of Olive Street between 4th Avenue and Wallace Ave.
Inventory
On-Street
There were approximately 1,581 parking spaces in the study area in August 2023. Of these, about 721 parking
spaces were within the Downtown “Core Area,” defined as the area bounded by 5th Avenue, Babcock Street,
Mendenhall Street, and Wallace Avenue. 860 parking spaces were within the area outside of the core area as
defined. These inventories include both sides of the street for corridors on the perimeter of the study area and
also are comprised of full block length faces for certain street segments/block faces that were not fully contained
within the management area boundary.
Figures 16 and 17 show on-street parking inventory by parking restriction category. For purposes of this study,
some categories were aggregated, such as 15 and 20-minute parking, and parking categories where overnight
parking was restricted only on Tuesdays and Thursdays versus restricted on all days.
Note that in 2023, an additional category for “Reserved” on-street parking was added to account for some angled
spaces that were noted as being reserved for school staff only along Lamme St. between Church Ave. and
Mendenhall St.
Figure 16. Core Area On-Street Parking Inventory and Percent of Total by Restriction Type
38%
55%
2%2%0%3%
No Overnight 2 Hour 15/20 Minute
ADA Reserved Loading Zone
271
398
18 15 - 19
No Overnight 2 Hour 15/20 Minute
ADA Reserved Loading Zone
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Figure 17. Outer Area On-Street Parking Inventory and Percent of Total by Restriction Type
Off-Street
Off-street parking inventories for the surface lots were also included in City’s GIS data but were not sorted by
restriction type. The inventory for the Bridger Parking Structure was obtained from the City’s parking website and
confirmed in the field.
There was a total of 612 off-street public parking spaces within the four surface lots and one structure intended
for general public use, unchanged from 2023. Figure 18 shows off-street parking inventory by facility.
Figure 18. Off-Street Parking Inventory and Percent of Total by Facility
Figure 19 shows a map of the study area, as well as on-street parking by restriction type and the location of off-
street public parking facilities.
75%
18%
2%
1%2%3%
Unrestricted No Overnight 2 Hour
15/20 Minute ADA Reserved
Loading Zone
641
154
15 10 18 22
Unrestricted No Overnight 2 Hour
15/20 Minute ADA Reserved
Loading Zone
7%5%
10%
8%
71%
Willson Lot (North)Willson Lot (South)
Black Lot Rouse Lot
Bridger Park Garage
41 28
62
46
435
Willson Lot (North)Willson Lot (South)
Black Lot Rouse Lot
Bridger Park Garage
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Figure 19. Downtown Parking Inventory (by Restriction for On-Street Parking) with Core Area
A detailed accounting of observed inventory by block face is available in Appendix B.
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Occupancy
On-Street
Overall, on-street occupancy across the study area was the highest during the weekday afternoon count, with the
core area reaching 537 spaces, or 74% occupied, and the outer area reaching 600 spaces, or 70%. Combined,
occupancy was observed at 1,137 spaces, or about 72%. During the weekday afternoon, 2-hour parking in the
Core Area reached 83%.
Outside the peak period, on-street occupancy across the study area ranged from 59% during the weekend
evening observation to 60% during the Saturday afternoon and weekday evening observations, and from 62% to
69% within just the Core Area during those same days.
Detailed parking occupancy information, sorted by block face and restriction, is provided in Appendix B.
Figure 15. Core Area On-Street Occupancy per Survey Period by Parking Type
198
126 137 132
313
314 335 321
16
4
12 5
7
4
6
5
3
2
4
3
721 721
613 613
0
100
200
300
400
500
600
700
800
Weekday Afternoon Weekday Evening Saturday Afternoon Saturday EveningNumber of SpacesNo Overnight Parking 2 Hour 15/20 Minute ADA
Loading Zone Supply Effective Capacity
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Figure 21. Outside Core Area On-Street Occupancy per Survey Period by Parking Type
Figure 22. Overall Study Area On-Street Occupancy per Survey Period by Parking Type
446 375 348 358
137
102 100 95
8
8 10 6
-
- - -
1
- 1 -
6
10 1 2
2 7 - 9
860 860
731 731 731 731
0
100
200
300
400
500
600
700
800
900
1,000
Weekday Afternoon Weekday Evening Saturday Afternoon Saturday EveningNumber of SpacesUnrestricted No Overnight Parking 2 Hour ADA
Reserved Loading Zone Supply Effective Capacity
446 375 348 358
335
228 237 227
321
322 345 327
16
4 12 5
8
4 7 5
6
10 1 2
5 9 4 12
1,581 1,581
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Weekday Afternoon Weekday Evening Saturday Afternoon Saturday EveningNumber of SpacesUnrestricted No Overnight Parking 2 Hour 15/20 Minute
ADA Reserved Loading Zone Supply
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Off-Street
Off-street occupancy patterns correlated to those on-street, with the highest total occupancy observed during
the weekday afternoon at 462 spaces, or 75% occupied. On the other days, total occupancy ranged from 49% to
50%. However, the Willson Lots and Black Lot remained above 90% occupancy during all survey periods, with the
Rouse Lot ranging from 43% to 85%. The garage ranged from 72% during the weekday afternoon count to 35%
during the Saturday evening count.
Detailed parking occupancy information, sorted by facility, is available in Appendix A.
Figure 23. Total On-Street Occupancy per Survey Period by Facility
Peak Occupancy Heat Map
Figure 24 on the next page is an occupancy heat map that shows downtown during the weekday afternoon
systemwide peak. It shows percent occupancy, by block face, for on-street parking and by facility for off-street
parking, across the study area for each observation period.
41 40 38 42
28 28 27 28
60 61 62 61
20 22 29 39
313
151 142 130
612 612
520 520 520 520
0
100
200
300
400
500
600
700
Weekday Afternoon Weekday Evening Saturday Afternoon Saturday EveningNumber of SpacesWillson Lot (North)Willson Lot (South)Black Lot Rouse Lot
Bridger Park Garage Supply Effective Capacity
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Figure 16. Downtown Peak Occupancy Heat Map (Weekday Afternoon)
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Comparison (2021 – 2023)
Inventory Changes
Several block faces were closed for construction during the 2023 data collection period, particularly within the
north outer area (outside the core area), as well as along Main St., Bozeman Ave., and Black Ave. This resulted in a
notable difference between the total on-street inventories between the two studies. However, changes also
occurred as a result of reclassifications of parking along some block faces.
For instance, some loading spaces were removed completely to make room for a turn lane along westbound
Mendenhall before Rouse Ave. However, many loading spaces were added adjacent to some of the hotels in
downtown.
Figure 25 below shows the changes in on-street inventory observed by parking restriction between the two
studies.
Figure 17. Inventory Changes Observed, 2021 versus 2023
Study Year Key Downtown Area
Parking Restriction
Total Unrestricted No
Overnight 2 Hour 15/20
Minute ADA Reserved Loading
Zone
2021
Total On-Street (Core Area) 0 287 438 23 16 0 17 781
Total On-Street (Outside Core Area) 722 161 15 0 5 0 18 921
Total (All) 722 448 453 23 21 0 35 1,702
2023
Total On-Street (Core Area) 0 271 398 18 15 0 19 721
Total On-Street (Outside Core Area) 641 154 15 0 10 18 22 860
Total (All) 641 425 413 18 25 18 41 1,581
Change
(2021 - 2023)
Total On-Street (Core Area) 0 -16 -40 -5 -1 0 2 -60
Total On-Street (Outside Core Area) -81 -7 0 0 5 18 4 -61
Total (All) -81 -23 -40 -5 4 18 6 -121
Percent
Change
(2021 - 2023)
Total On-Street (Core Area) -6% -9% -22% -6% 12% -8%
Total On-Street (Outside Core Area) -11% -4% 0% 100% 22% -7%
Total (All) -11% -5% -9% -22% 19% 17% -7%
Overall, there were 121 fewer spaces in the on-street supply during the 2023 study, or a 7% decrease. Parking
parked as 15 or 20-minute parking saw the sharpest percent decrease, while accessible parking increased by 19%,
or 4 spaces, while loading zone parking increased by 17%, or 6 spaces.
Overall Percent Occupancy Changes
Figure 26 shows overall changes in percent occupancy across the downtown parking system (on-street and off-
street parking) between 2021 and 2023, normalized to the respective supplies for each study period.
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Figure 26. Systemwide Occupancy Changes Observed, 2021 versus 2023
Overall, every time and day period observed saw a decrease in systemwide total percent occupancy, ranging from
7% during the weekday evening to 12% during the Saturday afternoon.
Despite the systemwide drop, many areas within the system continued to experience effectively full occupancy
during peak times. Three of the four surface lots were near 100% occupancy during all observation periods. Also,
Main St. and Babcock St. between Grand and Church was effectively at capacity during all observation periods. All
cross avenues between Grand Ave. and Bozeman Ave. within one or two blocks of Main St. were also effectively
full during most observation periods.
During the weekday afternoon peak, nearly half of block faces across the study area were at or above 75%
occupancy, while about 1 in 3 were at or above 85% occupancy. Total overall off-street occupancy during the
weekday afternoon was about 75%, which is just within the range considered to be nearing effective capacity
(75% - 85%).
On-Street Occupancy Changes
Figure 27 shows observed changes in on-street demand by day and time between 2021 and 2023.
Figure 27. On-Street Occupancy Changes Observed, 2021 versus 2023
Study Year Key Downtown Area Weekday Weekend
Afternoon Evening Afternoon Evening
2021
Total On-Street (Core Area) 660 537 605 585
Total On-Street (Outside Core Area) 677 509 546 542
Total (All) 1,337 1,046 1,151 1,127
2023
Total On-Street (Core Area) 537 450 494 466
Total On-Street (Outside Core Area) 600 502 460 470
Total (All) 1,137 952 954 936
Change (2021 - 2023)
Total On-Street (Core Area) -123 -87 -111 -119
Total On-Street (Outside Core Area) -77 -7 -86 -72
Total (All) -200 -94 -197 -191
Percent Change
(2021 - 2023)
Total On-Street (Core Area) -19% -16% -18% -20%
Total On-Street (Outside Core Area) -11% -1% -16% -13%
Total (All) -15% -9% -17% -17%
81%
64%69%66%73%
57%57%56%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
Afternoon Evening Afternoon Evening
Weekday WeekendPercent Occupancy (As Function of Respective Supply Observed)2021 Total 2023 Total
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Figure 28 shows observed changes in on-street percent occupancy by time period and day between 2021 and
2023. These figures have been calculated as a function of the respective parking supplies for each study period,
and therefore have been normalized.
Figure 28. On-Street Percent Occupancy Changes Observed (Normalized to Inventory), 2021 versus 2023
Study Year Key Downtown Area Weekday Weekend
Afternoon Evening Afternoon Evening
2021
Total On-Street (Core Area) 85% 69% 77% 75%
Total On-Street (Outside Core Area) 74% 55% 59% 59%
Total (All) 79% 61% 68% 66%
2023
Total On-Street (Core Area) 74% 62% 69% 65%
Total On-Street (Outside Core Area) 70% 58% 53% 55%
Total (All) 72% 60% 60% 59%
Percent Change
(2021 - 2023)
Total On-Street (Core Area) -10% -6% -9% -10%
Total On-Street (Outside Core Area) -4% 3% -6% -4%
Total (All) -7% -1% -7% -7%
Overall, even when normalized to respective parking inventories per study year, total on-street parking occupancy
fell by 7% for three of the four observation periods. Only weekday evening percent occupancy outside the core
area saw a relative increase of 3%.
Off-Street Occupancy Changes
Similar to on-street parking, a notable decrease in off-street parking demand was observed in 2023, both in
absolute numbers as well as in terms of percent occupancy. No inventory changes were noted for the off-street
supply between the two study periods.
Figure 29 shows observed changes in off-street demand by time period and day between 2021 and 2023.
Figure 29. Off-Street Occupancy Changes Observed, 2021 versus 2023
Study Year Off-Street Facility Supply Weekday Weekend
Afternoon Evening Afternoon Evening
2021
Willson Lot (North) 41 41 39 40 39
Willson Lot (South) 28 28 26 28 26
Black Lot 62 61 58 62 61
Rouse Lot 46 39 38 40 34
Bridger Park Garage 435 375 264 275 250
Total (All Off-Street) 612 544 425 445 410
2023
Willson Lot (North) 41 41 40 38 42
Willson Lot (South) 28 28 28 27 28
Black Lot 62 60 61 62 61
Rouse Lot 46 20 22 29 39
Bridger Park Garage 435 313 151 142 130
Total (All Off-Street) 612 462 302 298 300
Percent Change
(2021 - 2023)
Willson Lot (North) 0 0 1 -2 3
Willson Lot (South) 0 0 2 -1 2
Black Lot 0 -1 3 0 0
Rouse Lot 0 -19 -16 -11 5
Bridger Park Garage 0 -62 -113 -133 -120
Total (All Off-Street) 0 -82 -123 -147 -110
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While the two Willson Lots and the Black Lots remained very similar in terms of demand across study periods, the
Rouse Lot and Bridger Garage saw notable decreases across most study times and days. Overall, between 82 and
147 fewer vehicles were observed in 2023 compared to the same period in 2021.
Figure 30 shows observed changes in on-street percent occupancy by time period and day between 2021 and
2023.
Figure 30. Off-Street Percent Occupancy Changes Observed, 2021 versus 2023
Study Year Off-Street Facility Weekday Weekend
Afternoon Evening Afternoon Evening
2021
Willson Lot (North) 100% 95% 98% 95%
Willson Lot (South) 100% 93% 100% 93%
Black Lot 98% 94% 100% 98%
Rouse Lot 85% 83% 87% 74%
Bridger Park Garage 86% 61% 63% 57%
Total (All Off-Street) 89% 69% 73% 67%
2023
Willson Lot (North) 100% 98% 93% 102%
Willson Lot (South) 100% 100% 96% 100%
Black Lot 97% 98% 100% 98%
Rouse Lot 43% 48% 63% 85%
Bridger Park Garage 72% 35% 33% 30%
Total (All Off-Street) 75% 49% 49% 49%
Percent Change
(2021 - 2023)
Willson Lot (North) 0% 2% -5% 7%
Willson Lot (South) 0% 7% -4% 7%
Black Lot -2% 5% 0% 0%
Rouse Lot -41% -35% -24% 11%
Bridger Park Garage -14% -26% -31% -28%
Total (All Off-Street) -13% -20% -24% -18%
Total off-street parking occupancy fell by between 13% and 24%, with Saturday afternoon percent occupancy
seeing the largest decrease. The Willson Lots saw slight increases during both evening periods, and the Rouse Lot
saw a notable 11% increase compared to 2021 during the Saturday evening period.
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MSU RPPD
Study Area
The MSU RPPD surrounds the MSU campus to the north and east, extending between two and four blocks away
from the campus boundary, with a two-block section of Lincoln St. west of 11th Ave. also included with the area
that is an exclave of the main RPPD area.
The entire RPPD is bounded by Koch St. to the north, Willson Ave. to the east, Kagy Blvd. to the south, and 15th
Ave. to the west, though many block faces within that area fall outside of the RPPD. The study area Walker
considered encompasses all RPPD block faces, as well as some block faces not currently within the RPPD. Most
notably, the additional block faces studied were located at the northwest corner of the area, along Willson Ave.,
and along Greek Way.
Inventory
There were approximately 2,488 parking spaces in the study area in September 2023. Of these, about 1,752
parking spaces were located along block faces that are included within the formal RPPD area.
The following figures show on-street parking inventory by parking restriction category. For purposes of this study,
some categories were aggregated, such as 15 and 20-minute parking, and parking categories where overnight
parking was restricted only on Tuesdays and Thursdays versus restricted on all days.
For purposes of this area, “Unrestricted” spaces are spaces that require a resident or resident visitor permit
between the hours of 8 AM and 5 PM on weekdays.
Figure 31. MSU RPPD Parking Inventory and Percent of Total by Restriction Type
Figure 32 shows a map of on-street parking by type/restriction within the MSU RPPD study area.
95%
1%
4%
0%0%0%
Unrestricted No Overnight 2 Hour
15/20 Minute ADA Loading Zone
1,659
11 74 2 6
Unrestricted No Overnight 2 Hour
15/20 Minute ADA Loading Zone
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Figure 32. MSU RPPD Parking Inventory (by Restriction for On-Street Parking) with Study Area Shown
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Occupancy
Overall, on-street occupancy across the study area was the highest during the weekday morning count, with the
RPPD block faces reaching 848 spaces, or 48% occupied. The entire study area reached a peak occupancy of 1,313
spaces, or 53% occupied.
Detailed parking occupancy information, sorted by block face, is provided in Appendix A.
Figure 18. On-Street Occupancy per Survey Period (MSU RPPD Block Faces Only)
Figure 34. On-Street Occupancy per Survey Period (Entire MSU RPPD Study Area)
Figure 35 is a heat map of peak parking occupancy in the MSU RPPD area studied on a typical weekday morning.
848 739 743
1,752 1,752
1,489 1,489
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
Weekday Morning Weekday Afternoon Weekday EveningNumber of SpacesTotal Demand Supply Effective Capacity
1,313 1,171 1,070
2,488 2,488
2,115 2,115
0
500
1,000
1,500
2,000
2,500
3,000
Weekday Morning Weekday Evening Saturday AfternoonNumber of SpacesTotal Demand Supply Effective Capacity
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Figure 35. MSU RPPD Peak Occupancy Heat Map (Weekday Morning Peak)
For contrast to the morning peak, Figure 47 is a heat map of parking occupancy in the MSU RPPD area studied on
a typical weekday evening when school demand is expected to decrease significantly.
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Figure 36. MSU RPPD Occupancy Heat Map (Weekday Evening)
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BHS RPPD
Study Area
The BHS RPPD surrounds the BHS campus to the west and east, extending between about one to two blocks away
from the campus boundary.
The entire RPPD is bounded by Peach St./Durston Rd. to the north, 16th Ave. to the west, Curtiss St. to the south,
and 9th Ave. to the east, though the BPD’s map shows some block faces along Main St. a half block east of 5th Ave.
as also within this RPPD, overlapping slightly with the downtown managed area. The study area is slightly larger
than the current RPPD, encompassing all existing RPPD block faces and some block faces outside of the RPPD.
Most notably, the additional block faces studied were located along 16th Ave., 8th Ave. and along Main St.
immediately south of the school; 16 spaces along Main St. are technically signed only as “No Overnight Parking.”
Inventory
There were approximately 874 parking spaces in the study area in September 2023. Of these, about 488 parking
spaces were located along block faces that are included within the formal RPPD area.
The following figures show on-street parking inventory by parking restriction category. For purposes of this study,
some categories were aggregated, such as 15 and 20-minute parking, and parking categories where overnight
parking was restricted only on Tuesdays and Thursdays versus restricted on all days.
For purposes of this area, “Unrestricted” spaces are spaces that require a resident or resident visitor permit
between the hours of 8 AM and 5 PM on weekdays.
Figure 37. BHS RPPD Parking Inventory and Percent of Total by Restriction Type
Figure 38 shows a map of on-street parking by restriction type within the BHS RPPD study area.
84%
6%
8%0%0%2%
Unrestricted No Overnight 2 Hour
Loading ADA Other
408
31
37 - - 12
Unrestricted No Overnight 2 Hour
Loading ADA Other
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Figure 38. BHS RPPD Parking Inventory (by Restriction for On-Street Parking) with RPPD
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Occupancy
Overall, on-street occupancy across the study area was the highest during the weekday evening count, with the
RPPD block faces reaching 208 spaces, or 43% occupied. The entire study area reached a peak occupancy of 431
spaces, or 49% occupied.
Detailed parking occupancy information, sorted by block face, is provided in Appendix B.
Figure 39. On-Street Occupancy per Survey Period (BHS RPPD Block Faces Only)
Figure 40. On-Street Occupancy per Survey Period (Entire BHS RPPD Study Area)
Figure 41 is a heat map of peak parking occupancy in the MSU RPPD area studied on a typical weekday evening.
Note that the peak occurred after school-related demand would have been expected to decrease significantly.
Walker staff observed that a school-related event may have been occurring during the evening which was
responsible for the unexpected evening peak.
135 140
208
488 488
415 415
0
100
200
300
400
500
600
Weekday Morning Weekday Afternoon Weekday EveningNumber of SpacesTotal Demand Supply Effective Capacity
281 295
431
874 874
743 743
0
100
200
300
400
500
600
700
800
900
1,000
Weekday Morning Weekday Afternoon Weekday EveningNumber of SpacesTotal Demand Supply Effective Capacity
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Figure 41. BHS RPPD Peak Occupancy Heat Map (Weekday Evening Peak)
For contrast to the morning peak, Figure 42 is a heat map of parking occupancy in the MSU RPPD area studied on
a typical weekday afternoon when school was still in session.
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Figure 42. MSU RPPD Occupancy Heat Map (Weekday Afternoon)
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Length of Stay and
Movement Analysis
05
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Length of Stay and Movement Analysis
Methodology
Walker used mobile LPR technology to gather observations for length of stay, turnover, and movement within the
Downtown Study Area during the same days as inventory and occupancy, as was done in 2021. For the Core
Downtown Area, including all off-street parking facilities, routes were collected every two hours from 12 PM
through 10 PM. Routes were collected every four hours from 1 PM through 9 PM for the remaining on-street
parking outside the Core Downtown Area.
Length of Stay
To estimate average consecutive lengths of stay, Walker assumed a length of stay of at least one hour, per every
hour elapsed, for every instance of a license plate observation within 2-Hour parking zones (off-street and on-
street), where observations were conducted every two hours. For lengths of stay within all-day parking zones,
Walker assumed a length of stay of at least two hours, per every four hours elapsed, for every instance of a
license plate observation. For vehicles where a license plate was observed twice or more in the 15 and20 Minute
and Loading Zone Parking, Walker assumed a length of stay of at least 7.5 minutes for each license plate
observation, with at least an hour assumed for every hour elapsed.
These assumptions are necessary due to the inherent limitations of sampling methods. The number of observed
violations of time limits were parked in one place for at least 121 minutes and were present during two
consecutive license plate observations and represent the number of vehicles that were certain to have exceeded
time limits. However, the actual number may be higher.
Average lengths of stay reported here represent license plates observed during consecutive periods only and
should be considered to represent the maximum possible average. For example, a license plate observed once
may have been present for any length of time between one minute and 1 hour and 59 minutes, in the case of bi-
hourly observations, or between one minute and 3 hours and 59 minutes, in the case of observations every four
hours. Detailed length of stay data, including the numbers and percentages of total vehicles observed every 2
hours (2-Hour parking zones) or 4 hours (all-day parking zones), is included in the Appendix.
It is typically desirable to see average lengths of stay shorter than the allowed time limit for time-restricted
parking. While time limits prevent long-term parkers, such as employees, from occupying convenient spaces and
reducing access for customers, one unintended consequence of time-limits is the possibility of over restricting the
time and limiting the potential for customers to visit multiple destinations during a trip. Higher-frequency parking
turnover increases the potential for additional economic activity, supporting local businesses by maximizing the
chances that some on-street parking is available for customers during high-activity times.
Also, high turnover helps ensure that convenient parking is being used by the highest number of patrons per day
and not simply being “camped on” by long-term parkers for storage or taking advantage of deficiencies in
enforcement. In a paid parking context, high turnover can also help to reduce or eliminate subsidizing costs
associated with managed parking’s operations and maintenance by the General Fund (property taxes).
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Weekday
The average length of stay on the weekday, excluding 15 and20 Minute and Loading Zone parking, ranged from 1
hour and 5 minutes in the two-hour parking zones to 2 hours in the unrestricted all-day parking zones. The
average length of stay for off-street parking ranged from 1 hour and 1 minute in the Rouse Lot to 1 hour and 11
minutes in the Willson Lots. The average length of stay across all off-street facilities was about 1 hour and 14
minutes. Average weekday lengths of stay are shown in Figure 43.
In all, as shown in Figure 44, 36 vehicles, or about 1.5% of all unique vehicles observed, had exceeded the time
limit (two or more consecutive observations) within respective time-limited parking areas. Of those, 3 were along
Main Street. The garage was excluded as parkers in that facility can pay to stay longer than two hours, and such
parkers could not be separated from the data.
The Black Lot had the highest percentage of vehicles staying longer than two hours at 14.6%. However, the Rouse
Lot and the Bridger Garage had the highest percentage of vehicles staying longer than 4 hours, at 7.7% each.
Along Main Street, within the Core Downtown Area, 95.5% stayed less than two hours while 4.1% stayed between
2 and 4 hours, with no observed stays longer than 4 hours. Average length of stay for 2-Hour on-street and off-
street parking are summarized and compared in Figure 56.
Figure 43. Average Weekday Length of Stay by On-Street Restriction/Off-Street Facility
Figure 19. Weekday Number of Vehicles Exceeding Time Limit within Time-Restricted Areas
0:07
1:05
2:00
1:06
1:26 1:26
1:01 1:03
0:00
0:14
0:28
0:43
0:57
1:12
1:26
1:40
1:55
2:09
15/20 Min 2 Hour All Day
(Includes ADA)
Main Street Willson Lots Black Lot Rouse Lot GarageAverage Length of Stay (Hours:Minutes)0
9
3
12 12
0
0
2
4
6
8
10
12
14
15/20 Min 2 Hour Main Street Willson Lots Black Lot Rouse LotNumber of Vehicles Exceeding Time Limit within Time-Restricted Areas (Excluding Garage)66
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Figure 45. Weekday Length of Stay by Percent, 2-Hour On-Street and Aggregated Off-Street Facilities
Saturday
The average length of stay on the Saturday, excluding 15 and 20 Minute and Loading Zone parking, ranged from 1
hour and 1 minute in the two-hour parking zones to 2 hours in the unrestricted all-day parking zones. The
average length of stay for off-street parking ranged from 1 hour and 0 minutes in the Bridger Garage and Black
Lot to one hour and 24 minutes in the Rouse Lot. The average length of stay across all off-street facilities was 1
hour and 5 minutes. Average Saturday lengths of stay are shown in Figure 46.
In all, as shown in Figure 47, about 5 vehicles, or about 0.5% of all unique vehicles observed, had exceeded the
time limit (two or more consecutive observations) within respective time-limited parking areas. The Garage was
excluded as parkers in that facility can pay to stay for longer than two hours, and these paid or permitted parkers
could not be identified in the data.
The Bridger Park Garage had the highest percentage of vehicles staying longer than two hours at 10%. The
Garage also had the highest percentage of vehicles staying for more than four hours at 3.9%. Along Main Street,
within the Core Downtown Area, 99.0% stayed less than two hours while 0.8% stayed between 2 and 4 hours.
Average length of stay for 2-Hour on-street and off-street parking are summarized and compared in Figure 48.
97%
3%
0%
0%
95%
3%
1%
0%
0%10%20%30%40%50%60%70%80%90%100%
2 Hours or Less
4 to 6 Hours
6 Hours or More
All Off-Street Parking
2-Hour On-Street Parking
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Figure 46. Average Saturday Length of Stay by On-Street Restriction or Off-Street Facility
Figure 47. Saturday Number of Vehicles Exceeding Time Limit within Time-Restricted Areas
Figure 48. Saturday Length of Stay by Percent, 2-Hour On-Street and Aggregated Off-Street Facilities
0:07
1:01
2:00
1:00 1:11 1:02 1:04 1:02
0:00
0:14
0:28
0:43
0:57
1:12
1:26
1:40
1:55
2:09
15/20 Min 2 Hour All Day
(Includes ADA)
Main Street Willson Lots Black Lot Rouse Lot GarageAverage Length of Stay (Hours:Minutes)0
2
0
1
2
0
0
1
1
2
2
3
15/20 Min 2 Hour Main Street Willson Lots Black Lot Rouse LotNumber of Vehicles Exceeding Time Limit within Time-Restricted Areas (Excluding Garage)99%
1%
0%
0%
98%
2%
0%
0%
0%20%40%60%80%100%120%
2 Hours or Less
2 to 4 Hours
4 to 6 Hours
6 Hours or More
All Off-Street Parking
2-Hour On-Street Parking
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Comparison (2021 – 2023)
The average length of stay for off-street parking facilities increased by 5 minutes in 2023 during the weekday and
by 15 minutes during the Saturday. The average length of stay for 2-hour parking also increased slightly in 2023,
by about 3 minutes during the weekday and by about 9 minutes during the Saturday. Walker also estimates that
average lengths of stay for loading zone spaces have increased by between 4 and 5 minutes.
The number of observed violations of time limits decreased in 2023 compared to 2021 by 13 vehicles for the
weekday (36 to 23), but it increased in 2023 compared to 2021 (5 to 21). The Willson Lots saw the largest percent
changes in observed violations of the time limit, with a 6% decrease compared to 2021 during the weekday but a
4% increase during the Saturday. Percent change in this statistic for the other off-street facilities ranged from 0%
to 3%. Fort 2-hour parking, there was nearly no percent change in this statistic for either the weekday or
Saturday.
Figures 49 and 50 below summarize selected changes in length of stay statistics between 2021 and 2023.
Figure 49. Weekday Change in Selected Length of Stay Statistics, 2021 versus 2023
Change from 2021 to 2023 (Selected Length of Stay Statistic)
On-Street Off-Street
15/20
Min
2
Hour
All Day
(Includes
ADA)
Main
Street
Willson
Lots Black Lot Rouse
Lot Garage
Average Maximum Dwell Time (12 PM - 10 PM): 0:05 0:03 0:00 0:04 -0:13 -0:09 0:19 0:22
Percent of Total Non-Consecutive Vehicles: 0% 1% -2% 1% -1% 1% 2% -10%
Number of Known Vehicles Observed Exceeding Time Limit: 2 -4 0 1 -11 -5 4 0
Percentage of Known Vehicles Violating Posted Time Limit 3% 0% 0% 0% -6% -3% 3% 0%
Figure 50. Saturday Change in Selected Length of Stay Statistics, 2021 versus 2023
Change from 2021 to 2023 (Selected Length of Stay Statistic)
On-Street Off-Street
15/20
Min 2 Hour
All Day
(Includes
ADA)
Main
Street
Willson
Lots
Black
Lot
Rouse
Lot Garage
Average Maximum Dwell Time (12 PM - 10 PM): 0:04 0:09 0:00 0:09 0:08 0:16 0:19 0:15
Percent of Total Non-Consecutive Vehicles: 5% 1% 4% 0% 1% 3% 4% -4%
Number of Known Vehicles Observed Exceeding Time Limit: 0 7 0 1 8 -2 2 0
Percentage of Known Vehicles Violating Posted Time Limit 0% 1% 0% 0% 4% -1% 2% 0%
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Movement Analysis
While frequent turnover of parking spaces is encouraged and desirable within any managed or time-limited
parking area, vehicles that repark in the Study Area at multiple locations throughout the day effectively reduce
the actual turnover and availability of parking. Essentially, these vehicles continue to occupy space consistently
within a managed zone, reducing overall accessibility for others.
The City of Bozeman has a “rolling rule” in place, which states that vehicles are only allowed to park for one two-
hour period per day per block face. Simply re-parking in a different space on the same block does not reset the
clock, and such vehicles are subject to citation. The “rolling rule” also applies to the off-street parking facilities,
where parkers cannot simply relocate to a different space within the same facility. However, the “rolling rule”
currently does not apply to the overall Study Area, meaning that movements to different time-restricted parking
spaces on a different block face, or within a different off-street facility, are currently not prohibited.
There are other important reasons to discourage such behavior. In a dense, walkable area such as Downtown
Bozeman, the levels of pedestrian activity and circulating vehicular traffic are very high for most of the day.
Systems where people can park once reduce traffic congestion related to circulating vehicles looking for re-park
opportunities because those people walk instead of driving to reach multiple destinations. This reduction in
parking-related traffic has positive safety implications. It can reduce the number of interactions between vehicles
searching for a space, as well as with bicycles and pedestrians, and support reductions in greenhouse gas
emissions.
Additionally, people are more likely to use off-street parking if they will be parking once per day for a longer
period of time, especially if there are incentives, such as reduced cost or longer time limits, compared to on-street
options. Also, a system where people park once naturally functions as more of a shared parking system. With
shared parking, patrons and employees are not competing to park in front of or as close to their intended
destination as possible, reducing spillover parking demand’s negative effects.
To measure this behavior, Walker conducted a movement analysis using the same LPR-based data set used to
perform the length of stay analysis as was used as in 2021. For the movement analysis, a “movement”
constituted a license plate that was observed at two different points, using geolocated coordinates, or locations
determined using an electronic device, occurring at least approximately a quarter to a half-block apart or more to
account for the margin of error related to GPS accuracy.
Weekday
In all, about 11% of vehicles were observed to move within the time-limited on-street parking area and stay more
than two hours, with an additional 6% vehicles moving between time-limited and unrestricted parking for a
period exceeding two hours. 1% of vehicles were observed to have violated the “rolling rule” in place. 3% of
vehicles made more than one movement.
Figure 51 highlights movement statistics on the weekday, with weekday movements summarized by type in
Figure 52.
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Figure 51. Selected Movement Statistics (Weekday)
Key Movement Statistic
Percent of All
Vehicle
Movements
Number of Vehicles Making Consecutive Time Restricted Movements (On Street to On Street): 11%
Number of Vehicles Making Consecutive Time Restricted Movements (Surface Lot to On Street): 6%
Number of Vehicles Making Consecutive On-Street Time Restricted Movements on Same Block Face: 1%
Total Number of On-Street-Only Movements: 77%
Total Number of Off-Street to On-Street Movements: 21%
Total Number of Vehicles Making More than One Movement: 3%
Percent of Total Unique Vehicles Observed More Than Once that Moved: 13%
Figure 20. Number of Weekday Observed Movements within Study Area by Type
Figure 53 maps observed parked vehicle movements within the Study Area across the weekday. This analysis
shows the amount of traffic congestion generated by vehicles that are re-parking throughout the day within the
area.
These parkers may be trying to evade time restrictions by moving vehicles within time-limited areas or area
residents driving from their homes to one of the off-street parking facilities.
3 4 7 7 2
14
33
22
7
0
5
10
15
20
25
30
35
Moved between Surface andUnrestricted On StreetMoved between Garage andUnrestricted On-StreetMoved between Surface and 2-HourOn StreetMoved between Garage and 2-HourOn-StreetMoved between Garage and SurfaceMoved between Unrestricted and 2HourMoved between Unrestricted OnlyMoved between 2 Hour OnlyOtherOff to On-Street or On to Off-Street Movements On-Street Only MovementsNumber of Vehicles that Moved71
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Figure 54. All Observed Vehicle Movements (Weekday)
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Saturday
In all, about 25% of vehicles were observed to move within the time-limited on-street parking area and stay more
than two hours, with an additional 5% of vehicles moving between time-limited and unrestricted parking for a
period greater than two hours. 9% of vehicles were observed to have violated the “rolling rule” in place. 9% of
vehicles made more than one movement.
Figure 55 highlights movement statistics on Saturday, with Saturday movements summarized by type in Figure 57.
Figure 56. Selected Movement Statistics (Saturday)
Key Movement Statistic
Percent of All
Vehicle
Movements
Number of Vehicles Making Consecutive Time Restricted Movements (On Street to On Street): 25%
Number of Vehicles Making Consecutive Time Restricted Movements (Surface Lot to On Street): 5%
Number of Vehicles Making Consecutive On-Street Time Restricted Movements on Same Block Face: 9%
Total Number of On-Street-Only Movements: 84%
Total Number of Off-Street to On-Street Movements: 16%
Total Number of Vehicles Making More than One Movement: 9%
Percent of Total Unique Vehicles Observed More Than Once that Moved: 10%
Figure 21. Number of Saturday Observed Movements within Study Area by Type
Figure 58 maps observed parked vehicle movements within the Study Area throughout the day on Saturday. This
analysis is intended to display the amount of additional traffic congestion generated by vehicles that are re-
parking within the area.
0 1 3 1 0 4 5
14
4
0
2
4
6
8
10
12
14
16
Moved between Surface andUnrestricted On StreetMoved between Garage andUnrestricted On-StreetMoved between Surface and2-Hour On StreetMoved between Garage and2-Hour On-StreetMoved between Garage andSurfaceMoved betweenUnrestricted and 2 HourMoved betweenUnrestricted OnlyMoved between 2 Hour OnlyOtherOff to On-Street or On to Off-Street Movements On-Street Only MovementsNumber of Vehicles that Moved73
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Figure 58. All Observed Saturday Vehicle Movements (Saturday)
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Comparison (2021 and 2023)
The observed percentage of moving vehicles making movements between time-restricted on-street parking
spaces decreased by 2% on the weekday but increased by 8% on the Saturday. The percent of moving vehicles
making a movement along the same block face decreased by 1% in the weekday but increased by 5% on the
Saturday. 2% fewer moving vehicles made movements between the on-street and off-street system on both days
in 2023.
In all, the percent of total unique vehicles observed that made a movement of any sort stayed about the same
during the weekday between 2021 and 2023 but decreased by 8% during the Saturday.
Figure 59 highlights selected percent changes (as a function of total unique vehicles that were observed for more
than one observation time during the respective study day) in selected movement statistics observed between
2021 and 2023.
Figure 22. Selected Movement Statistics by Percent, 2021 versus 2023
Key Movement Statistic
Thursday Saturday
2021 2023 Percent
Change 2021 2023 Percent
Change
Number of Vehicles Making Time Restricted Movements (On Street to On Street): 13% 11% -2% 17% 25% 7%
Number of Vehicles Making Time Restricted Movements (Surface Lot to On Street): 4% 6% 2% 4% 5% 1%
Number of Vehicles Making On-Street Time Restricted Movements on Same Block Face: 2% 1% -1% 4% 9% 6%
Total Number of On-Street-Only Movements: 76% 77% 1% 82% 84% 3%
Total Number of Off-Street to On-Street Movements: 23% 21% -2% 18% 16% -3%
Total Number of Vehicles Making More than One Movement: 6% 3% -3% 5% 9% 5%
Total Number of Movements: 100% 100% 0% 100% 100% 0%
Percent of Total Unique Vehicles Observed More Than Once that Moved: 13% 13% -1% 18% 10% -8%
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Appendices
06
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Appendix A: Detailed Planning Context
Planning Document Review
Previous Strategic Parking Management Plan (2016)
In 2016, the City of Bozeman and Rick Williams Consulting conducted a detailed review of the parking system and
approved a strategic parking management plan. The plan’s study area was the downtown core. Stakeholder and
community engagement included outreach to the Downtown Partnership (150 downtown property owners and
businesses) and the following meetings in 2016: two neighborhood meetings, two stakeholder meeting, and three
Bozeman Parking Commission meetings.
The plan was developed in alignment with the Bozeman Parking Commission’s goals for parking management:
“To support the development of a vibrant, growing, and attractive destination for shopping, entertainment,
recreation, living, and working. The components of this plan need to be simple and intuitive for the user,
providing an understandable system that is affordable, safe, secure, financially sound and well-integrated into
alternative mode options.”6 Intended outcomes of the plan include financial sustainability, quality parking
programs and infrastructure, sound and data-driven decision-making, maximum resource efficiency, and the
ability to accommodate future growth.
The plan’s analysis determined that the on-street parking areas are heavily utilized during peak season, with many
block faces occupied at rates of more than 85%, while off-street parking has lower occupancy and the potential to
absorb additional parking demand. The study recommended expanding the study area to include private parking
facilities and occupancy during off-peak periods. In addition, the plan found that the parking system lacked policy
direction for strategic planning and decision making, that the parking system was not financially sustainable in
terms of expanding parking supply, equipment systems were outdated in Bridger Garage, and the City lacked
resources and staff to implement the plan (data collection, reporting, public engagement, etc.).
During the first 18 months, the plan recommended the following parking policies and regulations (Phase 1):
• “Formalize Guiding Principles and 85% Rule
• Strengthen the role of the Parking Manager and the Parking Services division to better integrate with
Community and Economic development planning.
• Establish a policy for adjusting rates (on and off-street).
• Establish a Capital Maintenance Reserve Fund.
• Re-evaluate and restructure the current ‘cash-in-lieu’ program (38.25.040 A. 3. B 1 -4, BMC).
• Re-evaluate code-based minimum parking requirements (See 38.25.040 A.2. a & b, BMC).
• Re-evaluate and clarify the purpose and intent of the current code section regarding Special
6 City of Bozeman. (2016). Downtown Strategic Parking Management Plan. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/1762/638239725706200000
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Improvement District (SID) No. 565. (38.25.040.A.3.b.(4), BMC).”7
During the first 18 months, the plan recommended the following parking management and operations strategies
(Phase 1):
• Update and implement “facilities maintenance plan.
• Develop a schedule of data collection, including on- and off-street inventory (public and private supply).
• Identify and negotiate off-street shared-use opportunities.
• Implement the 2008 Parking District Identification Signage/Branding Plan.
• Clarify on-street parking signage and consider incorporating current City parking logo.
• Rename all publicly owned lots and garages by address.
• Upgrade the access/revenue control system at the Bridger Garage.
• Install a vehicle counter system at Bridger Garage and at the Armory, Carnegie, Eagles, and
Willson lots.
• Establish best-practice protocols and performance metrics for existing enforcement personnel
and support enforcement with appropriate technology.
• Expand bike parking network to create connections between parking and the downtown to
encourage employee bike commute trips and draw customers to downtown businesses.
• Explore changes to existing residential on-street permit programs and consider
establishing new residential parking permit districts in the neighborhood north and south of the
downtown commercial district.
• Evaluate on-street pricing in high-occupancy areas.”8
During the 18-36 month period, the plan recommended putting into action on-street paid parking and an
associated marketing campaign, creating new access capacity through off-street parking lots and shuttle options,
expanding the residential parking permit program by establishing new residential zones, and identifying funding
for new capacity. In addition, the plan presented the opportunity of selling the Carnegie lot (consolidating current
users of the Carnegie Lot into the Bridger Garage) to fund the construction of a second parking garage in the
future.
Recent Parking Reports
Residential Parking Permit District (RPPD) Report (2021)
The City of Bozeman conducted public outreach to inform residents and stakeholders about the goals of parking
management and gather feedback on issues and solutions related to neighborhood parking. The City held two
focus group meetings on January 28, 2021 and March 3, 2021 to discuss values/guiding principles and
7 City of Bozeman. (2016). Downtown Strategic Parking Management Plan. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/1762/638239725706200000
8 City of Bozeman. (2016). Downtown Strategic Parking Management Plan. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/1762/638239725706200000
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recommendations, respectively. Feedback from this outreach effort informed the desired outcomes outlined in
the Parking Engagement Handbook and summarized below.
The City aims to address five primary parking concerns and management needs:
6. Climate and Community Health – Parking management must encourage the use of multi-modal
transportation for the health of the climate and to support active lifestyles in the community.
7. Residents – Non-residents are parking on-street in neighborhoods, limiting parking availability for
residents and guests.
8. Downtown Business Owners – Employees are parking on-street in commercial areas, limiting parking
availability and turnover for customers.
9. Employee Parking – Employees should be provided with remote parking to reduce use of valuable on-
street parking, which is prioritized for customer use.
10. Downtown Developers – The cost and minimum requirements of building parking associated with new
developments should be reduced to encourage development and increase flexibility.9
Community members identified the following issues and concerns regarding neighborhood parking:
• “Visitor Pass Process – Simplify and streamline the process to access visitor passes.
• Transparent Fees – Current permit fees include the cost of citation labor without the benefit of
citation revenue. This may create higher annual permit costs.
• Consistent Enforcement – Not clear when enforcement patrols the neighborhood and how
recurrent issues are addressed.
• MSU Factor – Fraternity/sorority houses may foster long-term parking on street and game day
parking can be an issue.
• “Efficiency” Guiding Principle: Residents of the MSU RPPD expressed concern around and
resistance to unlocking existing supply. Residents of the BHS RPPD shared anecdotes of
underutilized supply. There is significant variation within both RPPDs of areas with availability
of and lack of parking supply.
• Safety – Include Safety as a Value/Guiding Principle in considering parking management solutions.”10
Community members identified various solutions to these issues, which were grouped into short, mid-term,
and long-term categories. The short-term solutions are to establish an online improved visitor pass, improve
communications on enforcement schedule, subtract enforcement labor cost from the price of permits, add
new residential parking management areas through Parking Benefit Zones (PBZ), and update the Parking
Handbook with a safety guiding principle. Mid-term solutions are to gain approval of neighborhood
associations before increasing parking permit prices and collaborate with MSU to collect RPPD data and
implement holistic management solutions.
9 City of Bozeman. (2021). Parking Management Engagement Handbook. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/10966/638191370873770000
10 City of Bozeman. (2021). RPPD Report. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/11200/638197431446770000
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Downtown and Parking Benefit Zones Report (2921)
The City of Bozeman conducted public outreach to inform stakeholders about the goals of parking management
and gather feedback on issues and solutions related to parking in the downtown core and parking benefit zones
(PBZs). The City held three focus group meetings on January 28, February 3, and March 8, 2021 to discuss
values/guiding principles for the downtown, values/guiding principles for the PBZs, and recommendations for
both areas, respectively. Feedback from this outreach effort informed the desired outcomes outlined in the
Parking Engagement Handbook and summarized in the previous section (RPPD Report, 2021).
Community members identified the following issues and concerns regarding neighborhood parking:
• “Invest in multi-modal transportation improvements
Stakeholders were supportive of the beneficial relationship between parking management and alternative
modes and are uncomfortable moving forward with some solutions (e.g., paid on-street parking) without
more commitment to planning and budgeting for transit, biking, ridesharing, and other alternative
modes.
• Data
Stakeholders were concerned that implementation of the 2016 Downtown Strategic Parking
Management Plan by staff and Parking Commission is not based on clear, objective and up-to-date data.
• Prioritize Residential Parking over Parking Requirements
Stakeholders feel the City should use PBZs to manage residential parking and mitigate potential spillover
issues from downtown employees in the B-3 zone, and not to allow new development to avoid parking
code requirements at the expense of neighborhood livability and congestion.
• Prioritize On-Street Customer Parking
Stakeholders support the Guiding Principle that prioritizes on-street parking in the downtown for
customer access, underscoring the importance of customer
traffic to business (and downtown) vitality. However, there is concern regarding the possible transition to
paid parking.
• Manage Employee Parking
Stakeholders expressed concern about use of the on-street system by employees, while they agree that
employees also need reasonable transportation choices.”11
Community members identified various solutions to these issues, which were grouped into short, mid-term,
and long-term categories. The short-term solutions are to communicate to the public planned transit,
pedestrian, and bicycle improvement projects; demonstrate commitment to multimodal transportation by
budgeting for these projects, collect data on key performance metrics according to a transparent
methodology and schedule, identify additional employee transportation and parking options, and
communicate to downtown businesses about employee parking options. Mid-term solutions are implement
paid parking if conditions of greater than 85% on-street occupancy and employee parking issues persist,
create a PBZ in residential areas, communicate with/educate the public to maximize use of public off-street
11 City of Bozeman. (2021). Downtown and PBZ Report. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/11198/638204326927330000
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parking facilities, determine the need for additional parking supply, and determine funding for expansion of
off-street parking facilities, if needed.
White Paper – 85% Rule (2019)
The 85% Rule white paper formalizes the City’s adoption of the rule as a standard for measuring performance of
the parking system and a metric for evaluating the need for additional management strategies, established by the
2016 Downtown Strategic Parking Management Plan. The document defines the 85% rule (any single block face
that regularly exceeds 85% parking occupancy) and describes examples of its application for paid parking in
various contexts (on-street/off-street public parking, and in residential neighborhoods).
Parking in Bozeman Today
Public Parking Inventory and Management
Bozeman has one parking structure and four surface lots. On-street parking is free but limited to two hours, with
a rolling rule that discourages vehicles from re-parking within the same block face after two hours with a parking
citation. No long-term leases are allowed. Off-street parking is free for the first two hours and $1.00/hr afterward.
Parking surface lots and the Bridger garage offer monthly parking rates ($60/month for surface lots and
$80/month for the garage). Temporary on-street permits cost $24 per day and are issued for contractors, moving
companies, and other services that require parking in the downtown area.
The City’s single parking structure, the Bridger Parking Garage, currently has a total of 435 parking spaces on two
levels.12 Sanderson Stewart conducted a feasibility study of expanding the garage to include up to two additional
levels, adding between 125 and 143 additional spaces. The cost for the expansion would range from $4.74 to
$5.17 million to construct.
Public Permits
Monthly and annual parking permits for public surface lots and the Bridger Parking Garage are available to both
residents and businesses on a first-come, first-served basis. A waiting list is available and managed by the Finance
Department.
The number of public permits in surface lots are limited to 50% of the number of available spaces (76 spaces out
of a total of 152). In the Bridger Garage, parking leases are limited in accordance with the Commission's Permit
Limit Calculation methodology. However, as of 2019, no long-term (25-year) leases are offered to allow more
effective management of parking.
12 City of Bozeman. (2023). Public Parking. City of Bozeman. https://downtownbozeman.org/resources/public-
parking#:~:text=The%20Bridger%20Park%20Garage%20is,level%20garage%20accommodates%20435%20vehicles.
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Residential Parking Permit District (RPPD)
There are two Residential Parking Permit Districts (RPPDs) in the City of Bozeman established to manage
congestion in neighborhoods Bozeman High School (Figure 69) and Montana State University (Figure 70). Within
parking permit zones, a permit is required to park between 9:00 am and 5:00 pm on weekdays. Employee permits
are available within parking permit zones for employees who work within the zone.
Figure 23. Map of Bozeman High School RPPD
Source: Bozeman Parking Handbook, 2021
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Figure 24. Map of MSU RPPD
Source: Bozeman Parking Handbook, 2021
Cash In-Lieu Fees
This program allows developers to pay a fee instead of constructing parking spaces for a project. The benefits of
participation are that it reduces development costs and supports development of future public parking facilities.
The City offers a cash-in lieu option for new developments in the B-3 District only at a rate of $25,000 per stall.13
Parking Benefit Zones (PBZ)
In February 2020, the Bozeman City Commission approved Ordinance 2033 (3-2) to establish Parking Benefit
Zones (PBZ). Parking Benefit Zones (PBZ) are a parking management best practice utilized in mixed-use areas,
such as downtown districts, with elevated on-street parking occupancy (85% or higher) during the peak demand
period. PBZ will initially be implemented in residential areas to the immediate North and South of the downtown
business district (B-3), with the potential to expand to other parts of the city.
PBZ help to manage spillover parking from adjacent destinations by restricting on-street parking to
residences/businesses within the zone through use of a permit system. In addition, a limited number of employee
13 City of Bozeman. (2019). Bozeman parking handbook. City of Bozeman.
https://www.bozeman.net/home/showpublisheddocument/10966/638191370873770000
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permits are available for commuters; these permits are allocated based on occupancy to achieve a rate of 85%,
also known as effective supply. The city will use mobile license-plate-recognition technology will assure that
accurate data collection informs the permit management process on a regular basis.
An added ‘benefit’ to Parking Benefit Zones is that the revenue that they generate can be reinvested in a street
amenities and pedestrian, bicycle, and transit infrastructure within the zone. Figure 71 shows the boundary of
the management district and the parking benefit zone.
Figure 25. Map of Bozeman Parking Benefit Zone and Parking Management District
Source: Bozeman Parking Handbook, 2021
Parking Requirements for New Development
Reductions in minimum parking requirements are allowed up to 30% for certain development types, according to
Section 38.540.050 of the Bozeman municipal code, as shown in Figure 72.
Figure 26. Allowable Reduction in Parking Requirements for Commercial/Residential Mixed-Use
Use Allowable Reduction
Retail 20 percent
Restaurant 30 percent
Office 10 percent
All others 10 percent
Source: Bozeman Municipal Code
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Transportation Existing Conditions
Commute Mode Share
According to ACS 5-year estimates, 71.3% of residents drive alone to work, 8.8% carpool to work, 7.3% walk to
work, and 6.6% work from home. The remaining 5.6% use other means to commute to work (bicycle, motorcycle,
or ride share).
Community Feedback
Based on community feedback gathered for the Bozeman Equity Indicator Report, priorities for transportation
include expanded Streamline bus hours of operation to include evenings, increased bus service frequency, expand
separated bicycle facilities for bicycle commuters, and provide transportation services for persons with
disabilities. The report recommended increasing bus hours of operation, expanding safe bicycle and pedestrian
infrastructure, and providing transit resources in Spanish.
Existing Mobility Programs
The City of Bozeman has three mobility programs, listed below:
1. Guaranteed Ride Home program to help workers get home after an unexpected event, such as unanticipated
overtime, a family emergency, or a medical emergency. The program offers reimbursement for using a rideshare
service or taxi to support non-SOV commuters on their return trip home.
2. A trip planning and carpooling service called GoGallatin which provides resources for commuters, including
transit routes/schedules and safe routes for walking and biking.
3. E-scooter share program through Bird Scooters to support non-vehicle modes of travel by providing first-last
mile connections to destinations citywide.
Active Transportation
EXISTING PEDESTRIAN AND BICYCLE NETWORKS
Figure 73 provides a map of Bozeman’s existing pedestrian network.
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Figure 27. Existing Pedestrian Network
Source: Bozeman Transportation Master Plan, 2017
Although most streets have sidewalks in Bozeman, there are some areas lacking sidewalks in annexed
unincorporated areas, in suburbs built during the 1980s and 1990s, in incomplete subdivisions developed during
the recession in 2008, and along arterial roads. In addition, there are 100 miles of natural surface trails.
Figure 74 provides a map of Bozeman’s existing bicycle network.
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Figure 28. Existing Bicycle Network
Source: Bozeman Transportation Master Plan, 2017
Bozeman currently has a total of 74 miles of bicycle facilities. Of the total, 45% are striped on-road facilities or
Class II facilities, 31% are designated multi-use paths for bicyclists and pedestrians, and 24% are shared or Class III
facilities used by both vehicles and bicyclists.
COMMUTING PATTERNS
After single occupancy vehicle, the most common mode of travel to work is walking. According to Census data,
between 2000 and 2014, the share of commuters who walk to work has decreased (from 10.7 to 9.5%), while the
share that bicycle (from 4.3% to 5.5%) and ride transit to work has increased (from 0.3% to 1.3%).
TRAFFIC SAFETY
There were 88 crashes involving bicyclists and 47 crashes involving pedestrians during the study period, one of
which was fatal, and 15 of which caused serious injury. A majority of crashes occur on arterial roads (65% of
crashes involving bicyclists and 75% involving pedestrians).
BOZEMAN STREETS ARE FOR EVERYONE (SAFE) PLAN
The SAFE Plan is a mobility action plan with the goal of improving traffic safety for all modes of travel. The four
key elements of the plan are Physical, Policy, Policing, and Promotion. The implementation actions include
reducing speed limits, improving pedestrian and bicycle infrastructure, creating a traffic safety education and
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awareness campaign, and expanding speed limit enforcement near school zones. A summary of actions with the
timeline and status, as of August 2023, is provided in Figure 75 below.
Figure 29. SAFE Plan Actions through 2024
Source: City of Bozeman, 2023
The City either completed or made progress towards each of the actions, with a timeline of January 2024 to
complete all actions.
In terms of traffic safety, the City Commission approved Ordinance 2142 in August 2023, lowering speed limits on
city controlled principal arterials and minor arterials/collectors to 35 mph and 30 mph, respectively. Streets in
downtown Bozeman and business districts will remain at a speed limit of 25 mph. For state-controlled routes,
staff are conducting speed studies along the segments of Oak, Baxter, and Kagy as part of a separate process for
speed limit changes that must be approved by the Montana Department of Transportation.
In terms of Safe Routes to School, the Parks & Recreation team recently launched the Walking School Bus
program, in which groups of students are led by Parks & Rec staff, at Hyalite Elementary and Meadowlark
Elementary school. This program encourages students to walk or bike to school safely and will be expanded to
other schools in the future.
In terms of education, the City will soon launch a major communications campaign around parking to reduce
parking violations that impede pedestrian and bicycle safety, such as parking near intersections and parking in
bicycle lanes. The campaign combined with increased parking enforcement will help curb bad parking behavior. In
addition, the City is using various channels to spread awareness about pedestrian and bicycle safety, distracted
driving, speeding, and driving in snowy or rainy conditions.
ACTION ITEM DEADLINE STATUS
Prioritize roundabouts as preferred
intersection type Immediate Done
Focus enforcement on safety-critical transportation and intersection-related
items
Immediate Done
Create a communications campaign
around traffic safety education Spring 2023 Done
Partner with community organizations and
constituents to create safer streets
programming
Spring 2023 Done
Increase number of planned
bike/pedestrian projects Summer 2023 In progress
Lower speed limits to 35 and below Summer 2023 Done
Increase amount dedicated to
bike/pedestrian facilities Fall 2023 In progress
Update City's engineering standards January 2024 In progress
Update Unified Development Code January 2024 In progress
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In terms of infrastructure improvements, the City has prioritized pedestrian and bicycle infrastructure, including
shared use paths and standalone bicycle and pedestrian projects, in the Capital Improvement Program, which will
result in an expansion of bike/pedestrian networks. The City is in the process of implementing traffic calming
projects in partnership with Western Transportation Institute, including the following:
• “Curb extensions at Gallagator & Garfield, Gallagator & Church, Church & Bogert Place, and 3rd &
Wagonwheel to increase the amount of space for pedestrians.
• Pedestrian refuge islands at Ravalli St. and Beall & 22nd.
• 3 traffic circles (Cypress & Olive, Cypress & Babcock, Grand & Alderson).
• 1 Roundabout center island with street art project (15th & Beall).
• Median Islands at Beall & 23rd and Beall & 21st.”14
Public Transit
EXISTING PUBLIC TRANSIT SERVICES
Bozeman’s citywide bus services are operated by HDRC, a local non-profit organization. Services are free and
service frequency is hourly on weekdays and weekends. Figure 76 shows existing Streamline bus routes.
Figure 30. Existing Streamline Bus Route Map
14 https://www.bozeman.net/departments/transportation-engineering/transportation/safety
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Source: Streamline, 2021
Planned Transportation Improvements
Bozeman recognizes the importance of investments in public transit improvements to increase efficiency and
sustainability of mobility as the city’s population continues to grow. The City plans to make the following
improvements to transit service:
1) Tailor Streamline Bus routes to increase commuter ridership and better connect Downtown with
surrounding districts
2) Create a downtown bi-directional shuttle that makes loops through the downtown, northeast, cannery,
fairgrounds, and midtown. This shuttle would link two important parking resources: the Bridger Parking
Garage and a potential Park-and-Ride lot at the fairgrounds for future employee parking and event
parking.
3) Strengthen transit service and bicycle networks to major employers, such as Montana State University
(MSU) and Bozeman Health
4) Expand EV charging stations in several locations downtown.
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5) Other mobility considerations are ride share pick-up/drop-off zones, car share, and bike share program
with MSU.15
Transportation Demand Management (TDM)
Starting in 2020, the City of Bozeman began collaborating with MSU to provide alternatives to single occupancy
vehicle use in the greater Bozeman area. This transportation demand management (TDM) initiative will include
the following tasks, with a timeline of implementation by August 2023:
• Continue to develop and manage the Bozemancommute.org website that operates on the RideAmigos
platform, a trip planning resource with information on carpool/vanpool management, transit schedules and
route finders, and incentives and rewards programs.
• Establishment of a car share program that would serve both public and private employees across the city.
• Evaluation of strategies to support or improve the Streamline Bus.
• Development of an Urban Transportation District.
• Further development of a traffic calming program and implementation toolkit.
• Assistance with efforts to form an MPO for the City of Bozeman, City of Belgrade, and Gallatin County
region.16
Climate Action Plan
The City of Bozeman’s Climate Action Plan (CAP) establishes the goal of achieving citywide reductions in
greenhouse gas emissions of 26% relative to 2008 levels by 2025 and the goal of 100% net clean electricity by
2030. The city’s long-term goal is to achieve carbon neutrality by 2050.
The CAP identifies solutions or goals and actions that draw a link between greenhouse gas emissions, carbon
sequestration, and parking. They outline specific actions the City is committed to taking to promote multi-modal
transportation options, reduce parking requirements, more efficiently manage existing parking resources,
promote EVs, and increase carbon sequestration:
• Solution G. Facilitate Compact Development Patterns
o Action 3.G.2. Revise Unified Development Code to Enhance Compact and Sustainable
Development
▪ Identify additional opportunities in the development code to promote compact
development (e.g., additional mixed use, reduced parking requirements with
installed EV infrastructure, etc.)
• Solution J. Increase Walking, Bicycling, Carpooling, and Use of Transit
o Understand the role that widely available and free parking can play in mode choice,
encouraging vehicle trips due to convenience of parking.
15 City of Bozeman. (2019). Downtown Bozeman Improvement Plan. City of Bozeman. https://s3.us-west-
2.amazonaws.com/dba-2021/Resource-PDFs/2019_DBIP_with_Appendix_FINAL_ADOPTED_4-15-19.pdf
16 Western Transportation Institute. (2020). Transportation Demand Management.
https://westerntransportationinstitute.org/research_projects/transportation-demand-management-2020/
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o Improve bicycle and pedestrian infrastructure
o Educate community members on available transit, active transportation networks, and
micromobility options
o Action 4.J.7. Leverage Parking Policies to Encourage Other Modes of Transportation
▪ In areas where multi-modal transportation options are available, the City will
eliminate minimum parking requirements in commercial districts and affordable
housing projects and reduce parking minimums elsewhere (in alignment with
Community Plan goal M-1.12).
▪ The City will proactively coordinate with MSU to ensure implementation of parking
management strategies that encourage multi-modal options.
• Solution K. Decrease Direct Vehicle Emissions
o Action 4.K.1. Support Community EV Roadmap Development
▪ Remove barriers to and promote the development of EV charging facilities, such as
by requiring new construction to be EV-ready or requiring the provision of parking
spaces for electric vehicles.
o Action 4.K.5. Limit Wasteful Vehicle Emissions
▪ Install smart parking signs that indicate where spaces are available in a parking facility
and may reduce time spent looking for a parking space.
• Solution P. Manage Land and Resources to Sequester Carbon
o Action 6.P.3. Enhance Greenspace and Carbon Sequestration for New Development
▪ The City will revise landscaping requirements for parking lot, median, and boulevard
and will require climate-friendly landscaping.17
Bozeman Strategic Plan
The Bozeman Strategic Plan is a near-term planning document that outlines the City’s vision and objectives for
municipal services, land use, and resource management in the next five years. Three of the Strategic Plan’s
actions are related to parking:
1. Complete the Unified Development Code update (Phase 2) to address parking standards, affordable
housing, and sign code.
2. Parking Management by District - Develop a comprehensive, integrated approach to parking
management for the downtown, midtown, university district, and other districts.
3. Climate Action Plan - Update the Bozeman Climate Action Plan to understand progress made in GHG
emissions reductions and establish citywide targets.
Bozeman Community Housing Action Plan
The Bozeman Community Housing Action Plan is a near-term planning document that outlines goals and
objectives for promoting community housing development. The plan defines community housing as homes that
17 City of Bozeman. (2020). Bozeman Climate Action Plan. City of Bozeman.
https://weblink.bozeman.net/WebLink/DocView.aspx?id=254994&dbid=0&repo=BOZEMAN&cr=1
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are affordable to purchase or rent for residents and employees of Bozeman. Actions include incentives such as a
streamlined permitting/development review process and reduced development requirements.
The City has already implemented the strategy of Flexible Development Standards (FDS) and is continuing to
monitor progress. FDS are modified land use regulations, such as reductions in parking requirements, setbacks,
and height limits, that apply to specific development types, including below-market rate homes and tiny home
villages.
The City of Bozeman is considering the use of incentives to promote future development of below-market rate
housing, including density bonuses and fast track processing, but one concern is that parking may be an issue if
more density is allowed.
Downtown Improvement Plan
Introduction
The City’s vision is to remain “a safe, inclusive community, fostering civic engagement and creativity, with a
thriving and diversified economy, a strong environmental ethic, and a high quality of life as our community grows
and changes.”18 In alignment with that vision, the City’s Strategic Plan calls for intensification of land uses in
commercial districts of Downtown, Midtown, and other key areas. The plan’s six themes outline desired
outcomes in city’s future:
1. Pedestrian-friendly streetscapes and neighborhoods
2. Higher density and intensification of commercial districts
3. Protection of the natural environment through well maintained open spaces, parks, and trail access
4. Prioritization of efficient, safe, and low-carbon mobility options near residential areas and job centers
5. Entrepreneurship through regional partnerships, job creation, and support for local businesses
6. Regional coordination and public engagement resulting in strategic infrastructure choices and land
use decisions.19
Based on community feedback, Bozeman developed a framework for downtown growth and development that
focuses on five major guiding principles:
1. Welcoming to everyone to foster diversity and design excellence
2. More than Main Street with mixed uses and preservation of historic district and character
3. Heart of a thriving city with managed parking to ensure access and availability of parking spaces
4. Walkable and accessible with expanded transit and multimodal facilities that connect districts and
neighborhoods.
18 City of Bozeman. (16 April 2018). Bozeman Strategic Plan. City of Bozeman. https://strategic-plan-
bozeman.opendata.arcgis.com/
19 City of Bozeman. (2019). Downtown Bozeman Improvement Plan. City of Bozeman. https://s3.us-west-
2.amazonaws.com/dba-2021/Resource-PDFs/2019_DBIP_with_Appendix_FINAL_ADOPTED_4-15-19.pdf
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5. Connected to nature and culture20 to highlight natural elements and foster gathering and
placemaking.
Economic Development
Bozeman is the economic center of the region, home to more than three-quarters of the region’s jobs. Figure 77
shows population growth since the city was founded. Major employers in Bozeman include Montana State
University, Bozeman Health, and technology start-ups. Since 2008, downtown Bozeman has undergone
redevelopment as the city’s population and tourism continue to grow rapidly, with several new hotels, 100 new
residential units, and office space.
The attractiveness of the natural environment with abundant outdoor recreational opportunities, including world
class skiing, blue ribbon fishing, and hiking, make Bozeman the busiest airport in Montana.
Figure 31. Population Growth in Bozeman, 1860 - Present
Source: Downtown Bozeman Improvement Plan, 2019
What does rapid population growth mean for the Downtown? According to the Downtown Bozeman
Improvement Plan, the majority of future growth in downtown will be residential; housing is projected to make
up 53% of future development. Commercial development is projected to make up 47% of future development in
downtown, including a mix of office (44%), food and beverage (17%), and institutional (39%) land uses.
Downtown Bozeman is the primary district for tax-generation, making it critical for the City’s financial
sustainability in the future. According to an analysis by Urban3, an urban economic analysis consultant, the
20 City of Bozeman. (2019). Downtown Bozeman Improvement Plan. City of Bozeman. https://s3.us-west-
2.amazonaws.com/dba-2021/Resource-PDFs/2019_DBIP_with_Appendix_FINAL_ADOPTED_4-15-19.pdf
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downtown yields 6 times the tax revenue per acre than the rest of the city. Figure 78 is a graphic visualization of
the tax value per acre in Bozeman.
Figure 32. Graphic Visualization of Tax Value per Acre in Bozeman
Source: Downtown Bozeman Improvement Plan, 2019
In order to maximize economic vitality and tax revenue in the downtown, the city plans to invest in additional
office space, accounting for 50-70% of office space citywide. The downtown can expect to gain over 250,000
square feet of additional office space by 2045.
Infrastructure
The Downtown Improvement Plan recommends that the Downtown Bozeman Partnership and City of Bozeman
collaborate to create a Downtown Infrastructure Plan with the following objectives:
• Establish a framework for making near term strategic infrastructure investments that incrementally build
to the long-term vision.
• Align development and provide a stable path for private investment, while leveraging limited public
resources.
• Enhance Downtown’s identity and ensure that public realm improvements create a visually consistent
and sustainable environment.
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• Coordinate with city-wide infrastructure plans and projects, and lay out potential state and federal
funding.
Parking Management Strategies
In the Bozeman planning process, parking is often ranked as one of the community’s top concerns. Currently, the
Bozeman municipal zoning code requires 1 parking space for every 250 square feet of office space. According to
the 2016 Midtown Parking Demand study, this requirement is higher than the current level of parking demand in
downtown, which was 1 parking space for every 375 square feet of office space in 2016. The plan recommended
the following three parking management strategies:
1. Unlock Existing Spaces
Update the zoning code to eliminate parking requirements in historic downtown core and reduce parking
requirements in the rest of downtown to 1 space per 1,000 square feet except for hotels (0.6 spaces per
room).
2. Encourage Shared Parking
Remove barriers to shared parking to maximize use of these facilities, such as code requirements for
extended lease timelines and expensive improvements to surface lots.
3. Create More Choices
Promote multi-modal transportation infrastructure that is safe and accessible to commuters and visitors
to reduce tragic congestion and parking demand downtown.
4. Expand Parking
Add on-street parking where possible through diagonal, back-in parking on Main Street to add an
additional 100 more spaces. Expand the Bridger parking structure in the long term, and potentially
consider a location for a second parking structure.
5. Signage and Communication
Update signage for consistency of rules and branding
Future Parking Structure
In 2017, WTI conducted a study of parking demand in the downtown and identified six locations in high demand
areas where a future parking structure could be sited, as shown in Figure 79.
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Figure 33. Potential Locations for a Future Parking Structure in Downtown Bozeman
Source: Downtown Bozeman Improvement Plan, 2019
While all sites meet some of the criteria for a new parking structure, the locations labeled B (Babcock and
Bozeman) and D (Olive and Black) have the greatest potential to meet both current and future parking demand.
Automated stacked parking is another possible strategy to increase efficiency of parking facilities.
Downtown Development
As the population grows, the neighborhoods surrounding downtown will experience changes in land use, urban
form, and mobility. To provide context on rates of housing construction, recently, the City of Bozeman approved
323 housing units, which are either planned or currently underway. By 2045, there is potential to build another
400 residential units in Bozeman.
There are five major corridors and neighborhoods surrounding the downtown core that are currently underused
and have potential for development and intensification of uses, which will have implications for mobility and
economic development. The five neighborhoods are North Tracy, Main Street, Cooper Park, Bon Ton, South Tracy,
and Lindley Place. Figure 80 shows a map of the downtown area and the five growing neighborhoods.
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Figure 34. Downtown Bozeman’s Historic Places and Growing Neighborhoods
Source: Downtown Bozeman Improvement Plan, 2019
To connect these growing neighborhoods, the Downtown Bozeman Improvement Plan recommends multimodal
and streetscape improvements on the major north-south corridors between them. Following is a summary of the
recommended improvements to these major mobility corridors.
WALLACE AVE: INDUSTRIAL HERITAGE
Figure 81 shows mobility improvements for Wallace Avenue.
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Figure 35. Wallace Avenue Corridor Improvements
Source: Downtown Bozeman Improvement Plan, 2019
Recommended improvements in the industrial neighborhood surrounding Wallace Avenue include mixed use
development, adaptive reuse of underused areas, elimination of parking on one side of Wallace Ave,
improvement of the pedestrian crossing across Wallace Ave at Babcock Ave, and addition of a bicycle facility to
Babcock Ave.
ROUSE AVE: CIVIC GATEWAY
Figure 82 shows mobility improvements for Rouse Avenue, which focus on integrating green space and flood
plain resilience with pedestrian-friendly networks.
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Figure 36. Rouse Avenue Corridor Improvements
Source: Downtown Bozeman Improvement Plan, 2019
BLACK AVE: DOWNTOWN BIKING HUB
Figure 83 shows mobility improvements for Black Avenue, which expand upon existing bicycle amenities and
resources to create a bicycle-friendly boulevard, including a bike share program for MSU students.
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Figure 37. Black Avenue Corridor Improvements
Source: Downtown Bozeman Improvement Plan, 2019
GRAND AVE: CULTURAL ARTS SCENE
Figure 84 shows mobility improvements for Grand Avenue, which celebrate the history and architecture to
create a space that fosters the visual and performing arts through public murals or sculptures and
signage/wayfinding.
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Figure 38. Grand Avenue Corridor Improvements
Source: Downtown Bozeman Improvement Plan, 2019
Figure 85 provides a map showing the connections between the major corridors in downtown Bozeman.
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Figure 39. Map of Major Corridors in Downtown Bozeman
Source: Downtown Bozeman Improvement Plan, 2019
Mobility in Downtown Bozeman
Bozeman is well positioned to increase pedestrian and bicycle trips and reduce vehicle trips. The City can build on
the following successes:
• 18% lower average commute time in Bozeman (14.6 minutes) than statewide (18 minutes)
• 15% share of workers commute by bicycle in Bozeman, compared to 6% statewide
• 7% annual growth rate in Streamline Bus ridership (300,000 riders per year)
• 60% of community members consider walkability and bikeability of the downtown as a high priority
Downtown mobility goals are to increase connectivity and safety through the following actions:
• “Prioritize people in all transportation related decisions.
• Calm traffic for safer walking, biking and driving.
• Create east-west bike connections.
• Let all streets work together as a system.
• Minimize net loss of on-street parking.
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• Link new bike lanes into the existing network.”21
Planned mobility safety improvements include reducing speed limits, expanding street furniture (i.e. street trees,
lighting, wide sidewalks, landscaping), and enhancing signalized crossings. Specific corridor level improvements
are listed below:
1) Main Street – reduction of vehicle lanes from 4 travel lanes to 3 lanes (two travel lanes and one turning
lane) and conversion of street parking from parallel parking to 45-degree angled parking (Figure 86).
Figure 40. Main Street Proposed Redesign
Source: Bozeman Downtown Improvement Plan, 2019
2) Mendenhall Street – Street trees, vehicle lane width reduction, visible road markings for Class III shared
facility, and wider parking zone
3) Babcock Street – Removal of parking on one side of street and replacement with 2-way cycle track (Figure
87).
21 City of Bozeman. (2019). Downtown Bozeman Improvement Plan. City of Bozeman. https://s3.us-west-
2.amazonaws.com/dba-2021/Resource-PDFs/2019_DBIP_with_Appendix_FINAL_ADOPTED_4-15-19.pdf
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Figure 41. Babcock Street Proposed Redesign
Source: Bozeman Downtown Improvement Plan, 2019
Summary of Stakeholder Feedback
Paid Parking Work Session Report
On January 18, 2023, a group of downtown business and property owners participated in a work session to
discuss the feasibility of on-street paid parking. The meeting was facilitated by Mark Willmarth of Vision West Inc
and City staff Mike Veselik and Downtown Partnership staff Emily Cope contributed information to help provide
context for the discussion. The consensus of the committee was that it is too soon to implement paid parking, and
the City Commission should wait for another year after exploring other options to manage parking demand.
One of the primary obstacles to business owners is retaining employees, who are deterred because of parking
challenges in the downtown core. They agree that the parking issue is fundamentally and issue of limited supply,
and they expressed willingness to contribute financially to parking supply improvements and should be addressed
accordingly before implementing paid parking.
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With regard to employee parking, they recommended creating an employee parking program with designated off-
street parking for employees. Even if the parking lot is a few blocks away from work, they are likely to use it
because it offers dedicated and reliable parking space.
To address the parking supply constraint, and recommended the following interventions help fund a second
parking garage: 1) Establish a Special Improvement District and/or public private partnerships to raise needed
funds, 2) Increase revenues from garage leases and parking permits, 3) Increased revenue from developer
construction of parking/in lieu fees, and 4) increased revenue from expanded parking enforcement. They
estimate that the construction of a new garage can add up to 400 parking spaces. Moreover, they recommend
subsidizing annual bond payments for a new parking garage through these revenue sources on the order of
$100,000-$300,000.
To increase the efficiency of the existing parking supply, they recommended public private partnerships to unlock
underused parking in privately owned, off-street lots (especially during evenings) and striping of on-street parking
areas to maximize the use of these spaces. They estimate that the use of shared parking and striping can increase
the existing supply by 25%.
The committee emphasized the importance of moving forward with construction of a second parking garage
soon. However, they acknowledged that if none of the above interventions help to manage parking demand
effectively, then paid parking is the next logical step for downtown parking management.
If paid parking were implemented, the parking fee should be structured as follows:
• Seasonally (June 15th – September 15)
• Daily enforcement from 10:00 am to 6:00 pm
• Signage and wayfinding program and communication to residents/businesses
• Year-round fee in the parking garages and surface lots (with first two hours and one hour free,
respectively)
• Price on-street parking higher during seasonal paid parking period ($1.75 per hour on-street, $1.50 hour
in surface lots, and $1.00 in garages)
Letter from Bozeman Downtown Business Owners
In June 2023, 10 Bozeman stakeholders, made up of downtown businesses and property owners, drafted a letter
addressed to the City Commission, City Manager Jeff Mihelich, and Parking Manger Mike Veselik. In the letter,
they expressed their support for the financing and construction of a second parking garage in downtown
Bozeman and a reliable, affordable parking option for downtown employees. They did not favor the use of paid
parking in downtown Bozeman, and they expressed their willingness to support these investments and parking
initiatives.
Net Profit Report of Businesses in Downtown Bozeman
Figure 88 reports the national average data (profit as a percentage of total sales) for retail stores from the U.S.
Bureau of Labor Statistics between 2019 and 2022. In right-most two columns, it presents the projections of net
profit as a percentage of sales for downtown businesses in Bozeman in 2023, with and without paid parking.
These projections assume an increase in rent and labor costs, for which evidence is not provided to support these
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assumptions, as well as a 10% reduction in sales as a consequence of losing vehicles parking downtown. The
assumption of a reduction in sales at downtown businesses is not supported by empirical data.
Figure 42. Average Net Profits as a Percentage of Sales, 2019 – 2022 and Post-Paid Parking Projections
Source: City of Bozeman
Conclusion
Bozeman is a regional leader in economic development and has established strong parking management systems
to support this growth. With a projection of significant population growth, tourism, and development of both
residential and commercial uses, the Bozeman City Commission and Parking Commission will have important
considerations and decisions to make so as to maintain an effective parking system and accommodate more users
in the downtown area as development continues and land uses intensify.
The City’s core strategies for managing parking have recently focused on time restrictions in the downtown and
parking permits in residential areas. Other tools will need to be considered in the future to manage parking
demand, encourage reduced single occupancy vehicle trips, help reduce emissions associated with driving, and
maintain a healthy and enjoyable quality of life for residents, employees, and visitors to Bozeman.
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Appendix B: Parking Supply & Occupancy
On-Street Parking Inventory (Downtown)
Figure 43. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy - 3 - - - - - 4 - - - - - - 4 3 - - - - - 7
Tracy to Black 9 - - - - - - 9 - - - - - - 18 - - - - - - 18
3rd to Grand - - - - - - - - - - - - - - - - - - - - - -
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy 8 - - - 1 - - 7 - - - - - - 15 - - - 1 - - 16
Tracy to Black 9 - - - - - - 12 - - - - - - 21 - - - - - - 21
Black to Bozeman 10 - - - - - - 11 - - - - - - 21 - - - - - - 21
3rd to Grand 8 - - - - - - 8 - - - - - - 16 - - - - - - 16
Grand to Willson 9 - - - - - - 7 - - - 1 - - 16 - - - 1 - - 17
Willson to Tracy 11 - - - - - - 11 - - - - - - 22 - - - - - - 22
Tracy to Black 11 - - - - - - 8 - - - - - - 19 - - - - - - 19
Black to Bozeman 9 - - - - - - 9 - - - - - - 18 - - - - - - 18
Bozeman to Montana 9 - - - - - - 5 - - - - - - 14 - - - - - - 14
Montana to Rouse - 8 - - - - - 9 - - - - - - 9 8 - - - - - 17
Rouse to Church 8 - - - - - - - - - - - 18 - 8 - - - - 18 - 26
Church to Wallace 11 - - - - - - 12 - - - - - - 23 - - - - - - 23
5th to 3rd - 23 - - - - - - 16 - - - - - - 39 - - - - - 39
3rd to Grand - - 8 - - - - - 6 - - - - - - 6 8 - - - - 14
Grand to Willson - - 6 - - - - - 6 - - - - - - 6 6 - - - - 12
Willson to Tracy - - 7 - 1 - - - - 3 - - - 8 - - 10 - 1 - 8 19
Tracy to Black - - - - - - - - - - - - - - - - - - - - - -
Black to Bozeman - - 7 - 1 - - - - 8 - - - - - - 15 - 1 - - 16
Bozeman to Rouse - - 9 - 1 - 4 - - 12 - - - - - - 21 - 1 - 4 26
Rouse to Church - 7 - - - - - - 7 - - - - - - 14 - - - - - 14
Church to Wallace - 13 - - - - - - 8 - - - - - - 21 - - - - - 21
Wallace to Broadway 21 - - - - - - 16 - - - - - - 37 - - - - - - 37
5th to 3rd - - 14 - 1 - - - - 20 - - - 2 - - 34 - 1 - 2 37
3rd to Grand - - 8 - - - - - - 8 - - - - - - 16 - - - - 16
Grand to Willson - - 8 - 1 - - - - 6 - - - - - - 14 - 1 - - 15
Willson to Tracy - - 10 1 - - - - - 11 - - - - - - 21 1 - - - 22
Tracy to Black - - 10 - 1 - - - - 11 1 1 - - - - 21 1 2 - - 24
Black to Bozeman - - 8 - - - - - - - - - - - - - 8 - - - - 8
Bozeman to Rouse - - 9 - 1 - 1 - - 15 - - - - - - 24 - 1 - 1 26
Rouse to Church - - 11 - 1 - - - - 11 - - - - - - 22 - 1 - - 23
Church to Wallace - 6 - - - - - - 9 - - - - - - 15 - - - - - 15
Wallace to Broadway - 8 10 - - - - - 16 - - - - - - 24 10 - - - - 34
5th to 4th - 7 - - - - - - 11 - - - - - - 18 - - - - - 18
4th to 3rd - 3 - - - - - - 6 - - - - - - 9 - - - - - 9
3rd to Grand - - - - - - - - 11 - - - - - - 11 - - - - - 11
Grand to Willson - - 6 - - - - - - 6 - - - - - - 12 - - - - 12
Willson to Tracy - - 4 - - - 1 - - 5 - 1 - 2 - - 9 - 1 - 3 13
Tracy to Black - - - 5 - - - - - - 11 - - - - - - 16 - - - 16
Black to Bozeman - - - - - - - - 8 - - - - - - 8 - - - - - 8
Bozeman to Rouse - 9 - - - - - - 12 - - - - - - 21 - - - - - 21
Rouse to Church - 6 - - - - - - 10 - - - - - - 16 - - - - - 16
Church to Wallace - 9 - - - - - - 4 - - 1 - - - 13 - - 1 - - 14
4th to 3rd 4 - - - - - - 5 - - - - - - 9 - - - - - - 9
3rd to Grand 8 - - - - - - 9 - - - - - - 17 - - - - - - 17
Grand to Willson - 5 - - 3 - 1 - 7 - - - - - - 12 - - 3 - 1 16
Willson to Tracy - 6 - - 1 - - - 9 - - - - - - 15 - - 1 - - 16
Tracy to Black - 6 - - - - - - 2 5 - - - - - 8 5 - - - - 13
Black to Bozeman - 3 - - - - - - 5 - - - - - - 8 - - - - - 8
Church to Wallace 11 - - - 1 - - 11 - - - - - - 22 - - - 1 - - 23
Curtiss Street Church to Wallace 12 - - - - - - 12 - - - - - - 24 - - - - - - 24
- 83 125 6 8 - 6 - 114 116 12 3 - 12 - 197 241 18 11 - 18 485
168 39 10 - 6 - 1 165 39 5 - 1 18 - 333 78 15 - 7 18 1 452
168 122 135 6 14 - 7 165 153 121 12 4 18 12 333 275 256 18 18 18 19 937
Both SidesSouthNorth
Corridor SegmentCorridor
Supply
Total (All)
Total (Core Area)
Total (Outside Core Area)
Total (All)
Mendenhall Street
Main Street
Babcock Street
Olive Street
Villard Street
Beall Street
Lamme Street
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Figure 44. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Mendenhall to Main - 3 - - - - - - 8 - - - - - - 11 - - - - - 11
Main to Babcock - 4 - - - - - - 5 - - - - - - 9 - - - - - 9
4th Avenue Babcock to Olive 11 - - - - - - 9 - - - - - - 20 - - - - - - 20
Beall to Lamme 5 - - - - - - 5 - - - - - - 10 - - - - - - 10
Lamme to Mendenhall 9 - - - - - - 9 - - - - - - 18 - - - - - - 18
Mendelhall to Main - - 6 - - - - - - 8 - - - - - - 14 - - - - 14
Main to Babcock - 7 - - 1 - - - 8 - - - - - - 15 - - 1 - - 16
Villard to Beall - - - - - - - 9 - - - - - - 9 - - - - - - 9
Beall to Lamme - - - - - - - 7 - - - - - - 7 - - - - - - 7
Lamme to Mendenhall - - - - - - - 11 - - - - - - 11 - - - - - - 11
Mendenhall to Main - - 7 - - - - - 3 4 - 2 - - - 3 11 - 2 - - 16
Main to Babcock - - 9 - - - - - - 7 - - - - - - 16 - - - - 16
Babcock to Olive 6 - - - 1 - 2 9 - - - - - 2 15 - - - 1 - 4 20
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - 6 - - - - - - - - - - - - - 6 - - - - - 6
Lamme to Mendenhall - 7 - - - - - - 9 - - - - - - 16 - - - - - 16
Mendenhall to Main - - - - - - - - - 8 - - - - - - 8 - - - - 8
Main to Babcock - - 6 - - - - - - 11 - - - - - - 17 - - - - 17
Babcock to Olive - - - - - - - - - - - - - - - - - - - - - -
Olive to Curtiss 9 - - - - - - 10 - - - - - - 19 - - - - - - 19
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - - - - - - - - 4 - - 1 - 1 - 4 - - 1 - 1 6
Lamme to Mendenhall - - - - - - 3 - 10 - - - - - - 10 - - - - 3 13
Mendenhall to Main - - 10 - - - - - - 4 - - - - - - 14 - - - - 14
Main to Babcock - - 7 - 1 - - - - 8 - - - - - - 15 - 1 - - 16
Babcock to Olive - 3 - - - - - - 9 - - - - - - 12 - - - - - 12
Olive to Curtiss 9 - - - - - - 6 - - - - - - 15 - - - - - - 15
Villard to Beall 10 - - - - - - 10 - - - - - - 20 - - - - - - 20
Beall to Lamme 4 - - - - - - 3 - - - - - - 7 - - - - - - 7
Lamme to Mendenhall - 6 - - - - - - 9 - - - - - - 15 - - - - - 15
Mendenhall to Main - - 8 - - - - - - 8 - - - - - - 16 - - - - 16
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive - 8 - - - - - - 5 - - 1 - - - 13 - - 1 - - 14
Olive to Curtiss - - - - - - - 7 - - - - - 1 7 - - - - - 1 8
Beall to Lamme 2 - - - - - - 4 - - - - - - 6 - - - - - - 6
Lamme to Mendenhall 8 - - - - - - 6 - - - - - - 14 - - - - - - 14
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - - 8 - - - 1 - - 11 - - - - - - 19 - - - 1 20
Babcock to Olive 8 - - - - - - - - - - - - - 8 - - - - - - 8
Olive to Curtiss 12 - - - - - - 9 - - - - - - 21 - - - - - - 21
Lamme to Mendenhall - - - - - - 12 6 - - - - - - 6 - - - - - 12 18
Mendenhall to Main - - 7 - - - - - - - - - - - - - 7 - - - - 7
Main to Babcock - 3 4 - - - - - 4 4 - - - - - 7 8 - - - - 15
Babcock to Olive 7 - - - - - - 10 - - - - - - 17 - - - - - - 17
Lamme to Mendenhall 12 - - - - - - - - - - - - - 12 - - - - - - 12
Mendenhall to Main - 7 - - - - - - - 8 - - - - - 7 8 - - - - 15
Main to Babcock - 7 - - - - - - 4 4 - - - - - 11 4 - - - - 15
Babcock to Olive 9 - - - - - - - - - - - - - 9 - - - - - - 9
Lamme to Mendenhall 9 - - - - - - 5 - - - - - - 14 - - - - - - 14
Mendenhall to Main - 4 - - - - - - 7 - - - - - - 11 - - - - - 11
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive 12 - - - - - - 7 - - - - - - 19 - - - - - - 19
Olive to Curtiss 12 - - - - - - 10 - - - - - - 22 - - - - - - 22
Broadway Avenue Mendenhall to Main 2 - - - - - - - - - - - - - 2 - - - - - - 2
- 35 72 - 2 - 1 - 39 85 - 2 - - - 74 157 - 4 - 1 236
156 30 - - 1 - 17 152 46 - - 2 - 4 308 76 - - 3 - 21 408
156 65 72 - 3 - 18 152 85 85 - 4 - 4 308 150 157 - 7 - 22 644
Both Sides
Total (All)
Supply
Corridor Corridor Segment
WestEast
5th Avenue
3rd Avenue
Rouse Avenue
Church Avenue
Grand Avenue
Tracy Avenue
Willson Avenue
Black Avenue
Bozeman Avenue
Wallace Avenue
Total (Core Area)
Total (Outside Core Area)
Total (All)
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On-Street Parking Demand (Downtown)
The peak observation period is highlighted in yellow.
Figure 45. Weekday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy - 2 - - - - - 2 - - - - - - 2 2 - - - - - 4
Tracy to Black 7 - - - - - - 8 - - - - - - 15 - - - - - - 15
3rd to Grand - - - - - - - - - - - - - - - - - - - - - -
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy 5 - - - 1 - - 5 - - - - - - 10 - - - 1 - - 11
Tracy to Black 7 - - - - - - 10 - - - - - - 17 - - - - - - 17
Black to Bozeman 8 - - - - - - 7 - - - - - - 15 - - - - - - 15
3rd to Grand 10 - - - - - - 6 - - - - - - 16 - - - - - - 16
Grand to Willson 11 - - - - - - 7 - - - - - - 18 - - - - - - 18
Willson to Tracy 9 - - - - - - 13 - - - - - - 22 - - - - - - 22
Tracy to Black 11 - - - - - - 11 - - - - - - 22 - - - - - - 22
Black to Bozeman 8 - - - - - - 10 - - - - - - 18 - - - - - - 18
Bozeman to Montana 9 - - - - - - 7 - - - - - - 16 - - - - - - 16
Montana to Rouse - 6 - - - - - 6 - - - - - - 6 6 - - - - - 12
Rouse to Church 2 - - - - - - - - - - - 6 - 2 - - - - 6 - 8
Church to Wallace 4 - - - - - - 4 - - - - - - 8 - - - - - - 8
5th to 3rd - 10 - - - - - - 9 - - - - - - 19 - - - - - 19
3rd to Grand - - 4 - - - - - 7 - - - - - - 7 4 - - - - 11
Grand to Willson - 2 2 - - - - - 5 - - - - - - 7 2 - - - - 9
Willson to Tracy - - 5 - - - - - - 2 - - - 2 - - 7 - - - 2 9
Tracy to Black - - - - - - - - - - - - - - - - - - - - - -
Black to Bozeman - - 7 - - - - - - 8 - - - - - - 15 - - - - 15
Bozeman to Rouse - - 7 - - - - - - 10 - - - - - - 17 - - - - 17
Rouse to Church - 5 - - - - - - 5 - - - - - - 10 - - - - - 10
Church to Wallace - 9 - - - - - - 4 - - - - - - 13 - - - - - 13
Wallace to Broadway 7 - - - - - - 1 - - - - - - 8 - - - - - - 8
5th to 3rd - - 5 - - - - - - 6 - - - - - - 11 - - - - 11
3rd to Grand - - 6 - - - - - - 5 - - - - - - 11 - - - - 11
Grand to Willson - - 7 - 1 - - - - 5 - - - - - - 12 - 1 - - 13
Willson to Tracy - - 10 1 - - - - - 13 - - - - - - 23 1 - - - 24
Tracy to Black - - 11 - 1 - - - - 10 1 1 - - - - 21 1 2 - - 24
Black to Bozeman - - 7 - - - - - - - - - - - - - 7 - - - - 7
Bozeman to Rouse - - 7 - 1 - - - - 13 - - - - - - 20 - 1 - - 21
Rouse to Church - - 8 - - - - - - 11 - - - - - - 19 - - - - 19
Church to Wallace - 5 - - - - - - 6 - - - - - - 11 - - - - - 11
Wallace to Broadway - 5 4 - - - - - 7 - - - - - - 12 4 - - - - 16
5th to 4th - 1 - - - - - - 1 - - - - - - 2 - - - - - 2
4th to 3rd - 2 - - - - - - 2 - - - - - - 4 - - - - - 4
3rd to Grand - - - - - - - - 10 - - - - - - 10 - - - - - 10
Grand to Willson - - 3 - - - - - - 5 - - - - - - 8 - - - - 8
Willson to Tracy - - 3 - - - 1 - - 3 - 1 - - - - 6 - 1 - 1 8
Tracy to Black - - - 4 - - - - - - 10 - - - - - - 14 - - - 14
Black to Bozeman - - - - - - - - 11 - - - - - - 11 - - - - - 11
Bozeman to Rouse - 11 - - - - - - 12 - - - - - - 23 - - - - - 23
Rouse to Church - 7 - - - - - - 10 - - - - - - 17 - - - - - 17
Church to Wallace - 5 - - - - - - 2 - - - - - - 7 - - - - - 7
4th to 3rd - - - - - - - 1 - - - - - - 1 - - - - - - 1
3rd to Grand 5 - - - - - - 5 - - - - - - 10 - - - - - - 10
Grand to Willson - 4 - - - - - - 6 - - - - - - 10 - - - - - 10
Willson to Tracy - 6 - - - - - - 7 - - - - - - 13 - - - - - 13
Tracy to Black - 6 - - - - - - 2 4 - - - - - 8 4 - - - - 12
Black to Bozeman - 3 - - - - - - 4 - - - - - - 7 - - - - - 7
Church to Wallace 2 - - - - - - 5 - - - - - - 7 - - - - - - 7
Curtiss Street Church to Wallace 3 - - - - - - 4 - - - - - - 7 - - - - - - 7
- 57 92 5 3 - 1 - 84 91 11 2 - 2 - 141 183 16 5 - 3 348
108 32 4 - 1 - - 112 26 4 - - 6 - 220 58 8 - 1 6 - 293
108 89 96 5 4 - 1 112 110 95 11 2 6 2 220 199 191 16 6 6 3 641
Beall Street
Lamme Street
Mendenhall Street
Main Street
Babcock Street
Olive Street
Total (Core Area)
Total (Outside Core Area)
Total (All)
Corridor Corridor Segment
Weekday Afternoon
North South Both Sides
Total (All)
Villard Street
110
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 106
Figure 46. Weekday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy - 1 - - - - - - - - - - - - - 1 - - - - - 1
Tracy to Black 7 - - - - - - 4 - - - - - - 11 - - - - - - 11
3rd to Grand - - - - - - - - - - - - - - - - - - - - - -
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy 5 - - - - - - 6 - - - - - - 11 - - - - - - 11
Tracy to Black 6 - - - - - - 12 - - - - - - 18 - - - - - - 18
Black to Bozeman 11 - - - - - - 9 - - - - - - 20 - - - - - - 20
3rd to Grand 6 - - - - - - 2 - - - - - - 8 - - - - - - 8
Grand to Willson 11 - - - - - - 7 - - - - - - 18 - - - - - - 18
Willson to Tracy 7 - - - - - - 13 - - - - - - 20 - - - - - - 20
Tracy to Black 12 - - - - - - 9 - - - - - - 21 - - - - - - 21
Black to Bozeman 9 - - - - - - 10 - - - - - - 19 - - - - - - 19
Bozeman to Montana 6 - - - - - - 3 - - - - - - 9 - - - - - - 9
Montana to Rouse - 7 - - - - - 7 - - - - - - 7 7 - - - - - 14
Rouse to Church 4 - - - - - - - - - - - 10 - 4 - - - - 10 - 14
Church to Wallace 5 - - - - - - 1 - - - - - - 6 - - - - - - 6
5th to 3rd - 1 - - - - - - 2 - - - - - - 3 - - - - - 3
3rd to Grand - - 3 - - - - - 3 - - - - - - 3 3 - - - - 6
Grand to Willson - - 4 - - - - - 6 - - - - - - 6 4 - - - - 10
Willson to Tracy - - 8 - 1 - - - - 3 - - - - - - 11 - 1 - - 12
Tracy to Black - - - - - - - - - - - - - - - - - - - - - -
Black to Bozeman - - 8 - - - - - - 8 - - - - - - 16 - - - - 16
Bozeman to Rouse - - 10 - - - 2 - - 11 - - - - - - 21 - - - 2 23
Rouse to Church - 2 - - - - - - 4 - - - - - - 6 - - - - - 6
Church to Wallace - 8 - - - - - - 2 - - - - - - 10 - - - - - 10
Wallace to Broadway 8 - - - - - - 6 - - - - - - 14 - - - - - - 14
5th to 3rd - - 3 - - - - - - 5 - - - - - - 8 - - - - 8
3rd to Grand - - 6 - - - - - - 6 - - - - - - 12 - - - - 12
Grand to Willson - - 5 - - - - - - 6 - - - - - - 11 - - - - 11
Willson to Tracy - - 9 - - - - - - 12 - - - - - - 21 - - - - 21
Tracy to Black - - 11 - 1 - - - - 12 - - - - - - 23 - 1 - - 24
Black to Bozeman - - 10 - - - - - - - - - - - - - 10 - - - - 10
Bozeman to Rouse - - 9 - - - - - - 16 - 1 - - - - 25 - 1 - - 26
Rouse to Church - - 8 - - - - - - 7 - - - - - - 15 - - - - 15
Church to Wallace - 3 - - - - - - 6 - - - - - - 9 - - - - - 9
Wallace to Broadway - 7 5 - - - - - 6 - - - - - - 13 5 - - - - 18
5th to 4th - - - - - - - - - - - - - - - - - - - - - -
4th to 3rd - - - - - - - - - - - - - - - - - - - - - -
3rd to Grand - - - - - - - - 2 - - - - - - 2 - - - - - 2
Grand to Willson - - 3 - - - - - - 2 - - - - - - 5 - - - - 5
Willson to Tracy - - 3 - - - - - - 3 - - - - - - 6 - - - - 6
Tracy to Black - - - 3 - - - - - - 1 - - - - - - 4 - - - 4
Black to Bozeman - - - - - - - - 9 - - - - - - 9 - - - - - 9
Bozeman to Rouse - 9 - - - - - - 5 - - - - - - 14 - - - - - 14
Rouse to Church - 2 - - - - - - 6 - - - - - - 8 - - - - - 8
Church to Wallace - 8 - - - - - - 5 - - - - - - 13 - - - - - 13
4th to 3rd - - - - - - - 2 - - - - - - 2 - - - - - - 2
3rd to Grand 6 - - - - - - 3 - - - - - - 9 - - - - - - 9
Grand to Willson - - - - - - - - 1 - - - - - - 1 - - - - - 1
Willson to Tracy - 1 - - - - - - 1 - - - - - - 2 - - - - - 2
Tracy to Black - 2 - - - - - - 1 3 - - - - - 3 3 - - - - 6
Black to Bozeman - 3 - - - - - - 4 - - - - - - 7 - - - - - 7
Church to Wallace 1 - - - - - - 4 - - - - - - 5 - - - - - - 5
Curtiss Street Church to Wallace 2 - - - - - - 6 - - - - - - 8 - - - - - - 8
- 33 100 3 2 - 2 - 50 91 1 1 - - - 83 191 4 3 - 2 283
106 21 5 - - - - 104 13 3 - - 10 - 210 34 8 - - 10 - 262
106 54 105 3 2 - 2 104 63 94 1 1 10 - 210 117 199 4 3 10 2 545
Total (Core Area)
Total (Outside Core Area)
Total (All)
Corridor Corridor Segment
Villard Street
Beall Street
Lamme Street
Mendenhall Street
Main Street
Babcock Street
Olive Street
Weekday Evening
North South Both Sides
Total (All)
111
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 107
Figure 47. Saturday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy - - - - - - - 1 - - - - - - 1 - - - - - - 1
Tracy to Black 7 - - - - - - 3 - - - - - - 10 - - - - - - 10
3rd to Grand - - - - - - - - - - - - - - - - - - - - - -
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy 7 - - - - - - 8 - - - - - - 15 - - - - - - 15
Tracy to Black 9 - - - - - - 12 - - - - - - 21 - - - - - - 21
Black to Bozeman 5 - - - - - - 7 - - - - - - 12 - - - - - - 12
3rd to Grand 8 - - - - - - 5 - - - - - - 13 - - - - - - 13
Grand to Willson 10 - - - - - - 6 - - - - - - 16 - - - - - - 16
Willson to Tracy 7 - - - - - - 13 - - - - - - 20 - - - - - - 20
Tracy to Black 12 - - - - - - 12 - - - - - - 24 - - - - - - 24
Black to Bozeman 7 - - - - - - 8 - - - - - - 15 - - - - - - 15
Bozeman to Montana 1 - - - - - - 4 - - - - - - 5 - - - - - - 5
Montana to Rouse - - - - - - - 4 - - - - - - 4 - - - - - - 4
Rouse to Church 4 - - - - - - - - - - - 1 - 4 - - - - 1 - 5
Church to Wallace 2 - - - - - - 4 - - - - - - 6 - - - - - - 6
5th to 3rd - 3 - - - - - - 2 - - - - - - 5 - - - - - 5
3rd to Grand - - 6 - - - - - 5 - - - - - - 5 6 - - - - 11
Grand to Willson - - 4 - - - - - 7 - - - - - - 7 4 - - - - 11
Willson to Tracy - - 8 - - - - - - 3 - - - 2 - - 11 - - - 2 13
Tracy to Black - - - - - - - - - - - - - - - - - - - - - -
Black to Bozeman - - 7 - - - - - - 9 - - - - - - 16 - - - - 16
Bozeman to Rouse - - 8 - 1 - - - - 7 - - - - - - 15 - 1 - - 16
Rouse to Church - - - - - - - - 2 - - - - - - 2 - - - - - 2
Church to Wallace - 6 - - - - - - 3 - - - - - - 9 - - - - - 9
Wallace to Broadway 7 - - - - - - - - - - - - - 7 - - - - - - 7
5th to 3rd - - 4 - - - - - - 9 - - - 1 - - 13 - - - 1 14
3rd to Grand - - 4 - - - - - - 5 - - - - - - 9 - - - - 9
Grand to Willson - - 8 - - - - - - 6 - - - - - - 14 - - - - 14
Willson to Tracy - - 11 2 - - - - - 12 - - - - - - 23 2 - - - 25
Tracy to Black - - 10 - 1 - - - - 11 1 1 - - - - 21 1 2 - - 24
Black to Bozeman - - 9 - - - - - - - - - - - - - 9 - - - - 9
Bozeman to Rouse - - 5 - 1 - 1 - - 21 - - - - - - 26 - 1 - 1 28
Rouse to Church - - 10 - - - - - - 8 - - - - - - 18 - - - - 18
Church to Wallace - 7 - - - - - - 7 - - - - - - 14 - - - - - 14
Wallace to Broadway - 6 6 - - - - - 5 - - - - - - 11 6 - - - - 17
5th to 4th - 1 - - - - - - 2 - - - - - - 3 - - - - - 3
4th to 3rd - - - - - - - - 1 - - - - - - 1 - - - - - 1
3rd to Grand - - - - - - - - 10 - - - - - - 10 - - - - - 10
Grand to Willson - - 5 - - - - - - 6 - - - - - - 11 - - - - 11
Willson to Tracy - - 3 - - - - - - 2 - 1 - - - - 5 - 1 - - 6
Tracy to Black - - - 5 - - - - - - 4 - - - - - - 9 - - - 9
Black to Bozeman - - - - - - - - 9 - - - - - - 9 - - - - - 9
Bozeman to Rouse - 8 - - - - - - 7 - - - - - - 15 - - - - - 15
Rouse to Church - 6 - - - - - - 8 - - - - - - 14 - - - - - 14
Church to Wallace - 6 - - - - - - 4 - - - - - - 10 - - - - - 10
4th to 3rd - - - - - - - 2 - - - - - - 2 - - - - - - 2
3rd to Grand 7 - - - - - - 2 - - - - - - 9 - - - - - - 9
Grand to Willson - 2 - - - - - - - - - - - - - 2 - - - - - 2
Willson to Tracy - 4 - - - - - - 5 - - - - - - 9 - - - - - 9
Tracy to Black - 5 - - - - - - 2 4 - - - - - 7 4 - - - - 11
Black to Bozeman - 3 - - - - - - 4 - - - - - - 7 - - - - - 7
Church to Wallace - - - - - - - 3 - - - - - - 3 - - - - - - 3
Curtiss Street Church to Wallace 2 - - - - - - 8 - - - - - - 10 - - - - - - 10
- 37 102 7 3 - 1 - 67 99 5 2 - 3 - 104 201 12 5 - 4 326
95 20 6 - - - - 102 16 4 - - 1 - 197 36 10 - - 1 - 244
95 57 108 7 3 - 1 102 83 103 5 2 1 3 197 140 211 12 5 1 4 570
Corridor Corridor Segment
Villard Street
Beall Street
Lamme Street
Mendenhall Street
Main Street
Babcock Street
Olive Street
Total (Core Area)
Total (Outside Core Area)
Total (All)
Saturday Afternoon
North South Both Sides
Total (All)
112
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 108
Figure 48. Saturday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy - 1 - - - - - - - - - - - - - 1 - - - - - 1
Tracy to Black 7 - - - - - - 4 - - - - - - 11 - - - - - - 11
3rd to Grand - - - - - - - - - - - - - - - - - - - - - -
Grand to Willson - - - - - - - - - - - - - - - - - - - - - -
Willson to Tracy 2 - - - - - - 10 - - - - - - 12 - - - - - - 12
Tracy to Black 4 - - - - - - 10 - - - - - - 14 - - - - - - 14
Black to Bozeman 10 - - - - - - 10 - - - - - - 20 - - - - - - 20
3rd to Grand 6 - - - - - - 5 - - - - - - 11 - - - - - - 11
Grand to Willson 10 - - - - - - 7 - - - - - - 17 - - - - - - 17
Willson to Tracy 7 - - - - - - 13 - - - - - - 20 - - - - - - 20
Tracy to Black 12 - - - - - - 10 - - - - - - 22 - - - - - - 22
Black to Bozeman 8 - - - - - - 13 - - - - - - 21 - - - - - - 21
Bozeman to Montana 6 - - - - - - 6 - - - - - - 12 - - - - - - 12
Montana to Rouse - 5 - - - - - 6 - - - - - - 6 5 - - - - - 11
Rouse to Church 3 - - - - - - - - - - - 2 - 3 - - - - 2 - 5
Church to Wallace 2 - - - - - - 4 - - - - - - 6 - - - - - - 6
5th to 3rd - - - - - - - - 2 - - - - - - 2 - - - - - 2
3rd to Grand - - 5 - - - - - 4 - - - - - - 4 5 - - - - 9
Grand to Willson - - 4 - - - - - 5 - - - - - - 5 4 - - - - 9
Willson to Tracy - - 6 - 1 - - - - 4 - - - 1 - - 10 - 1 - 1 12
Tracy to Black - - - - - - - - - - - - - - - - - - - - - -
Black to Bozeman - - 7 - - - - - - 10 - - - - - - 17 - - - - 17
Bozeman to Rouse - - 9 - - - - - - 10 - - - - - - 19 - - - - 19
Rouse to Church - 5 - - - - - - 6 - - - - - - 11 - - - - - 11
Church to Wallace - 6 - - - - - - 3 - - - - - - 9 - - - - - 9
Wallace to Broadway 5 - - - - - - - - - - - - - 5 - - - - - - 5
5th to 3rd - - 3 - - - - - - 6 - - - - - - 9 - - - - 9
3rd to Grand - - 5 - - - - - - 6 - - - - - - 11 - - - - 11
Grand to Willson - - 8 - 1 - - - - 5 - - - - - - 13 - 1 - - 14
Willson to Tracy - - 10 - - - - - - 12 - - - - - - 22 - - - - 22
Tracy to Black - - 9 - - - - - - 10 - - - - - - 19 - - - - 19
Black to Bozeman - - 10 - - - - - - - - - - - - - 10 - - - - 10
Bozeman to Rouse - - 8 - 1 - 1 - - 17 - - - - - - 25 - 1 - 1 27
Rouse to Church - - 6 - - - - - - 10 - - - - - - 16 - - - - 16
Church to Wallace - 1 - - - - - - 3 - - - - - - 4 - - - - - 4
Wallace to Broadway - 8 6 - - - - - 5 - - - - - - 13 6 - - - - 19
5th to 4th - 1 - - - - - - 4 - - - - - - 5 - - - - - 5
4th to 3rd - - - - - - - - 3 - - - - - - 3 - - - - - 3
3rd to Grand - - - - - - - - 6 - - - - - - 6 - - - - - 6
Grand to Willson - - 2 - - - - - - 3 - - - - - - 5 - - - - 5
Willson to Tracy - - 4 - - - 1 - - 2 - - - - - - 6 - - - 1 7
Tracy to Black - - - 2 - - - - - - 3 - - - - - - 5 - - - 5
Black to Bozeman - - - - - - - - 10 - - - - - - 10 - - - - - 10
Bozeman to Rouse - 6 - - - - - - 7 - - - - - - 13 - - - - - 13
Rouse to Church - 3 - - - - - - 4 - - - - - - 7 - - - - - 7
Church to Wallace - 8 - - - - - - 6 - - - - - - 14 - - - - - 14
4th to 3rd 3 - - - - - - 2 - - - - - - 5 - - - - - - 5
3rd to Grand 4 - - - - - - 7 - - - - - - 11 - - - - - - 11
Grand to Willson - 2 - - - - - - 1 - - - - - - 3 - - - - - 3
Willson to Tracy - 1 - - - - - - - - - - - - - 1 - - - - - 1
Tracy to Black - 1 - - - - - - 1 - - - - - - 2 - - - - - 2
Black to Bozeman - 4 - - - - - - 4 - - - - - - 8 - - - - - 8
Church to Wallace 1 - - - - - - 3 - - - - - - 4 - - - - - - 4
Curtiss Street Church to Wallace 3 - - - - - - 6 - - - - - - 9 - - - - - - 9
- 30 96 2 3 - 2 - 63 95 3 - - 1 - 93 191 5 3 - 3 295
93 22 6 - - - - 116 11 - - - 2 - 209 33 6 - - 2 - 250
93 52 102 2 3 - 2 116 74 95 3 - 2 1 209 126 197 5 3 2 3 545
Corridor Corridor Segment
Villard Street
Beall Street
Lamme Street
Mendenhall Street
Main Street
Babcock Street
Olive Street
Total (Core Area)
Total (Outside Core Area)
Total (All)
Saturday Evening
North South Both Sides
Total (All)
113
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 109
Figure 49. Weekday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Mendenhall to Main - 1 - - - - - - - - - - - - - 1 - - - - - 1
Main to Babcock - 3 - - - - - - 5 - - - - - - 8 - - - - - 8
4th Avenue Babcock to Olive 6 - - - - - - 4 - - - - - - 10 - - - - - - 10
Beall to Lamme 4 - - - - - - 6 - - - - - - 10 - - - - - - 10
Lamme to Mendenhall 9 - - - - - - 8 - - - - - - 17 - - - - - - 17
Mendelhall to Main - - 4 - - - - - - 5 - - - - - - 9 - - - - 9
Main to Babcock - 6 - - - - - - 5 - - - - - - 11 - - - - - 11
Villard to Beall - - - - - - - 7 - - - - - - 7 - - - - - - 7
Beall to Lamme - - - - - - - 2 - - - - - - 2 - - - - - - 2
Lamme to Mendenhall - - - - - - - 10 - - - - - - 10 - - - - - - 10
Mendenhall to Main - - 7 - - - - - 4 4 - 1 - - - 4 11 - 1 - - 16
Main to Babcock - - 6 - - - - - - 7 - - - - - - 13 - - - - 13
Babcock to Olive 5 - - - - - - 7 - - - - - - 12 - - - - - - 12
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - 6 - - - - - - - - - - - - - 6 - - - - - 6
Lamme to Mendenhall - 5 - - - - - - 11 - - - - - - 16 - - - - - 16
Mendenhall to Main - - - - - - - - - 9 - - - - - - 9 - - - - 9
Main to Babcock - - 7 - - - - - - 10 - - - - - - 17 - - - - 17
Babcock to Olive - - - - - - - - - - - - - - - - - - - - - -
Olive to Curtiss 7 - - - - - - 5 - - - - - - 12 - - - - - - 12
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - - - - - - - - 4 - - - - - - 4 - - - - - 4
Lamme to Mendenhall - - - - - - 1 - 9 - - - - - - 9 - - - - 1 10
Mendenhall to Main - - 7 - - - - - - 6 - - - - - - 13 - - - - 13
Main to Babcock - - 6 - 1 - - - - 9 - - - - - - 15 - 1 - - 16
Babcock to Olive - 3 - - - - - - 10 - - - - - - 13 - - - - - 13
Olive to Curtiss 9 - - - - - - 10 - - - - - - 19 - - - - - - 19
Villard to Beall 8 - - - - - - 8 - - - - - - 16 - - - - - - 16
Beall to Lamme 3 - - - - - - 3 - - - - - - 6 - - - - - - 6
Lamme to Mendenhall - 6 - - - - - - 9 - - - - - - 15 - - - - - 15
Mendenhall to Main - - 5 - - - - - - 7 - - - - - - 12 - - - - 12
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive - 10 - - - - - - 6 - - - - - - 16 - - - - - 16
Olive to Curtiss - - - - - - - 2 - - - - - - 2 - - - - - - 2
Beall to Lamme 2 - - - - - - 1 - - - - - - 3 - - - - - - 3
Lamme to Mendenhall 6 - - - - - - 6 - - - - - - 12 - - - - - - 12
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - - 5 - - - - - - 9 - - - - - - 14 - - - - 14
Babcock to Olive 8 - - - - - - - - - - - - - 8 - - - - - - 8
Olive to Curtiss 10 - - - - - - 8 - - - - - - 18 - - - - - - 18
Lamme to Mendenhall - - - - - - 1 4 - - - - - - 4 - - - - - 1 5
Mendenhall to Main - - 2 - - - - - - - - - - - - - 2 - - - - 2
Main to Babcock - 3 3 - - - - - 5 3 - - - - - 8 6 - - - - 14
Babcock to Olive 7 - - - - - - 6 - - - - - - 13 - - - - - - 13
Lamme to Mendenhall 6 - - - - - - - - - - - - - 6 - - - - - - 6
Mendenhall to Main - 7 - - - - - - - 6 - - - - - 7 6 - - - - 13
Main to Babcock - 8 - - - - - - 4 3 - - - - - 12 3 - - - - 15
Babcock to Olive 3 - - - - - - - - - - - - - 3 - - - - - - 3
Lamme to Mendenhall 6 - - - - - - 4 - - - - - - 10 - - - - - - 10
Mendenhall to Main - 3 - - - - - - 3 - - - - - - 6 - - - - - 6
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive 6 - - - - - - 5 - - - - - - 11 - - - - - - 11
Olive to Curtiss 4 - - - - - - 10 - - - - - - 14 - - - - - - 14
Broadway Avenue Mendenhall to Main 1 - - - - - - - - - - - - - 1 - - - - - - 1
- 31 52 - 1 - - - 26 78 - 1 - - - 57 130 - 2 - - 189
110 30 - - - - 2 116 49 - - - - - 226 79 - - - - 2 307
110 61 52 - 1 - 2 116 75 78 - 1 - - 226 136 130 - 2 - 2 496
Rouse Avenue
Church Avenue
Wallace Avenue
Total (Core Area)
Total (Outside Core Area)
Total (All)
Corridor Corridor Segment
5th Avenue
3rd Avenue
Grand Avenue
Willson Avenue
Tracy Avenue
Black Avenue
Bozeman Avenue
East West Both Sides
Total (All)
Weekday Afternoon
114
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 110
Figure 50. Weekday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - 1 - - - - - - 5 - - - - - - 6 - - - - - 6
4th Avenue Babcock to Olive 5 - - - - - - 8 - - - - - - 13 - - - - - - 13
Beall to Lamme 4 - - - - - - 1 - - - - - - 5 - - - - - - 5
Lamme to Mendenhall 3 - - - - - - 4 - - - - - - 7 - - - - - - 7
Mendelhall to Main - - 1 - - - - - - - - - - - - - 1 - - - - 1
Main to Babcock - 4 - - - - - - 3 - - - - - - 7 - - - - - 7
Villard to Beall - - - - - - - 4 - - - - - - 4 - - - - - - 4
Beall to Lamme - - - - - - - - - - - - - - - - - - - - - -
Lamme to Mendenhall - - - - - - - 8 - - - - - - 8 - - - - - - 8
Mendenhall to Main - - 6 - - - - - 3 4 - - - - - 3 10 - - - - 13
Main to Babcock - - 3 - - - - - - 7 - - - - - - 10 - - - - 10
Babcock to Olive 1 - - - - - - 5 - - - - - - 6 - - - - - - 6
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - 6 - - - - - - - - - - - - - 6 - - - - - 6
Lamme to Mendenhall - 5 - - - - - - 10 - - - - - - 15 - - - - - 15
Mendenhall to Main - - - - - - - - - 8 - - - - - - 8 - - - - 8
Main to Babcock - - 5 - - - - - - 11 - - - - - - 16 - - - - 16
Babcock to Olive - - - - - - - - - - - - - - - - - - - - - -
Olive to Curtiss 4 - - - - - - 2 - - - - - - 6 - - - - - - 6
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - - - - - - - - 3 - - - - - - 3 - - - - - 3
Lamme to Mendenhall - - - - - - - - 10 - - - - - - 10 - - - - - 10
Mendenhall to Main - - - - - - - - - 7 - - - - - - 7 - - - - 7
Main to Babcock - - 7 - 1 - - - - 7 - - - - - - 14 - 1 - - 15
Babcock to Olive - - - - - - - - 8 - - - - - - 8 - - - - - 8
Olive to Curtiss 7 - - - - - - 1 - - - - - - 8 - - - - - - 8
Villard to Beall 5 - - - - - - 8 - - - - - - 13 - - - - - - 13
Beall to Lamme 4 - - - - - - 3 - - - - - - 7 - - - - - - 7
Lamme to Mendenhall - 4 - - - - - - 10 - - - - - - 14 - - - - - 14
Mendenhall to Main - - 8 - - - - - - 9 - - - - - - 17 - - - - 17
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive - 7 - - - - - - 5 - - - - - - 12 - - - - - 12
Olive to Curtiss - - - - - - - 4 - - - - - - 4 - - - - - - 4
Beall to Lamme 3 - - - - - - 1 - - - - - - 4 - - - - - - 4
Lamme to Mendenhall 5 - - - - - - 5 - - - - - - 10 - - - - - - 10
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - - 8 - - - - - - 11 - - - - - - 19 - - - - 19
Babcock to Olive 6 - - - - - - - - - - - - - 6 - - - - - - 6
Olive to Curtiss 8 - - - - - - 8 - - - - - - 16 - - - - - - 16
Lamme to Mendenhall - - - - - - 7 4 - - - - - - 4 - - - - - 7 11
Mendenhall to Main - - 4 - - - - - - - - - - - - - 4 - - - - 4
Main to Babcock - 2 3 - - - - - 4 4 - - - - - 6 7 - - - - 13
Babcock to Olive - - - - - - - 4 - - - - - - 4 - - - - - - 4
Lamme to Mendenhall 7 - - - - - - - - - - - - - 7 - - - - - - 7
Mendenhall to Main - 2 - - - - - - - 7 - - - - - 2 7 - - - - 9
Main to Babcock - 9 - - - - - - 3 3 - - - - - 12 3 - - - - 15
Babcock to Olive 4 - - - - - - - - - - - - - 4 - - - - - - 4
Lamme to Mendenhall 2 - - - - - - 3 - - - - - - 5 - - - - - - 5
Mendenhall to Main - 4 - - - - - - 3 - - - - - - 7 - - - - - 7
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive 4 - - - - - - 6 - - - - - - 10 - - - - - - 10
Olive to Curtiss 7 - - - - - - 5 - - - - - - 12 - - - - - - 12
Broadway Avenue Mendenhall to Main 2 - - - - - - - - - - - - - 2 - - - - - - 2
- 22 45 - 1 - - - 21 78 - - - - - 43 123 - 1 - - 167
81 22 - - - - 7 84 46 - - - - - 165 68 - - - - 7 240
81 44 45 - 1 - 7 84 67 78 - - - - 165 111 123 - 1 - 7 407
Rouse Avenue
Church Avenue
Wallace Avenue
Total (Core Area)
Total (Outside Core Area)
Total (All)
Corridor Corridor Segment
5th Avenue
3rd Avenue
Grand Avenue
Willson Avenue
Tracy Avenue
Black Avenue
Bozeman Avenue
Weekday Evening
East West Both Sides
Total (All)
115
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 111
Figure 51. Saturday Afternoon Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Mendenhall to Main - - - - - - - - 1 - - - - - - 1 - - - - - 1
Main to Babcock - - - - - - - - 2 - - - - - - 2 - - - - - 2
4th Avenue Babcock to Olive 5 - - - - - - 4 - - - - - - 9 - - - - - - 9
Beall to Lamme 2 - - - - - - 3 - - - - - - 5 - - - - - - 5
Lamme to Mendenhall 6 - - - - - - 5 - - - - - - 11 - - - - - - 11
Mendelhall to Main - - 2 - - - - - - 5 - - - - - - 7 - - - - 7
Main to Babcock - - - - - - - - 2 - - - - - - 2 - - - - - 2
Villard to Beall - - - - - - - 6 - - - - - - 6 - - - - - - 6
Beall to Lamme - - - - - - - 1 - - - - - - 1 - - - - - - 1
Lamme to Mendenhall - - - - - - - 10 - - - - - - 10 - - - - - - 10
Mendenhall to Main - - 9 - - - - - 4 4 - - - - - 4 13 - - - - 17
Main to Babcock - - 8 - - - - - - 5 - - - - - - 13 - - - - 13
Babcock to Olive 4 - - - - - - 8 - - - - - - 12 - - - - - - 12
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - 5 - - - - - - - - - - - - - 5 - - - - - 5
Lamme to Mendenhall - 5 - - - - - - 9 - - - - - - 14 - - - - - 14
Mendenhall to Main - - - - - - - - - 8 - - - - - - 8 - - - - 8
Main to Babcock - - 6 - - - - - - 10 - - - - - - 16 - - - - 16
Babcock to Olive - - - - - - - - - - - - - - - - - - - - - -
Olive to Curtiss 5 - - - - - - 5 - - - - - - 10 - - - - - - 10
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - - - - - - - - 4 - - 1 - - - 4 - - 1 - - 5
Lamme to Mendenhall - - - - - - - - 9 - - - - - - 9 - - - - - 9
Mendenhall to Main - - 8 - - - - - - 5 - - - - - - 13 - - - - 13
Main to Babcock - - 7 - 1 - - - - 7 - - - - - - 14 - 1 - - 15
Babcock to Olive - 3 - - - - - - 5 - - - - - - 8 - - - - - 8
Olive to Curtiss 6 - - - - - - 7 - - - - - - 13 - - - - - - 13
Villard to Beall 2 - - - - - - 3 - - - - - - 5 - - - - - - 5
Beall to Lamme 3 - - - - - - - - - - - - - 3 - - - - - - 3
Lamme to Mendenhall - 4 - - - - - - 9 - - - - - - 13 - - - - - 13
Mendenhall to Main - - 7 - - - - - - 8 - - - - - - 15 - - - - 15
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive - 7 - - - - - - 4 - - - - - - 11 - - - - - 11
Olive to Curtiss - - - - - - - 6 - - - - - - 6 - - - - - - 6
Beall to Lamme 2 - - - - - - 2 - - - - - - 4 - - - - - - 4
Lamme to Mendenhall 5 - - - - - - 1 - - - - - - 6 - - - - - - 6
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - - 7 - - - - - - 9 - - - - - - 16 - - - - 16
Babcock to Olive 6 - - - - - - - - - - - - - 6 - - - - - - 6
Olive to Curtiss 7 - - - - - - 7 - - - - - - 14 - - - - - - 14
Lamme to Mendenhall - - - - - - - - - - - - - - - - - - - - - -
Mendenhall to Main - - 3 - - - - - - - - - - - - - 3 - - - - 3
Main to Babcock - 3 3 - - - - - 1 4 - - - - - 4 7 - - - - 11
Babcock to Olive 3 - - - - - - 7 - - - - - - 10 - - - - - - 10
Lamme to Mendenhall 9 - - - - - - - - - - - - - 9 - - - - - - 9
Mendenhall to Main - 7 - - - - - - - 6 - - - - - 7 6 - - - - 13
Main to Babcock - 8 - - - - - - 3 3 - - - - - 11 3 - - - - 14
Babcock to Olive 3 - - - - - - - - - - - - - 3 - - - - - - 3
Lamme to Mendenhall - - - - - - - - - - - - - - - - - - - - - -
Mendenhall to Main - 1 - - - - - - 1 - - - - - - 2 - - - - - 2
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive - - - - - - - 4 - - - - - - 4 - - - - - - 4
Olive to Curtiss - - - - - - - 3 - - - - - - 3 - - - - - - 3
Broadway Avenue Mendenhall to Main - - - - - - - 1 - - - - - - 1 - - - - - - 1
- 19 60 - 1 - - - 14 74 - - - - - 33 134 - 1 - - 168
68 24 - - - - - 83 40 - - 1 - - 151 64 - - 1 - - 216
68 43 60 - 1 - - 83 54 74 - 1 - - 151 97 134 - 2 - - 384
Wallace Avenue
Total (Core Area)
Total (Outside Core Area)
Total (All)
5th Avenue
3rd Avenue
Grand Avenue
Willson Avenue
Tracy Avenue
Black Avenue
Bozeman Avenue
Rouse Avenue
Church Avenue
Both Sides
Total (All)
Saturday Afternoon
East West
Corridor Corridor Segment
116
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 112
Figure 52. Saturday Evening Parking Occupancy by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues)
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone Unrestricted No Overnight 2 Hour 15/20 Minute ADA Reserved Loading Zone
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - - - - - - - - 4 - - - - - - 4 - - - - - 4
4th Avenue Babcock to Olive 4 - - - - - - 4 - - - - - - 8 - - - - - - 8
Beall to Lamme 3 - - - - - - 4 - - - - - - 7 - - - - - - 7
Lamme to Mendenhall 4 - - - - - - 2 - - - - - - 6 - - - - - - 6
Mendelhall to Main - - 2 - - - - - - 3 - - - - - - 5 - - - - 5
Main to Babcock - - - - - - - - 1 - - - - - - 1 - - - - - 1
Villard to Beall - - - - - - - 2 - - - - - - 2 - - - - - - 2
Beall to Lamme - - - - - - - 3 - - - - - - 3 - - - - - - 3
Lamme to Mendenhall - - - - - - - 10 - - - - - - 10 - - - - - - 10
Mendenhall to Main - - 8 - - - - - 4 3 - 1 - - - 4 11 - 1 - - 16
Main to Babcock - - 7 - - - - - - 5 - - - - - - 12 - - - - 12
Babcock to Olive 4 - - - - - - 7 - - - - - - 11 - - - - - - 11
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - 6 - - - - - - - - - - - - - 6 - - - - - 6
Lamme to Mendenhall - 5 - - - - - - 10 - - - - - - 15 - - - - - 15
Mendenhall to Main - - - - - - - - - 9 - - - - - - 9 - - - - 9
Main to Babcock - - 6 - - - - - - 9 - - - - - - 15 - - - - 15
Babcock to Olive - - - - - - - - - - - - - - - - - - - - - -
Olive to Curtiss 6 - - - - - - 4 - - - - - - 10 - - - - - - 10
Villard to Beall - - - - - - - - - - - - - - - - - - - - - -
Beall to Lamme - - - - - - - - 3 - - - - - - 3 - - - - - 3
Lamme to Mendenhall - - - - - - 2 - 9 - - - - - - 9 - - - - 2 11
Mendenhall to Main - - 9 - - - - - - 5 - - - - - - 14 - - - - 14
Main to Babcock - - 7 - 1 - - - - 7 - - - - - - 14 - 1 - - 15
Babcock to Olive - 1 - - - - - - 5 - - - - - - 6 - - - - - 6
Olive to Curtiss 2 - - - - - - 7 - - - - - - 9 - - - - - - 9
Villard to Beall 4 - - - - - - 3 - - - - - - 7 - - - - - - 7
Beall to Lamme 3 - - - - - - 2 - - - - - - 5 - - - - - - 5
Lamme to Mendenhall - 4 - - - - - - 8 - - - - - - 12 - - - - - 12
Mendenhall to Main - - 8 - - - - - - 9 - - - - - - 17 - - - - 17
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive - 7 - - - - - - 4 - - - - - - 11 - - - - - 11
Olive to Curtiss - - - - - - - 4 - - - - - - 4 - - - - - - 4
Beall to Lamme 2 - - - - - - 2 - - - - - - 4 - - - - - - 4
Lamme to Mendenhall 4 - - - - - - 1 - - - - - - 5 - - - - - - 5
Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
Main to Babcock - - 6 - - - - - - 11 - - - - - - 17 - - - - 17
Babcock to Olive 5 - - - - - - - - - - - - - 5 - - - - - - 5
Olive to Curtiss 7 - - - - - - 7 - - - - - - 14 - - - - - - 14
Lamme to Mendenhall - - - - - - 7 4 - - - - - - 4 - - - - - 7 11
Mendenhall to Main - - 4 - - - - - - - - - - - - - 4 - - - - 4
Main to Babcock - 3 3 - - - - - 4 4 - - - - - 7 7 - - - - 14
Babcock to Olive - - - - - - - 6 - - - - - - 6 - - - - - - 6
Lamme to Mendenhall 6 - - - - - - - - - - - - - 6 - - - - - - 6
Mendenhall to Main - 4 - - - - - - - 5 - - - - - 4 5 - - - - 9
Main to Babcock - 9 - - - - - - 3 - - - - - - 12 - - - - - 12
Babcock to Olive 5 - - - - - - - - - - - - - 5 - - - - - - 5
Lamme to Mendenhall 2 - - - - - - 3 - - - - - - 5 - - - - - - 5
Mendenhall to Main - 3 - - - - - - 4 - - - - - - 7 - - - - - 7
Main to Babcock - - - - - - - - - - - - - - - - - - - - - -
Babcock to Olive 4 - - - - - - 6 - - - - - - 10 - - - - - - 10
Olive to Curtiss - - - - - - - 3 - - - - - - 3 - - - - - - 3
Broadway Avenue Mendenhall to Main - - - - - - - - - - - - - - - - - - - - - -
- 19 60 - 1 - - - 20 70 - 1 - - - 39 130 - 2 - - 171
65 23 - - - - 9 84 39 - - - - - 149 62 - - - - 9 220
65 42 60 - 1 - 9 84 59 70 - 1 - - 149 101 130 - 2 - 9 391
Corridor Corridor Segment
5th Avenue
3rd Avenue
Grand Avenue
Willson Avenue
Tracy Avenue
Black Avenue
Bozeman Avenue
Rouse Avenue
Church Avenue
Wallace Avenue
Total (Core Area)
Total (Outside Core Area)
Total (All)
Saturday Evening
East West Both Sides
Total (All)
117
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 113
On-Street Parking Percent Occupancy (Downtown)
Note: City-provided on-street inventory figures were estimated by assuming 24 linear feet of parkable curb frontage per space. Actual occupancy figures that exceed 100% reflect the occurrence of vehicles using less than 24 linear feet of space to park,
resulting in more vehicles than estimated accessing a given length of curb.
Figure 53. Parking Percent Occupancy by Corridor, Block Segment, and Side of Street Type (Streets)
North South Total North South Total North South Total North South Total
Grand to Willson
Willson to Tracy 67%50%57%33%0%14%0%25%14%33%0%14%
Tracy to Black 78%89%83%78%44%61%78%33%56%78%44%61%
3rd to Grand
Grand to Willson
Willson to Tracy 67%71%69%56%86%69%78%114%94%22%143%75%
Tracy to Black 78%83%81%67%100%86%100%100%100%44%83%67%
Black to Bozeman 80%64%71%110%82%95%50%64%57%100%91%95%
3rd to Grand 125%75%100%75%25%50%100%63%81%75%63%69%
Grand to Willson 122%88%106%122%88%106%111%75%94%111%88%100%
Willson to Tracy 82%118%100%64%118%91%64%118%91%64%118%91%
Tracy to Black 100%138%116%109%113%111%109%150%126%109%125%116%
Black to Bozeman 89%111%100%100%111%106%78%89%83%89%144%117%
Bozeman to Montana 100%140%114%67%60%64%11%80%36%67%120%86%
Montana to Rouse 75%67%71%88%78%82%0%44%24%63%67%65%
Rouse to Church 25%33%31%50%56%54%50%6%19%38%11%19%
Church to Wallace 36%33%35%45%8%26%18%33%26%18%33%26%
5th to 3rd 43%56%49%4%13%8%13%13%13%0%13%5%
3rd to Grand 50%117%79%38%50%43%75%83%79%63%67%64%
Grand to Willson 67%83%75%67%100%83%67%117%92%67%83%75%
Willson to Tracy 63%36%47%113%27%63%100%45%68%88%45%63%
Tracy to Black
Black to Bozeman 88%100%94%100%100%100%88%113%100%88%125%106%
Bozeman to Rouse 50%83%65%86%92%88%64%58%62%64%83%73%
Rouse to Church 71%71%71%29%57%43%0%29%14%71%86%79%
Church to Wallace 69%50%62%62%25%48%46%38%43%46%38%43%
Wallace to Broadway 33%6%22%38%38%38%33%0%19%24%0%14%
5th to 3rd 33%27%30%20%23%22%27%45%38%20%27%24%
3rd to Grand 75%63%69%75%75%75%50%63%56%63%75%69%
Grand to Willson 89%83%87%56%100%73%89%100%93%100%83%93%
Willson to Tracy 100%118%109%82%109%95%118%109%114%91%109%100%
Tracy to Black 109%92%100%109%92%100%100%100%100%82%77%79%
Black to Bozeman 88%88%125%125%113%113%125%125%
Bozeman to Rouse 73%87%81%82%113%100%64%140%108%91%113%104%
Rouse to Church 67%100%83%67%64%65%83%73%78%50%91%70%
Church to Wallace 83%67%73%50%67%60%117%78%93%17%33%27%
Wallace to Broadway 50%44%47%67%38%53%67%31%50%78%31%56%
5th to 4th 14%9%11%0%0%0%14%18%17%14%36%28%
4th to 3rd 67%33%44%0%0%0%0%17%11%0%50%33%
3rd to Grand 91%91%18%18%91%91%55%55%
Grand to Willson 50%83%67%50%33%42%83%100%92%33%50%42%
Willson to Tracy 80%50%62%60%38%46%60%38%46%100%25%54%
Tracy to Black 80%91%88%60%9%25%100%36%56%40%27%31%
Black to Bozeman 138%138%113%113%113%113%125%125%
Bozeman to Rouse 122%100%110%100%42%67%89%58%71%67%58%62%
Rouse to Church 117%100%106%33%60%50%100%80%88%50%40%44%
Church to Wallace 56%40%50%89%100%93%67%80%71%89%120%100%
4th to 3rd 0%20%11%0%40%22%0%40%22%75%40%56%
3rd to Grand 63%56%59%75%33%53%88%22%53%50%78%65%
Grand to Willson 44%86%63%0%14%6%22%0%13%22%14%19%
Willson to Tracy 86%78%81%14%11%13%57%56%56%14%0%6%
Tracy to Black 100%86%92%33%57%46%83%86%85%17%14%15%
Black to Bozeman 100%80%88%100%80%88%100%80%88%133%80%100%
Church to Wallace 17%45%30%8%36%22%0%27%13%8%27%17%
Curtiss Street Church to Wallace 25%33%29%17%50%33%17%67%42%25%50%38%
69%74%72%61%56%58%66%68%67%58%63%61%
65%65%65%59%57%58%54%54%54%54%57%55%
67%70%68%60%56%58%60%62%61%56%60%58%
Percent Occupancy
Saturday EveningSaturday AfternoonWeekday EveningWeekday Afternoon
Total (Outside Core Area)
Total (All)
Mendenhall Street
Main Street
Babcock Street
Olive Street
Total (Core Area)
Corridor Corridor Segment
Villard Street
Beall Street
Lamme Street
118
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 114
Figure 54. Parking Percent Occupancy by Corridor, Block Segment, Side of Street, and Side of Street (Avenues)
East West Total East West Total East West Total East West Total
Mendenhall to Main 33%0%9%0%0%0%0%13%9%0%0%0%
Main to Babcock 75%100%89%25%100%67%0%40%22%0%80%44%
4th Avenue Babcock to Olive 55%44%50%45%89%65%45%44%45%36%44%40%
Beall to Lamme 80%120%100%80%20%50%40%60%50%60%80%70%
Lamme to Mendenhall 100%89%94%33%44%39%67%56%61%44%22%33%
Mendelhall to Main 67%63%64%17%0%7%33%63%50%33%38%36%
Main to Babcock 75%63%69%50%38%44%0%25%13%0%13%6%
Villard to Beall 78%78%44%44%67%67%22%22%
Beall to Lamme 29%29%0%0%14%14%43%43%
Lamme to Mendenhall 91%91%73%73%91%91%91%91%
Mendenhall to Main 100%100%100%86%78%81%129%89%106%114%89%100%
Main to Babcock 67%100%81%33%100%63%89%71%81%78%71%75%
Babcock to Olive 56%64%60%11%45%30%44%73%60%44%64%55%
Villard to Beall
Beall to Lamme 100%100%100%100%83%83%100%100%
Lamme to Mendenhall 71%122%100%71%111%94%71%100%88%71%111%94%
Mendenhall to Main 113%113%100%100%100%100%113%113%
Main to Babcock 117%91%100%83%100%94%100%91%94%100%82%88%
Babcock to Olive
Olive to Curtiss 78%50%63%44%20%32%56%50%53%67%40%53%
Villard to Beall
Beall to Lamme 67%67%50%50%83%83%50%50%
Lamme to Mendenhall 33%90%77%0%100%77%0%90%69%67%90%85%
Mendenhall to Main 70%150%93%0%175%50%80%125%93%90%125%100%
Main to Babcock 88%113%100%100%88%94%100%88%94%100%88%94%
Babcock to Olive 100%111%108%0%89%67%100%56%67%33%56%50%
Olive to Curtiss 100%167%127%78%17%53%67%117%87%22%117%60%
Villard to Beall 80%80%80%50%80%65%20%30%25%40%30%35%
Beall to Lamme 75%100%86%100%100%100%75%0%43%75%67%71%
Lamme to Mendenhall 100%100%100%67%111%93%67%100%87%67%89%80%
Mendenhall to Main 63%88%75%100%113%106%88%100%94%100%113%106%
Main to Babcock
Babcock to Olive 125%100%114%88%83%86%88%67%79%88%67%79%
Olive to Curtiss 25%25%50%50%75%75%50%50%
Beall to Lamme 100%25%50%150%25%67%100%50%67%100%50%67%
Lamme to Mendenhall 75%100%86%63%83%71%63%17%43%50%17%36%
Mendenhall to Main
Main to Babcock 56%82%70%89%100%95%78%82%80%67%100%85%
Babcock to Olive 100%100%75%75%75%75%63%63%
Olive to Curtiss 83%89%86%67%89%76%58%78%67%58%78%67%
Lamme to Mendenhall 8%67%28%58%67%61%0%0%0%58%67%61%
Mendenhall to Main 29%29%57%57%43%43%57%57%
Main to Babcock 86%100%93%71%100%87%86%63%73%86%100%93%
Babcock to Olive 100%60%76%0%40%24%43%70%59%0%60%35%
Lamme to Mendenhall 50%50%58%58%75%75%50%50%
Mendenhall to Main 100%75%87%29%88%60%100%75%87%57%63%60%
Main to Babcock 114%88%100%129%75%100%114%75%93%129%38%80%
Babcock to Olive 33%33%44%44%33%33%56%56%
Lamme to Mendenhall 67%80%71%22%60%36%0%0%0%22%60%36%
Mendenhall to Main 75%43%55%100%43%64%25%14%18%75%57%64%
Main to Babcock
Babcock to Olive 50%71%58%33%86%53%0%57%21%33%86%53%
Olive to Curtiss 33%100%64%58%50%55%0%30%14%0%30%14%
Broadway Avenue Mendenhall to Main 50%50%100%100%0%50%0%0%
76%83%80%62%79%71%73%70%71%73%72%72%
70%81%75%54%64%59%45%61%53%48%60%54%
72%82%77%57%69%63%55%64%60%56%65%61%
Percent Occupancy
Weekday Afternoon Weekday Evening Saturday Afternoon Saturday Evening
Total (Outside Core Area)
Total (All)
Bozeman Avenue
Rouse Avenue
Church Avenue
Wallace Avenue
Total (Core Area)
3rd Avenue
Grand Avenue
Willson Avenue
Tracy Avenue
Black Avenue
Corridor Corridor Segment
5th Avenue
119
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 115
Off-Street Parking Inventory and Occupancy
Figure 55. Off-Street Detailed Parking Inventory, Occupancy, and Percent Occupancy by Facility
Weekday
Afternoon
Weekday
Evening
Saturday
Afternoon Saturday Evening Weekday
Afternoon
Weekday
Evening
Saturday
Afternoon Saturday Evening
Willson Lot (North)41 41 40 38 42 100%98%93%102%
Willson Lot (South)28 28 28 27 28 100%100%96%100%
Black Lot 62 60 61 62 61 97%98%100%98%
Rouse Lot 46 20 22 29 39 43%48%63%85%
Bridger Park Garage 435 313 151 142 130 72%35%33%30%
Total 612 462 302 298 300 75%49%49%49%
Demand
SupplyOff-Street Facility
Percent Occupancy
120
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 116
On-Street Parking Inventory (MSU RPPD)
Figure 56. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Streets)
Street segments and block faces that are located within the RPPD are highlighted in green.
Unrestricted No Overnight 2 Hour Loading ADA Other Total Unrestricted No Overnight 2 Hour Loading ADA Other Total Unrestricted No Overnight 2 Hour Loading ADA Other Total (All)
15th to 14th 6 6 7 7 13 - - - - - 13
14th to 13th 8 8 7 7 15 - - - - - 15
13th to 12th 7 7 8 8 15 - - - - - 15
12th to 11th 5 5 5 5 10 - - - - - 10
11th to 10th 7 7 5 5 12 - - - - - 12
10th to 9th 9 9 9 9 18 - - - - - 18
9th to 8th 5 5 5 6 10 - - - - - 10
15th to 14th 8 8 9 9 17 - - - - - 17
14th to 13th 7 7 8 8 15 - - - - - 15
13th to 12th 8 8 7 7 15 - - - - - 15
12th to 11th 7 7 6 6 13 - - - - - 13
11th to 10th 4 4 5 5 9 - - - - - 9
10th to 9th 8 8 9 9 17 - - - - - 17
9th to 8th 7 7 7 7 14 - - - - - 14
8th to 7th 11 11 8 8 8 - 11 - - - 19
15th to 14th 7 7 9 9 16 - - - - - 16
14th to 13th 9 9 9 9 18 - - - - - 18
13th to 12th 9 9 9 9 18 - - - - - 18
12th to 11th 8 8 7 7 15 - - - - - 15
11th to 10th 6 6 7 7 13 - - - - - 13
10th to 9th 6 6 9 9 15 - - - - - 15
9th to 8th 9 9 9 9 18 - - - - - 18
8th to 7th 8 8 8 8 16 - - - - - 16
7th to 6th 8 8 8 8 16 - - - - - 16
6th to 5th 8 8 8 8 16 - - - - - 16
15th to 14th 7 7 7 7 14 - - - - - 14
14th to 13th 7 7 8 8 15 - - - - - 15
13th to 12th 8 8 8 8 16 - - - - - 16
12th to 11th 8 8 9 9 17 - - - - - 17
11th to 10th 8 8 6 6 14 - - - - - 14
10th to 9th 7 7 8 8 15 - - - - - 15
9th to 8th 5 1 6 6 6 11 - - - 1 - 12
8th to 7th 7 7 7 7 14 - - - - - 14
7th to 6th 7 7 7 7 14 - - - - - 14
6th to 5th 10 10 9 9 19 - - - - - 19
15th to 14th - - - - - - - - -
14th to 13th - - - - - - - - -
13th to 12th 6 6 4 4 6 4 - - - - 10
12th to 11th 6 6 8 8 - 8 - - - 6 14
11th to 10th 3 3 2 2 - - 5 - - - 5
10th to 9th 5 5 12 12 - - 17 - - - 17
9th to 8th 4 4 8 8 - - 12 - - - 12
8th to 7th - - - - - - - - -
7th to 6th - - - - - - - - -
6th to 5th - - - - - - - - -
5th to 4th - - - - - - - - -
4th to 3rd - - - - - - - - -
3rd to Alley - - - - - - - - -
8th to 7th 6 6 4 3 7 10 - - - 3 - 13
7th to 6th 6 6 7 7 13 - - - - - 13
6th to 5th 10 10 10 10 20 - - - - - 20
5th to 4th 6 6 12 12 18 - - - - - 18
4th to 3rd 3 3 3 3 6 - - - - - 6
3rd to Grand 9 9 8 8 17 - - - - - 17
Grand to Alley 4 4 4 4 8 - - - - - 8
6th to 5th 11 11 - 11 - - - - - 11
5th to 4th 12 12 - 12 - - - - - 12
4th to 3rd 4 4 - 4 - - - - - 4
3rd to Grand 9 9 - 9 - - - - - 9
Grand to Willson 7 7 - 7 - - - - - 7
6th to 5th 16 16 14 14 30 - - - - - 30
5th to 4th 8 8 8 8 16 - - - - - 16
4th to 3rd 4 4 5 5 9 - - - - - 9
3rd to Grand 8 8 9 9 17 - - - - - 17
Grand to Willson 7 7 6 6 13 - - - - - 13
6th to 5th 11 11 4 4 15 - - - - - 15
5th to 4th 12 12 - 12 - - - - - 12
4th to 3rd 5 5 - 5 - - - - - 5
3rd to Grand 13 13 - 13 - - - - - 13
Grand to Willson 12 12 3 3 15 - - - - - 15
6th to 5th 8 8 10 10 18 - - - - - 18
5th to 4th 12 12 14 14 26 - - - - - 26
4th to 3rd 2 2 3 3 5 - - - - - 5
3rd to Grand 8 8 10 10 18 - - - - - 18
Grand to Willson 7 7 8 8 15 - - - - - 15
6th to 5th 6 6 - 6 - - - - - 6
5th to 4th 10 10 - 10 - - - - - 10
4th to 3rd 4 4 - 4 - - - - - 4
3rd to Grand 8 8 - 8 - - - - - 8
Grand to Willson 8 8 - 8 - - - - - 8
Lincoln St.RPPP Boundary to 11th - 24 24 - - 24 - - - 24
510 - 23 - 1 6 540 405 12 46 - 3 - 466 915 12 69 - 4 6 1,006
404 - 12 - 1 6 423 278 - 46 - - - 324 682 - 58 - 1 6 747
College St.
Harrison St.
Total (RPPP Block Faces Only)
Cleveland St.
Arthur St.
Garfield St.
Hayes St.
Grant St.
Total (All)
Corridor Segment
Supply
SouthNorth Both Sides
Koch St.
Story St.
Dickerson St.
Alderson St.
Corridor
121
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 117
Figure 57. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type (Avenues)
Street segments and block faces that are located within the RPPD are highlighted in green.
Unrestricted No Overnight 2 Hour 15/20 Minute ADA Other Total Unrestricted No Overnight 2 Hour 15/20 Minute ADA Other Total Unrestricted No Overnight 2 Hour 15/20 Minute ADA Loading Zone Total (All)
Koch to Story 10 10 11 11 21 - - - - - 21
Story to Dickerson 10 10 11 11 21 - - - - - 21
Dicekrson to Alderson 8 8 8 8 16 - - - - - 16
Alderson to College 13 13 9 9 22 - - - - - 22
Koch to Story 9 9 9 9 18 - - - - - 18
Story to Dickerson 11 11 10 10 21 - - - - - 21
Dicekrson to Alderson 9 9 8 8 17 - - - - - 17
Alderson to College 12 12 12 12 24 - - - - - 24
Koch to Story 10 10 10 10 20 - - - - - 20
Story to Dickerson 9 9 10 10 19 - - - - - 19
Dicekrson to Alderson 10 10 10 10 20 - - - - - 20
Alderson to College 12 12 13 13 25 - - - - - 25
Koch to Story 10 10 10 10 20 - - - - - 20
Story to Dickerson 9 9 7 7 16 - - - - - 16
Dicekrson to Alderson 8 8 7 7 15 - - - - - 15
Alderson to College 9 9 11 11 20 - - - - - 20
Koch to Story 5 5 5 5 10 - - - - - 10
Story to Dickerson 6 6 8 8 14 - - - - - 14
Dicekrson to Alderson 9 9 8 8 17 - - - - - 17
Alderson to College 5 2 7 - 5 - 2 - - - 7
Koch to Story 9 9 11 11 20 - - - - - 20
Story to Dickerson 10 10 9 9 19 - - - - - 19
Dicekrson to Alderson 10 10 7 7 17 - - - - - 17
Alderson to College 4 4 8 7 4 11 11 - 8 - - - 19
Koch to Story 8 8 10 10 18 - - - - - 18
Story to Dickerson 10 10 8 8 18 - - - - - 18
Dicekrson to Alderson 5 5 9 9 14 - - - - - 14
Alderson to College 7 2 9 7 4 11 14 - 6 - - - 20
Koch to Story 10 10 6 6 16 - - - - - 16
Story to Dickerson 9 9 8 8 17 - - - - - 17
Dicekrson to Alderson 10 10 10 10 20 - - - - - 20
Alderson to College 10 10 8 8 18 - - - - - 18
College to Harrison 9 9 12 12 21 - - - - - 21
Story to Dickerson 8 8 9 9 17 - - - - - 17
Dicekrson to Alderson 9 9 9 9 18 - - - - - 18
Alderson to College 8 1 9 8 8 16 - - - 1 - 17
College to Harrison 8 8 10 10 18 - - - - - 18
Dicekrson to Alderson - - - - - - - - -
Alderson to College - - - - - - - - -
College to Harrison - - - - - - - - -
Harrison to Cleveland - - - - - - - - -
Cleveland to Arthur 6 6 - 6 - - - - - 6
Arthur to Garfield 8 8 - 8 - - - - - 8
Garfield to Hayes 9 9 - 9 - - - - - 9
Hayes to Grant 8 8 - 8 - - - - - 8
Dicekrson to Alderson 9 9 9 9 18 - - - - - 18
Alderson to College 11 11 11 11 11 11 - - - - 22
College to Harrison 8 8 8 8 16 - - - - - 16
Harrison to Cleveland 7 7 7 7 14 - - - - - 14
Cleveland to Arthur 11 11 10 10 21 - - - - - 21
Arthur to Garfield 7 7 10 10 17 - - - - - 17
Garfield to Hayes 9 9 10 10 19 - - - - - 19
Hayes to Grant 12 12 8 8 20 - - - - - 20
Grant to Alley (Lincoln St.)10 10 14 14 24 - - - - - 24
College to Harrison 1 1 11 11 12 - - - - - 12
Harrison to Cleveland 4 4 7 7 11 - - - - - 11
Cleveland to Arthur 6 6 7 7 13 - - - - - 13
Arthur to Garfield 8 8 8 8 16 - - - - - 16
Garfield to Hayes 6 6 8 8 14 - - - - - 14
Hayes to Grant 8 8 9 9 17 - - - - - 17
Grant to Alley (Lincoln St.)12 12 14 14 26 - - - - - 26
College to Harrison 11 11 11 11 22 - - - - - 22
Harrison to Cleveland 9 9 9 9 18 - - - - - 18
Cleveland to Arthur 8 8 10 10 18 - - - - - 18
Arthur to Garfield 9 9 9 9 18 - - - - - 18
Garfield to Hayes 9 9 6 6 15 - - - - - 15
Hayes to Grant 7 7 8 8 15 - - - - - 15
Grant to Alley (Lincoln St.)12 12 20 20 32 - - - - - 32
Lincoln to Grand 15 15 12 12 15
Grand to Kagy 16 16 28 28 44 - - - - - 44
Harrison to Cleveland 7 7 9 9 16 - - - - - 16
Cleveland to Arthur 9 9 10 10 19 - - - - - 19
Arthur to Garfield 10 10 9 9 19 - - - - - 19
Garfield to Hayes 7 7 9 9 16 - - - - - 16
Hayes to Grant 8 8 8 8 16 - - - - - 16
Grant to Lincoln 11 11 12 12 23 - - - - - 23
Lincoln to 3rd 17 17 16 16 33 - - - - - 33
Cleveland to Arthur 9 9 10 10 19 - - - - - 19
Arthur to Garfield 7 7 12 12 19 - - - - - 19
Garfield to Hayes 7 7 10 10 17 - - - - - 17
Hayes to Grant 9 9 11 11 20 - - - - - 20
Greek Way 3rd to Kagy 35 35 40 40 75 - - - - - 75
709 11 8 - 1 - 729 733 - 20 - - - 753 1,442 11 28 - 1 - 1,482
497 11 8 - 1 - 517 480 - 8 - - - 488 977 11 16 - 1 - 1,005
Supply
WestEast Both Sides
12th Ave.
11th Ave.
10th Ave.
9th Ave.
Total (All)
Total (RPPP Block Faces Only)
8th Ave.
6th Ave.
5th Ave.
4th Ave.
3rd Ave.
Grand Ave.
Willson Ave.
7th Ave.
Corridor Corridor Segment
14th Ave.
13th Ave.
15th Ave.
122
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 118
On-Street Parking Demand (MSU RPPD)
Figure 58. Parking Occupancy by Day, Time, Corridor, Block Segment, & Side of Street (Streets)
North South Both Sides North South Both Sides North South Both Sides
15th to 14th 2 2 4 2 3 5 3 1 4
14th to 13th 2 2 4 2 - 2 4 - 4
13th to 12th 1 2 3 1 2 3 3 3 6
12th to 11th 4 1 5 1 1 2 2 - 2
11th to 10th 3 - 3 2 - 2 3 2 5
10th to 9th 3 6 9 3 6 9 3 6 9
9th to 8th 4 5 9 5 6 11 2 7 9
15th to 14th 3 5 8 3 6 9 5 6 11
14th to 13th 3 4 7 4 1 5 4 1 5
13th to 12th 2 5 7 2 5 7 2 4 6
12th to 11th 5 3 8 4 3 7 1 1 2
11th to 10th 5 4 9 4 5 9 1 2 3
10th to 9th 1 9 10 1 8 9 3 5 8
9th to 8th 4 1 5 3 2 5 3 1 4
8th to 7th 9 8 17 5 8 13 1 1 2
15th to 14th 4 4 8 3 2 5 6 4 10
14th to 13th 5 5 10 8 4 12 6 5 11
13th to 12th 7 6 13 4 9 13 3 4 7
12th to 11th 1 5 6 2 3 5 1 1 2
11th to 10th 3 5 8 6 5 11 5 6 11
10th to 9th 1 6 7 2 4 6 4 2 6
9th to 8th 2 8 10 3 8 11 1 - 1
8th to 7th 4 4 8 3 1 4 6 2 8
7th to 6th 4 6 10 3 3 6 4 5 9
6th to 5th 2 2 4 2 2 4 3 2 5
15th to 14th 2 3 5 2 2 4 1 2 3
14th to 13th 1 3 4 2 3 5 2 4 6
13th to 12th - 2 2 - 1 1 1 1 2
12th to 11th 3 3 6 3 4 7 3 3 6
11th to 10th 5 4 9 4 5 9 4 3 7
10th to 9th 4 4 8 3 4 7 4 7 11
9th to 8th - 4 4 - 8 8 - 2 2
8th to 7th 5 6 11 1 1 2 2 5 7
7th to 6th 4 7 11 6 3 9 4 5 9
6th to 5th 5 5 10 5 2 7 7 7 14
15th to 14th - - - - - - - - -
14th to 13th - - - - - - - - -
13th to 12th 2 4 6 1 5 6 3 - 3
12th to 11th 1 8 9 - 7 7 - 4 4
11th to 10th 2 2 4 2 2 4 - 2 2
10th to 9th 4 4 8 4 8 12 - 5 5
9th to 8th 3 8 11 2 4 6 1 2 3
8th to 7th - - - - - - - - -
7th to 6th - - - - - - - - -
6th to 5th - - - - - - - - -
5th to 4th - - - - - - - - -
4th to 3rd - - - - - - - - -
3rd to Alley - - - - - - - - -
8th to 7th 3 6 9 4 3 7 4 - 4
7th to 6th 4 7 11 5 5 10 5 3 8
6th to 5th 7 6 13 6 4 10 8 7 15
5th to 4th 3 8 11 2 7 9 3 5 8
4th to 3rd 3 1 4 1 2 3 2 3 5
3rd to Grand 1 3 4 2 3 5 2 3 5
Grand to Alley 3 2 5 3 1 4 2 1 3
6th to 5th 9 - 9 6 - 6 4 - 4
5th to 4th 7 - 7 8 - 8 9 - 9
4th to 3rd 3 - 3 1 - 1 1 - 1
3rd to Grand 2 - 2 3 - 3 2 - 2
Grand to Willson 2 - 2 - - - - - -
6th to 5th 4 5 9 8 7 15 2 3 5
5th to 4th 8 6 14 5 3 8 1 3 4
4th to 3rd 2 - 2 - - - - 1 1
3rd to Grand - - - - - - - - -
Grand to Willson - 3 3 3 2 5 2 3 5
6th to 5th 10 3 13 9 4 13 12 4 16
5th to 4th 10 10 10 10 7 - 7
4th to 3rd - - 5 5 4 - 4
3rd to Grand - - 3 3 1 - 1
Grand to Willson 3 1 4 2 1 3 5 3 8
6th to 5th 9 10 19 5 4 9 7 8 15
5th to 4th 9 13 22 5 6 11 8 7 15
4th to 3rd 1 2 3 1 1 2 2 1 3
3rd to Grand 2 6 8 1 3 4 3 7 10
Grand to Willson 6 6 12 5 5 10 5 5 10
6th to 5th 7 - 7 2 - 2 4 - 4
5th to 4th 5 - 5 2 - 2 7 - 7
4th to 3rd 1 - 1 1 - 1 1 - 1
3rd to Grand 3 - 3 1 - 1 3 - 3
Grand to Willson - - - - - - 6 - 6
Lincoln St.RPPP Boundary to 11th 22 22 23 23 21 21
252 285 537 222 240 462 233 211 444
190 198 388 169 159 328 184 157 341
Hayes St.
Grant St.
Total (All)
Total (RPPP Block Faces Only)
College St.
Harrison St.
Cleveland St.
Arthur St.
Garfield St.
Corridor Segment
Koch St.
Story St.
Dickerson St.
Alderson St.
Weekday Afternoon Weekday Evening
Observed Demand
Weekday MorningCorridor
123
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 119
Figure 59. Parking Occupancy by Day, Time, Corridor, Block Segment, & Side of Street (Avenues)
East West Both Sides East West Both Sides East West Both Sides
Koch to Story 1 4 5 3 4 7 2 5 7
Story to Dickerson 4 4 8 4 5 9 4 7 11
Dicekrson to Alderson 4 7 11 3 6 9 2 8 10
Alderson to College 8 7 15 7 8 15 8 8 16
Koch to Story 4 3 7 3 2 5 3 6 9
Story to Dickerson 6 5 11 6 5 11 6 7 13
Dicekrson to Alderson 5 3 8 2 1 3 3 2 5
Alderson to College 5 4 9 4 6 10 6 5 11
Koch to Story 6 2 8 5 3 8 6 4 10
Story to Dickerson 5 8 13 3 9 12 6 8 14
Dicekrson to Alderson 7 8 15 9 7 16 8 6 14
Alderson to College 7 3 10 4 3 7 5 4 9
Koch to Story 7 5 12 4 6 10 2 5 7
Story to Dickerson 8 6 14 6 4 10 3 4 7
Dicekrson to Alderson 4 3 7 3 3 6 5 4 9
Alderson to College 4 4 8 3 4 7 5 5 10
Koch to Story - - - - - - - 1 1
Story to Dickerson 3 3 6 3 3 6 3 2 5
Dicekrson to Alderson - - - 1 - 1 2 1 3
Alderson to College 5 - 5 5 - 5 - - -
Koch to Story 6 6 12 4 4 8 4 6 10
Story to Dickerson 9 9 18 8 8 16 6 6 12
Dicekrson to Alderson 7 5 12 4 2 6 5 5 10
Alderson to College 8 10 18 7 8 15 3 6 9
Koch to Story 7 6 13 6 6 12 4 3 7
Story to Dickerson 4 6 10 3 6 9 5 5 10
Dicekrson to Alderson 1 4 5 4 2 6 1 2 3
Alderson to College 4 9 13 8 7 15 3 5 8
Koch to Story 10 6 16 9 4 13 6 4 10
Story to Dickerson 5 1 6 6 1 7 3 - 3
Dicekrson to Alderson 5 8 13 3 8 11 6 - 6
Alderson to College 8 4 12 4 3 7 1 3 4
College to Harrison 5 13 18 3 10 13 4 3 7
Story to Dickerson 5 7 12 2 5 7 6 5 11
Dicekrson to Alderson 4 3 7 5 2 7 5 3 8
Alderson to College 3 3 6 5 3 8 8 3 11
College to Harrison 9 10 19 4 7 11 8 6 14
Dicekrson to Alderson - - -
Alderson to College - - -
College to Harrison - - -
Harrison to Cleveland - - -
Cleveland to Arthur - - - - - - 1 - 1
Arthur to Garfield - - - - - - 3 - 3
Garfield to Hayes - - - - - - 10 - 10
Hayes to Grant 1 - 1 - - - 4 - 4
Dicekrson to Alderson 1 2 3 - 3 3 2 3 5
Alderson to College 6 7 13 2 6 8 1 6 7
College to Harrison 4 4 8 5 2 7 5 3 8
Harrison to Cleveland 4 6 10 5 5 10 3 3 6
Cleveland to Arthur 4 6 10 7 8 15 2 3 5
Arthur to Garfield 7 8 15 7 9 16 5 8 13
Garfield to Hayes 8 8 16 8 9 17 6 5 11
Hayes to Grant 9 7 16 9 7 16 6 5 11
Grant to Alley (Lincoln St.)3 10 13 3 8 11 3 4 7
College to Harrison 1 4 5 1 6 7 1 6 7
Harrison to Cleveland - 4 4 - 1 1 - 1 1
Cleveland to Arthur 1 2 3 1 4 5 - 5 5
Arthur to Garfield 4 7 11 4 8 12 1 8 9
Garfield to Hayes 2 4 6 1 3 4 - 5 5
Hayes to Grant - 3 3 - 3 3 - 4 4
Grant to Alley (Lincoln St.)4 4 8 1 5 6 1 4 5
College to Harrison 4 1 5 3 - 3 7 3 10
Harrison to Cleveland 3 2 5 3 2 5 4 6 10
Cleveland to Arthur 1 2 3 1 - 1 2 - 2
Arthur to Garfield 4 5 9 3 5 8 1 4 5
Garfield to Hayes 4 1 5 4 2 6 2 - 2
Hayes to Grant 4 3 7 5 4 9 3 3 6
Grant to Alley (Lincoln St.)6 8 14 5 8 13 5 5 10
Lincoln to Grand 12 12 5 5 3 3
Grand to Kagy - 23 23 - 23 23 - 12 12
Harrison to Cleveland - 3 3 1 5 6 - 2 2
Cleveland to Arthur 2 1 3 2 4 6 4 6 10
Arthur to Garfield 4 5 9 7 4 11 4 5 9
Garfield to Hayes 4 5 9 2 3 5 4 5 9
Hayes to Grant 3 2 5 2 3 5 3 5 8
Grant to Lincoln 3 5 8 2 3 5 4 5 9
Lincoln to 3rd 7 2 9 6 4 10 8 3 11
Cleveland to Arthur 7 4 11 4 10 14 3 7 10
Arthur to Garfield 7 10 17 7 7 14 7 6 13
Garfield to Hayes 6 10 16 5 9 14 4 6 10
Hayes to Grant 6 8 14 7 6 13 10 7 17
Greek Way 3rd to Kagy 28 34 62 27 37 64 8 9 17
355 421 776 313 396 709 294 332 626
213 247 460 184 227 411 196 206 402
Total (All)
Total (RPPP Block Faces Only)
5th Ave.
4th Ave.
3rd Ave.
Grand Ave.
Willson Ave.
10th Ave.
9th Ave.
8th Ave.
7th Ave.
6th Ave.
15th Ave.
14th Ave.
13th Ave.
12th Ave.
11th Ave.
Corridor Corridor Segment
Observed Demand
Weekday Morning Weekday Afternoon Weekday Evening
124
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 120
On-Street Parking Percent Occupancy (MSU RPPD)
Note: City-provided on-street inventory figures were estimated by assuming 24 linear feet of parkable curb frontage per space. Actual occupancy figures that exceed 100% reflect the occurrence of vehicles using less than 24 linear feet of space to park,
resulting in more vehicles than estimated accessing a given length of curb.
Figure 60. Parking Percent Occupancy by Day, Time, Corridor, Block Segment, and Side of Street Type (Streets)
North South Both Sides North South Both Sides North South Both Sides
15th to 14th 33%29%31%33%43%38%50%14%31%
14th to 13th 25%29%27%25%0%13%50%0%27%
13th to 12th 14%25%20%14%25%20%43%38%40%
12th to 11th 80%20%50%20%20%20%40%0%20%
11th to 10th 43%0%25%29%0%17%43%40%42%
10th to 9th 33%67%50%33%67%50%33%67%50%
9th to 8th 80%83%90%100%100%110%40%117%90%
15th to 14th 38%56%47%38%67%53%63%67%65%
14th to 13th 43%50%47%57%13%33%57%13%33%
13th to 12th 25%71%47%25%71%47%25%57%40%
12th to 11th 71%50%62%57%50%54%14%17%15%
11th to 10th 125%80%100%100%100%100%25%40%33%
10th to 9th 13%100%59%13%89%53%38%56%47%
9th to 8th 57%14%36%43%29%36%43%14%29%
8th to 7th 82%100%89%45%100%68%9%13%11%
15th to 14th 57%44%50%43%22%31%86%44%63%
14th to 13th 56%56%56%89%44%67%67%56%61%
13th to 12th 78%67%72%44%100%72%33%44%39%
12th to 11th 13%71%40%25%43%33%13%14%13%
11th to 10th 50%71%62%100%71%85%83%86%85%
10th to 9th 17%67%47%33%44%40%67%22%40%
9th to 8th 22%89%56%33%89%61%11%0%6%
8th to 7th 50%50%50%38%13%25%75%25%50%
7th to 6th 50%75%63%38%38%38%50%63%56%
6th to 5th 25%25%25%25%25%25%38%25%31%
15th to 14th 29%43%36%29%29%29%14%29%21%
14th to 13th 14%38%27%29%38%33%29%50%40%
13th to 12th 0%25%13%0%13%6%13%13%13%
12th to 11th 38%33%35%38%44%41%38%33%35%
11th to 10th 63%67%64%50%83%64%50%50%50%
10th to 9th 57%50%53%43%50%47%57%88%73%
9th to 8th 0%67%33%0%133%67%0%33%17%
8th to 7th 71%86%79%14%14%14%29%71%50%
7th to 6th 57%100%79%86%43%64%57%71%64%
6th to 5th 50%56%53%50%22%37%70%78%74%
15th to 14th
14th to 13th
13th to 12th 33%100%60%17%125%60%50%0%30%
12th to 11th 17%100%64%0%88%50%0%50%29%
11th to 10th 67%100%80%67%100%80%0%100%40%
10th to 9th 80%33%47%80%67%71%0%42%29%
9th to 8th 75%100%92%50%50%50%25%25%25%
8th to 7th
7th to 6th
6th to 5th
5th to 4th
4th to 3rd
3rd to Alley
8th to 7th 50%86%69%67%43%54%67%0%31%
7th to 6th 67%100%85%83%71%77%83%43%62%
6th to 5th 70%60%65%60%40%50%80%70%75%
5th to 4th 50%67%61%33%58%50%50%42%44%
4th to 3rd 100%33%67%33%67%50%67%100%83%
3rd to Grand 11%38%24%22%38%29%22%38%29%
Grand to Alley 75%50%63%75%25%50%50%25%38%
6th to 5th 82%82%55%55%36%36%
5th to 4th 58%58%67%67%75%75%
4th to 3rd 75%75%25%25%25%25%
3rd to Grand 22%22%33%33%22%22%
Grand to Willson 29%29%0%0%0%0%
6th to 5th 25%36%30%50%50%50%13%21%17%
5th to 4th 100%75%88%63%38%50%13%38%25%
4th to 3rd 50%0%22%0%0%0%0%20%11%
3rd to Grand 0%0%0%0%0%0%0%0%0%
Grand to Willson 0%50%23%43%33%38%29%50%38%
6th to 5th 91%75%87%82%100%87%109%100%107%
5th to 4th 83%83%83%83%58%58%
4th to 3rd 0%0%100%100%80%80%
3rd to Grand 0%0%23%23%8%8%
Grand to Willson 25%33%27%17%33%20%42%100%53%
6th to 5th 113%100%106%63%40%50%88%80%83%
5th to 4th 75%93%85%42%43%42%67%50%58%
4th to 3rd 50%67%60%50%33%40%100%33%60%
3rd to Grand 25%60%44%13%30%22%38%70%56%
Grand to Willson 86%75%80%71%63%67%71%63%67%
6th to 5th 117%117%33%33%67%67%
5th to 4th 50%50%20%20%70%70%
4th to 3rd 25%25%25%25%25%25%
3rd to Grand 38%38%13%13%38%38%
Grand to Willson 0%0%0%0%75%75%
Lincoln St.RPPP Boundary to 11th 92%92%96%96%88%88%
47%61%53%41%52%46%43%45%44%
45%61%52%40%49%44%43%48%46%
Corridor Corridor Segment
Observed Demand
Weekday Morning Weekday Afternoon Weekday Evening
Total (All)
Koch St.
Story St.
Dickerson St.
Alderson St.
College St.
Harrison St.
Cleveland St.
Arthur St.
Garfield St.
Hayes St.
Grant St.
Total (RPPP Block Faces Only)
125
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 121
Figure 61. Parking Percent Occupancy by Day, Time, Corridor, Block Segment, Side of Street, and Side of Street (Avenues)
East West Both Sides East West Both Sides East West Both Sides
Koch to Story 10%36%24%30%36%33%20%45%33%
Story to Dickerson 40%36%38%40%45%43%40%64%52%
Dicekrson to Alderson 50%88%69%38%75%56%25%100%63%
Alderson to College 62%78%68%54%89%68%62%89%73%
Koch to Story 44%33%39%33%22%28%33%67%50%
Story to Dickerson 55%50%52%55%50%52%55%70%62%
Dicekrson to Alderson 56%38%47%22%13%18%33%25%29%
Alderson to College 42%33%38%33%50%42%50%42%46%
Koch to Story 60%20%40%50%30%40%60%40%50%
Story to Dickerson 56%80%68%33%90%63%67%80%74%
Dicekrson to Alderson 70%80%75%90%70%80%80%60%70%
Alderson to College 58%23%40%33%23%28%42%31%36%
Koch to Story 70%50%60%40%60%50%20%50%35%
Story to Dickerson 89%86%88%67%57%63%33%57%44%
Dicekrson to Alderson 50%43%47%38%43%40%63%57%60%
Alderson to College 44%36%40%33%36%35%56%45%50%
Koch to Story 0%0%0%0%0%0%0%20%10%
Story to Dickerson 50%38%43%50%38%43%50%25%36%
Dicekrson to Alderson 0%0%0%11%0%6%22%13%18%
Alderson to College 71%71%71%71%0%0%
Koch to Story 67%55%60%44%36%40%44%55%50%
Story to Dickerson 90%100%95%80%89%84%60%67%63%
Dicekrson to Alderson 70%71%71%40%29%35%50%71%59%
Alderson to College 100%91%95%88%73%79%38%55%47%
Koch to Story 88%60%72%75%60%67%50%30%39%
Story to Dickerson 40%75%56%30%75%50%50%63%56%
Dicekrson to Alderson 20%44%36%80%22%43%20%22%21%
Alderson to College 44%82%65%89%64%75%33%45%40%
Koch to Story 100%100%100%90%67%81%60%67%63%
Story to Dickerson 56%13%35%67%13%41%33%0%18%
Dicekrson to Alderson 50%80%65%30%80%55%60%0%30%
Alderson to College 80%50%67%40%38%39%10%38%22%
College to Harrison 56%108%86%33%83%62%44%25%33%
Story to Dickerson 63%78%71%25%56%41%75%56%65%
Dicekrson to Alderson 44%33%39%56%22%39%56%33%44%
Alderson to College 33%38%35%56%38%47%89%38%65%
College to Harrison 113%100%106%50%70%61%100%60%78%
Dicekrson to Alderson
Alderson to College
College to Harrison
Harrison to Cleveland
Cleveland to Arthur 0%0%0%0%17%17%
Arthur to Garfield 0%0%0%0%38%38%
Garfield to Hayes 0%0%0%0%111%111%
Hayes to Grant 13%13%0%0%50%50%
Dicekrson to Alderson 11%22%17%0%33%17%22%33%28%
Alderson to College 55%64%59%18%55%36%9%55%32%
College to Harrison 50%50%50%63%25%44%63%38%50%
Harrison to Cleveland 57%86%71%71%71%71%43%43%43%
Cleveland to Arthur 36%60%48%64%80%71%18%30%24%
Arthur to Garfield 100%80%88%100%90%94%71%80%76%
Garfield to Hayes 89%80%84%89%90%89%67%50%58%
Hayes to Grant 75%88%80%75%88%80%50%63%55%
Grant to Alley (Lincoln St.)30%71%54%30%57%46%30%29%29%
College to Harrison 100%36%42%100%55%58%100%55%58%
Harrison to Cleveland 0%57%36%0%14%9%0%14%9%
Cleveland to Arthur 17%29%23%17%57%38%0%71%38%
Arthur to Garfield 50%88%69%50%100%75%13%100%56%
Garfield to Hayes 33%50%43%17%38%29%0%63%36%
Hayes to Grant 0%33%18%0%33%18%0%44%24%
Grant to Alley (Lincoln St.)33%29%31%8%36%23%8%29%19%
College to Harrison 36%9%23%27%0%14%64%27%45%
Harrison to Cleveland 33%22%28%33%22%28%44%67%56%
Cleveland to Arthur 13%20%17%13%0%6%25%0%11%
Arthur to Garfield 44%56%50%33%56%44%11%44%28%
Garfield to Hayes 44%17%33%44%33%40%22%0%13%
Hayes to Grant 57%38%47%71%50%60%43%38%40%
Grant to Alley (Lincoln St.)50%40%44%42%40%41%42%25%31%
Lincoln to Grand 0%100%0%42%0%25%
Grand to Kagy 0%82%52%0%82%52%0%43%27%
Harrison to Cleveland 0%33%19%14%56%38%0%22%13%
Cleveland to Arthur 22%10%16%22%40%32%44%60%53%
Arthur to Garfield 40%56%47%70%44%58%40%56%47%
Garfield to Hayes 57%56%56%29%33%31%57%56%56%
Hayes to Grant 38%25%31%25%38%31%38%63%50%
Grant to Lincoln 27%42%35%18%25%22%36%42%39%
Lincoln to 3rd 41%13%27%35%25%30%47%19%33%
Cleveland to Arthur 78%40%58%44%100%74%33%70%53%
Arthur to Garfield 100%83%89%100%58%74%100%50%68%
Garfield to Hayes 86%100%94%71%90%82%57%60%59%
Hayes to Grant 67%73%70%78%55%65%111%64%85%
Greek Way 3rd to Kagy 80%85%83%77%93%85%23%23%23%
49%56%52%43%53%48%40%44%42%
41%51%46%36%47%41%38%42%40%
Observed Demand
Weekday Morning Weekday Afternoon Weekday Evening
11th Ave.
10th Ave.
9th Ave.
8th Ave.
Corridor Corridor Segment
15th Ave.
14th Ave.
13th Ave.
12th Ave.
7th Ave.
6th Ave.
4th Ave.
3rd Ave.
Grand Ave.
Willson Ave.
Total (All)
Total (RPPP Block Faces Only)
5th Ave.
126
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 122
On-Street Parking Inventory (BHS RPPD)
Figure 62. Parking Inventory by Corridor, Block Segment, Side of Street, and Parking Restriction Type
Street segments and block faces that are located within the RPPD are highlighted in green.
Unrestricted No Overnight 2 Hour Loading ADA Other Total Unrestricted No Overnight 2 Hour Loading ADA Other Total Unrestricted No Overnight 2 Hour Loading ADA Other Total
11th to 10th 7 7 7 7 14 - - - - - 14
10th to 9th 6 6 5 5 11 - - - - - 11
Beall St.16th to 15th 5 5 9 9 - - 14 - - - 14
11th to 10th 3 3 5 5 8 - - - - - 8
10th to 9th 8 8 7 7 15 - - - - - 15
9th to 8th 8 8 6 6 14 - - - - - 14
11th to 10th 5 5 4 4 4 5 - - - - 9
10th to 9th 6 6 7 1 8 - 13 - 1 - - 14
9th to 8th 6 6 6 6 - 6 6 - - - 12
15th to 11th 16 16 - - 16 - - - - 16
7th to 5th 7 7 10 10 - 7 10 - - - 17
5th to 4th 4 4 4 4 - - 8 - - - 8
11th to 10th - 4 4 4 - - - - - 4
10th to 9th 10 4 14 6 6 16 - - - - 4 20
9th to 8th 7 7 6 6 13 - - - - - 13
11th to 10th 6 6 5 5 11 - - - - - 11
10th to 9th 7 7 6 6 13 - - - - - 13
9th to 8th 8 8 7 7 15 - - - - - 15
16th Ave.Peach to Beall 30 30 40 40 70 - - - - - 70
Peach to Beall 19 19 21 21 40 - - - - - 40
Beall to Main 17 17 15 15 32 - - - - - 32
Peach to Villard 18 18 18 18 36 - - - - - 36
Villard to Beall 10 10 10 10 10 - - - - 10 20
Beall to Lamme 5 5 9 9 5 - - - - 9 14
Lamme to Mendenhall 7 7 26 2 28 33 - - - 2 - 35
Mendenhall to Main - - - - - - - - -
Main to Babcock - - - - - - - - -
Babcock to Olive 9 9 10 10 19 - - - - - 19
Olive to Curtiss 8 8 12 12 20 - - - - - 20
Peach to Villard 25 25 23 23 48 - - - - - 48
Villard to Beall 7 7 8 8 15 - - - - - 15
Beall to Lamme 7 7 6 6 13 - - - - - 13
Lamme to Mendenhall 8 8 9 9 17 - - - - - 17
Mendenhall to Main 9 9 4 5 9 - 13 5 - - - 18
Main to Babcock 2 5 7 8 8 10 - - 5 - - 15
Babcock to Olive 10 10 9 9 19 - - - - - 19
Peach to Villard 24 24 25 25 49 - - - - - 49
Villard to Beall 10 10 10 10 20 - - - - - 20
Beall to Lamme 6 6 6 6 12 - - - - - 12
Lamme to Mendenhall 10 10 7 7 17 - - - - - 17
Mendenhall to Main 9 9 9 9 - 18 - - - - 18
Main to Babcock 5 5 8 8 5 - - - - 8 13
Babcock to Olive 11 11 10 10 21 - - - - - 21
Beall to Lamme 8 8 5 5 13 - - - - - 13
Lamme to Mendenhall 9 9 8 8 17 - - - - - 17
Mendenhall to Main 8 8 6 6 - 14 - - - - 14
Main to Babcock - - - - - - - - -
Babcock to Olive 10 10 11 11 21 - - - - - 21
345 66 9 5 - 4 429 355 26 34 1 2 27 445 700 92 43 6 2 31 874
231 27 9 - - 4 271 177 4 28 - - 8 217 408 31 37 - - 12 488
10th Ave.
9th Ave.
8th Ave.
Total (All)
Mendenhall St.
Babcock St.
Olive St.
15th Ave.
11th Ave.
Villard St.
Lamme St.
Corridor Corridor Segment
Supply
Main St.
Both SidesSouth or WestNorth or East
Total (RPPP Block Faces Only)
127
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 123
On-Street Parking Demand (BHS RPPD)
Figure 63. Parking Occupancy by Day, Time, Corridor, Block Segment, & Side of Street
Street segments and block faces that are located within the RPPD are highlighted in green.
North or East South or West Both Sides North or East South or West Both Sides North or East South or
West Both Sides
11th to 10th - - - - 1 1 7 7 14
10th to 9th 2 3 5 3 3 6 5 5 10
Beall St.16th to 15th 2 2 4 1 2 3 - 2 2
11th to 10th - - - - - - - - -
10th to 9th 3 4 7 3 4 7 4 6 10
9th to 8th - 2 4 6 3 2 5
11th to 10th 3 - 3 3 1 4 - - -
10th to 9th - - - - - - 1 - 1
9th to 8th - - - - - - - - -
15th to 11th - - - - - - 16 - 16
7th to 5th - 2 2 - 5 5 - - -
5th to 4th 2 3 5 3 2 5 1 - 1
11th to 10th - 2 2 - 3 3 - 3 3
10th to 9th 1 1 2 2 2 4 4 - 4
9th to 8th 6 6 12 6 5 11 6 4 10
11th to 10th 1 2 3 - 4 4 6 5 11
10th to 9th 4 5 9 5 5 10 6 5 11
9th to 8th 6 4 10 6 3 9 2 4 6
16th Ave.Peach to Beall 13 13 26 14 12 26 16 21 37
Peach to Beall 3 3 6 3 4 7 6 2 8
Beall to Main 1 3 4 1 4 5 1 1 2
Peach to Villard 4 10 14 6 10 16 12 21 33
Villard to Beall 1 - 1 3 1 4 10 10 20
Beall to Lamme 2 - 2 - - - 5 9 14
Lamme to Mendenhall 1 12 13 - 11 11 2 24 26
Mendenhall to Main 2 - 2 - - - - - -
Main to Babcock - - - - - - - - -
Babcock to Olive 1 2 3 2 2 4 11 10 21
Olive to Curtiss 2 2 4 2 3 5 7 8 15
Peach to Villard 11 8 19 9 7 16 14 8 22
Villard to Beall 3 4 7 2 3 5 4 4 8
Beall to Lamme 2 - 2 - 2 2 1 2 3
Lamme to Mendenhall 6 4 10 5 4 9 4 5 9
Mendenhall to Main 1 - 1 4 1 5 3 1 4
Main to Babcock - 2 2 1 1 2 - 2 2
Babcock to Olive 8 4 12 7 4 11 4 4 8
Peach to Villard 13 8 21 18 9 27 17 17 34
Villard to Beall - 2 2 1 1 2 3 2 5
Beall to Lamme 2 3 5 2 3 5 3 3 6
Lamme to Mendenhall 2 1 3 3 1 4 2 5 7
Mendenhall to Main 1 4 5 1 3 4 1 2 3
Main to Babcock 2 2 4 1 6 7 3 5 8
Babcock to Olive 6 7 13 5 4 9 2 2 4
Beall to Lamme 5 3 8 3 3 6 2 3 5
Lamme to Mendenhall 5 4 9 3 4 7 2 5 7
Mendenhall to Main 3 1 4 - - - - - -
Main to Babcock - - - - - - - - -
Babcock to Olive 7 8 15 9 9 18 8 8 16
137 144 281 139 156 295 204 227 431
74 61 135 71 69 140 122 86 208 Total (RPPP Block Faces Only)
11th Ave.
10th Ave.
9th Ave.
8th Ave.
Total (All)
Mendenhall St.
Main St.
Babcock St.
Olive St.
15th Ave.
Weekday Afternoon
Observed Demand
Weekday EveningCorridorCorridor Segment
Villard St.
Lamme St.
Weekday Morning
128
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
WALKER CONSULTANTS | 124
On-Street Parking Percent Occupancy (BHS RPPD)
Note: City-provided on-street inventory figures were estimated by assuming 24 linear feet of parkable curb frontage per space. Actual occupancy figures that exceed 100% reflect the occurrence of vehicles using less than 24 linear feet of space to park,
resulting in more vehicles than estimated accessing a given length of curb.
Figure 64. Parking Percent Occupancy by Day, Time, Corridor, Block Segment, and Side of Street Type
North or East South or West Both Sides North or East South or West Both Sides North or East South or West Both Sides
11th to 10th 0%0%0%0%14%7%100%100%100%
10th to 9th 33%60%45%50%60%55%83%100%91%
Beall St.16th to 15th 40%22%29%20%22%21%0%22%14%
11th to 10th 0%0%0%0%0%0%0%0%0%
10th to 9th 38%57%47%38%57%47%50%86%67%
9th to 8th 0%0%0%25%67%43%38%33%36%
11th to 10th 60%0%33%60%25%44%0%0%0%
10th to 9th 0%0%0%0%0%0%17%0%7%
9th to 8th 0%0%0%0%0%0%0%0%0%
15th to 11th 0%0%0%0%100%100%
7th to 5th 0%20%12%0%50%29%0%0%0%
5th to 4th 50%75%63%75%50%63%25%0%13%
11th to 10th 50%50%75%75%75%75%
10th to 9th 7%17%10%14%33%20%29%0%20%
9th to 8th 86%100%92%86%83%85%86%67%77%
11th to 10th 17%40%27%0%80%36%100%100%100%
10th to 9th 57%83%69%71%83%77%86%83%85%
9th to 8th 75%57%67%75%43%60%25%57%40%
16th Ave.Peach to Beall 43%33%37%47%30%37%53%53%53%
Peach to Beall 16%14%15%16%19%18%32%10%20%
Beall to Main 6%20%13%6%27%16%6%7%6%
Peach to Villard 22%56%39%33%56%44%67%117%92%
Villard to Beall 10%0%5%30%10%20%100%100%100%
Beall to Lamme 40%0%14%0%0%0%100%100%100%
Lamme to Mendenhall 14%43%37%0%39%31%29%86%74%
Mendenhall to Main
Main to Babcock
Babcock to Olive 11%20%16%22%20%21%122%100%111%
Olive to Curtiss 25%17%20%25%25%25%88%67%75%
Peach to Villard 44%35%40%36%30%33%56%35%46%
Villard to Beall 43%50%47%29%38%33%57%50%53%
Beall to Lamme 29%0%15%0%33%15%14%33%23%
Lamme to Mendenhall 75%44%59%63%44%53%50%56%53%
Mendenhall to Main 11%0%6%44%11%28%33%11%22%
Main to Babcock 0%25%13%14%13%13%0%25%13%
Babcock to Olive 80%44%63%70%44%58%40%44%42%
Peach to Villard 54%32%43%75%36%55%71%68%69%
Villard to Beall 0%20%10%10%10%10%30%20%25%
Beall to Lamme 33%50%42%33%50%42%50%50%50%
Lamme to Mendenhall 20%14%18%30%14%24%20%71%41%
Mendenhall to Main 11%44%28%11%33%22%11%22%17%
Main to Babcock 40%25%31%20%75%54%60%63%62%
Babcock to Olive 55%70%62%45%40%43%18%20%19%
Beall to Lamme 63%60%62%38%60%46%25%60%38%
Lamme to Mendenhall 56%50%53%33%50%41%22%63%41%
Mendenhall to Main 38%17%29%0%0%0%0%0%0%
Main to Babcock
Babcock to Olive 70%73%71%90%82%86%80%73%76%
32%32%32%32%35%34%48%51%49%
27%28%28%26%32%29%45%40%43%
9th Ave.
8th Ave.
Total (All)
11th Ave.
10th Ave.
Total (RPPP Block Faces Only)
Lamme St.
Mendenhall St.
Babcock St.
15th Ave.
Olive St.
Main St.
Corridor Corridor Segment
Villard St.
Weekday Morning Weekday Afternoon Weekday Evening
Percent Occupancy
129
Bozeman Strategic Parking Plan
Existing and Influencing Conditions
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Appendix C. Length of Stay
Weekday
Figure 65. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (15 Minute)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 64 64 -
Between 2 and 4 Hours 1 - 1
Between 4 and 6 Hours - - -
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 65 64 1
Figure 66. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (15 Minute)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 98.5%100.0%
Between 2 and 4 Hours 1.5%0.0%
Between 4 and 6 Hours 0.0%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 67. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (2-Hour)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles Parked
for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 1,059 1,059 -
Between 2 and 4 Hours 38 35 3
Between 4 and 6 Hours 13 - 13
Between 6 and 8 Hours 3 - 3
More than 8 Hours 2 - 2
Total 1,115 1,094 21
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Figure 68. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (2-Hour)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 95.0%96.8%
Between 2 and 4 Hours 3.4%3.2%
Between 4 and 6 Hours 1.2%0.0%
Between 6 and 8 Hours 0.3%0.0%
More than 8 Hours 0.2%0.0%
Figure 69. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (All Day)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Four Hours or Less 1,129 1,031 98
Between 4 and 8 Hours 49 - 49
More than 8 Hours 32 - 32
Total 1,210 1,031 179
Figure 70. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (All Day)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Four Hours or Less 93.3%100.0%
Between 4 and 8 Hours 4.0%0.0%
More than 8 Hours 2.6%0.0%
Figure 71. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Main Street)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 484 484 -
Between 2 and 4 Hours 21 19 2
Between 4 and 6 Hours 2 - 2
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 507 503 4
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Figure 72. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Main Street)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 95.5%96.2%
Between 2 and 4 Hours 4.1%3.8%
Between 4 and 6 Hours 0.4%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 73. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Willson Lots)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 157 157 -
Between 2 and 4 Hours 11 10 1
Between 4 and 6 Hours 10 7 3
Between 6 and 8 Hours 3 - 3
More than 8 Hours 1 1 -
Total 182 175 7
Figure 74. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Willson Lots)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 86.3%89.7%
Between 2 and 4 Hours 6.0%5.7%
Between 4 and 6 Hours 5.5%4.0%
Between 6 and 8 Hours 1.6%0.0%
More than 8 Hours 0.5%0.6%
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Figure 75. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Black Lot)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles Parked
for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 152 152 -
Between 2 and 4 Hours 16 15 1
Between 4 and 6 Hours 6 4 2
Between 6 and 8 Hours 3 1 2
More than 8 Hours 1 1 -
Total 178 173 5
Figure 76. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Black Lot)
Observed Length of Stay Percent of Total Percent of Total (Vehicles Parked
Consecutively)
Two Hours or Less 85.4%87.9%
Between 2 and 4 Hours 9.0%8.7%
Between 4 and 6 Hours 3.4%2.3%
Between 6 and 8 Hours 1.7%0.6%
More than 8 Hours 0.6%0.6%
Figure 77. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Rouse Lot)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles Parked
for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 126 126 -
Between 2 and 4 Hours 2 1 1
Between 4 and 6 Hours - - -
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 128 127 1
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Figure 78. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Rouse Lot)
Observed Length of Stay Percent of Total Percent of Total (Vehicles Parked
Consecutively)
Two Hours or Less 98.4%99.2%
Between 2 and 4 Hours 1.6%0.8%
Between 4 and 6 Hours 0.0%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 79. Weekday Total Number of Weekday Vehicles Observed by Length of Stay (Garage)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 290 290 -
Between 2 and 4 Hours 22 - 22
Between 4 and 6 Hours 22 - 22
Between 6 and 8 Hours 4 - 4
More than 8 Hours - - -
Total 338 290 48
Figure 80. Weekday Vehicles Observed by Length of Stay, Percent of Weekday Total (Garage)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 85.8%100.0%
Between 2 and 4 Hours 6.5%0.0%
Between 4 and 6 Hours 6.5%0.0%
Between 6 and 8 Hours 1.2%0.0%
More than 8 Hours 0.0%0.0%
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Saturday
Figure 81. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (15 Minute)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 40 40 -
Between 2 and 4 Hours - - -
Between 4 and 6 Hours - - -
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 40 40 -
Figure 82. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (15 Minute)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 100.0%100.0%
Between 2 and 4 Hours 0.0%0.0%
Between 4 and 6 Hours 0.0%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 83. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (2-Hour)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles Parked
for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 1,177 1,177 -
Between 2 and 4 Hours 21 9 12
Between 4 and 6 Hours 6 1 5
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 1,204 1,187 17
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Figure 84. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (2-Hour)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 97.8%99.2%
Between 2 and 4 Hours 1.7%0.8%
Between 4 and 6 Hours 0.5%0.1%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 85. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (All Day)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Four Hours or Less 1,152 1,149 3
Between 4 and 8 Hours 98 1 97
More than 8 Hours - - -
Total 1,250 1,150 100
Figure 86. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (All Day)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Four Hours or Less 92.2%99.9%
Between 4 and 8 Hours 7.8%0.1%
More than 8 Hours 0.0%0.0%
Figure 87. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Main Street)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 585 585 -
Between 2 and 4 Hours 5 - 5
Between 4 and 6 Hours 1 - 1
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 591 585 6
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Figure 88. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Main Street)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 99.0%100.0%
Between 2 and 4 Hours 0.8%0.0%
Between 4 and 6 Hours 0.2%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 89. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Willson Lots)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 179 179 -
Between 2 and 4 Hours 12 11 1
Between 4 and 6 Hours - - -
Between 6 and 8 Hours 4 1 3
More than 8 Hours - - -
Total 195 191 4
Figure 90. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Willson Lots)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 91.8%93.7%
Between 2 and 4 Hours 6.2%5.8%
Between 4 and 6 Hours 0.0%0.0%
Between 6 and 8 Hours 2.1%0.5%
More than 8 Hours 0.0%0.0%
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Figure 91. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Black Lot)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles Parked
for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 168 168 -
Between 2 and 4 Hours 3 2 1
Between 4 and 6 Hours - - -
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 171 170 1
Figure 92. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Black Lot)
Observed Length of Stay Percent of Total Percent of Total (Vehicles Parked
Consecutively)
Two Hours or Less 98.2%98.8%
Between 2 and 4 Hours 1.8%1.2%
Between 4 and 6 Hours 0.0%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 93. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Rouse Lot)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles Parked
for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 108 108 -
Between 2 and 4 Hours 2 - 2
Between 4 and 6 Hours - - -
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 110 108 2
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Figure 94. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Rouse Lot)
Observed Length of Stay Percent of Total Percent of Total (Vehicles Parked
Consecutively)
Two Hours or Less 98.2%100.0%
Between 2 and 4 Hours 1.8%0.0%
Between 4 and 6 Hours 0.0%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
Figure 95. Saturday Total Number of Saturday Vehicles Observed by Length of Stay (Garage)
Observed Length of Stay Total Number of Vehicles Total Number of Vehicles
Parked for Consecutive Hours
Total Number of Vehicles
Parked for Non- Consecutive
Hours
Two Hours or Less 278 278 -
Between 2 and 4 Hours 19 - 19
Between 4 and 6 Hours 12 - 12
Between 6 and 8 Hours - - -
More than 8 Hours - - -
Total 309 278 31
Figure 96. Saturday Vehicles Observed by Length of Stay, Percent of Saturday Total (Garage)
Observed Length of Stay Percent of Total Percent of Total (Vehicles
Parked Consecutively)
Two Hours or Less 90.0%100.0%
Between 2 and 4 Hours 6.1%0.0%
Between 4 and 6 Hours 3.9%0.0%
Between 6 and 8 Hours 0.0%0.0%
More than 8 Hours 0.0%0.0%
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Appendix D. Movement Analysis
Weekday
Figure 97. Total Weekday Number of Observed Vehicle Movements Greater than 1/4th of a Block by Movement Type
Moved between
Surface and
Unrestricted On
Street
Moved between
Garage and
Unrestricted On-
Street
Moved between
Surface and 2-
Hour On Street
Moved between
Garage and 2-
Hour On-Street
Moved between
Garage and
Surface
Moved between
Unrestricted and
2 Hour
Moved between
Unrestricted Only
Moved between 2
Hour Only Other
All Movements
Involving Time
Restricted
Parking
All Time-
Restricted
Movements
3 4 7 7 2 14 33 22 7 66 45 99
Total Time-Restricted
Total Movements
Off to On-Street or On to Off-Street Movements On-Street Only Movements
Saturday
Figure 98. Total Saturday Number of Observed Vehicle Movements Greater than 1/4th of a Block by Movement Type
Moved between
Surface and
Unrestricted On
Street
Moved between
Garage and
Unrestricted On-
Street
Moved between
Surface and 2-
Hour On Street
Moved between
Garage and 2-
Hour On-Street
Moved between
Garage and
Surface
Moved between
Unrestricted and
2 Hour
Moved between
Unrestricted Only
Moved between 2
Hour Only Other
All Movements
Involving Time
Restricted
Parking
All Time-
Restricted
Movements
0 1 3 1 0 4 5 14 4 27 22 32
Total Time-Restricted
Total Movements
Off to On-Street or On to Off-Street Movements On-Street Only Movements
140
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Existing & Influencing Conditions II
Executive Summary
Bozeman has changed and grown considerably in recent years. With
this growth has come economic development, densification, and infill
development Downtown and, to a lesser extent, citywide, yielding notable increases in vehicular and pedestrian traffic and intensified pressure on the city’s public parking system.
In response to these changes, Bozeman is taking a holistic look at strategic
parking management, for both the Downtown core and neighborhoods and communities citywide. This initiative is informed by numerous plans and documents, including previous parking studies and the 2016
Downtown Strategic Parking Plan. While the downtown core will likely
remain the primary focus from a parking management perspective, the City intends to develop a
comprehensive plan that addresses all areas of the city, including the residential parking permit districts (RPPDs), as well as new development outside of the currently-managed areas where parking needs are evolving.
This strategic planning effort began with an evaluation of existing conditions and factors that
relate to parking in Bozeman, summarized below.
Past & Concurrent Planning Efforts
The City and its partners have developed many substantive and impactful plans over the years
that influence this work. While many plans were consulted, the recommendations and outcomes
from the following guide the methodology and focus for the Bozeman Strategic Parking Plan.
• Parking Plans: 2016’s Downtown Strategic Parking Plan yielded the creation
of many documents, plans, and policies that guide the parking system and
provide a framework for managed parking, including the Parking Management
Engagement Handbook and the Parking Permit Policy. Also, a series of key reports, such as the Bozeman RPPP Report and the Downtown and Parking Benefit Zone Report, have built upon and provided context to key strategies
and recommendations intended to streamline the parking system and improve
the parking experience while ensuring that the parking system is efficient
and equitable. Most of plan’s strategies and recommendations have yet to be implemented.
• Active Transportation Plans: 2017’s Transportation Master Plan focused on
transportation conditions more holistically in Bozeman. The plan recommends
promoting connectivity of neighborhoods surrounding Downtown, increasing frequency of transit service and launch circulator shuttle, designating an off-street lot for remote employee parking, and establishing new development
standards and requirements.
• Land Use, Development, Housing, Economic Vitality, Equity, & Environmental Plans: Plans such as Bozeman’s Climate Action Plan, Community Housing Action Plan, Economic Vitality Strategy, and the Bozeman
P
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Existing & Influencing Conditions III
[Citywide] Strategic Plan collectively lay out a myriad of interrelated strategies and goals
relating to placemaking, economic vitality, environmental sustainability, housing access and
equity, connectivity and access, urban design, and multimodality at a city or regional level. The Downtown Improvement Plan calls for mixed-use, higher-density development and more multimodal-friendly design, with decreased dependence on vehicle transportation.
Existing Operations & Management
The City currently manages parking in three areas: Downtown, near Bozeman High School, and near the Montana State University Campus. The Parking Services Division is responsible for enforcing municipal parking regulations across Bozeman, as well as managing all public parking
facilities. The Parking Services Division actively participates in public policy discussions regarding
economic development and community development as it relates to parking availability.
There are five categories of parking management concerns that the City seeks to address:
1. Climate and Community Health – Parking management must encourage the use of multi-
modal transportation for the health of the climate and to support active lifestyles in the
community.
2. Residents – Non-residents are parking on-street in neighborhoods, limiting parking availability
for residents and guests.
3. Downtown Business Owners – Employees are parking on-street in commercial areas, limiting parking availability and turnover for customers.
4. Employee Parking – Employees should be provided with remote parking facilities to reduce
use of valuable on-street parking, which is prioritized for customer use.
5. Downtown Developers – The cost and minimum requirements of building parking associated with new developments should be reduced to encourage development and increase flexibility.
Existing Parking Options
• Short-Term On-Street Parking: Short-term parking is managed both on-street and off-street in Downtown Bozeman. On-street parking and off-street surface parking, which is free, is mostly time-limited to two hours within the core area,
with a “rolling rule” in place that prohibits parkers from simply relocating their
vehicles to a different block face once time is expired. Immediately outside of
the core area, on-street parking options include unrestricted with no overnight parking allowed and unrestricted with overnight parking allowed.
• Short-Term Off-Street Parking: For those needing to park longer than two
hours, paid parking is available in the Bridger Park Garage for $1 an hour for
each hour after the second. The garage is gateless and parkers can either pay at a kiosk or pay via the ParkBZN smartphone app.
• Long-Term Parking: Residents within the two RPPDs can purchase up to three
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Existing & Influencing Conditions IV
resident permits and two visitor permits per household for $35 per year; on-
street parking during the day on weekdays is currently restricted to only permit
holders. In downtown, a limited number of permits are available, with rates ranging from $60 a month for surface lots to $85 per month for the garage.
• Temporary Permits: Within otherwise restricted on-street parking areas,
temporary permits are available for construction, moving companies, or service
vendors with a limit of one permit per job site for $20 per day.
Enforcement & Fines
Proactive enforcement is typically conducted in the RPPD areas
between 8 AM and 5 PM and in downtown between 9 AM and 5
PM on weekdays.
A flat fine schedule is currently in place for parking violations with
fine amounts ranging from $23.50 to $63.50 for most parking
violations, with handicap zone violations carrying a $103.50 fine. A
$20 late fee can be assessed after 10 business days, and vehicles with 6 or more unpaid violations are subjected to immobilization.
A staff of four parking enforcement officers employ mobile license
plate reader (LPR) technology to conduct enforcement operations.
Financial Health & Sustainability
The parking system typically generates revenues with a small margin above cost (averaging
108% cost recovery). Since 2019, revenues from downtown parking permits have decreased while
revenue from short-term parking and from RPPD permits has increased, with short-term parking
revenues generated in the garage more than doubling since 2019. The increase in short-term garage parking and decrease in permit parking is in part due to more short-term demand, but also may be the result of changes to work habits, wherein employees only drive and park a few
times a week and may choose to purchase parking daily instead of monthly.
In recent years, costs to operate the parking system have increased—including hard costs related to maintenance needs, and soft costs like labor, where pay increases have been necessary to respond to growing inflation and a tight labor market. In the future, evolving parking behaviors
and capital needs, such as expansion of the Bridger Park Garage, may require up-front capital
expenditures and could also result in the ongoing need for increased enforcement and
management. These changes may diminish cost recovery over time and result in costs exceeding revenues assuming no change to the current revenue streams.
Cost Recovery Metric FY 2019 FY 2020 FY 2021 FY 2022 FY 2023 2019 - 2023 Averages
Total Revenue $1,181,882 $1,287,707 $1,154,669 $1,088,345 $1,016,431 $1,145,807
Total Expenses $1,091,232 $1,004,606 $883,662 $1,018,093 $1,285,102 $1,056,539
Total Deficit or Surplus $90,650 $283,100 $271,006 $70,252 -$268,671 $89,268
Cost Recovery 108%128%131%107%79%108%
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Existing & Influencing Conditions V
2023 Parking Conditions
Downtown
Inventory &
Occupancy
In 2023, there were 2,193 parking spaces
within the study area,
out of which 612 were
off-street, 721 were on-
street in the core area, and 860 were on-street
outside the core area.
Overall, on-street
occupancy across the study area was the
highest during the
weekday afternoon
count, with the core
area reaching an occupancy of 537
spaces, or 74%, and the
outer area reaching an occupancy of 600 spaces, or 70%. Combined, occupancy was observed
at 1,137 vehicles, or about 72%. During the weekday afternoon, 2-hour parking in the Core Area
reached 83%.
Off-street occupancy patterns correlated to those on-street, with the highest total occupancy
observed during the weekday afternoon count at 462 spaces, or 75% occupied. On the other days,
total occupancy ranged from 49% to 50%. However, the Willson Lots and Black Lot remained
above 90% occupancy during all survey periods, with the Rouse Lot ranging from 43% to 85%. The garage ranged from 72% during the weekday afternoon count to 35% during the Saturday evening
count. The garage’s decreased occupancy during the weekend may be explained by a drop in the
number of employees, many of which are long-term parking permit holders, using the garage.
In 2023, there were 121 fewer on-street parking spaces available than in 2021 due to construction. Systemwide, percent occupancy decreased in 2023 compared to 2021 for all time periods observed,
with the decrease ranging from 8% to 12%, though the weekday afternoon remained the busiest
day and time period. Decreases were seen on-street as well as off-street. Percent occupancy in
the Bridger Park Garage decreased between 14% during the weekday afternoon to 31% during the
Saturday afternoon relative to 2021, and the Rouse Lot also saw notable decreases during three of the four times observed.
Despite the systemwide drop, many areas within the system continued to experience effectively
full occupancy during peak times. Three of the four surface lots were near 100% occupancy during
all observation periods. Also, Main St. and Babcock St. between Grand and Church was effectively
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Existing & Influencing Conditions VI
at capacity during all observation periods. All cross avenues between Grand Ave. and Bozeman
Ave. within one or two blocks of Main St. were also effectively full during most observation periods.
During the weekday afternoon peak, nearly half of block faces across the study area were at or above 75% occupancy, while about 1 in 3 were at or above 85% occupancy. Total overall off-
street occupancy during the weekday afternoon was about 75%, which is just within the range
considered to be nearing effective capacity (75% - 85%).
Potential explanations for decreased occupancy systemwide relative to 2021 may include that overall outdoor tourism activity to southwestern Montana spiked in Summer 2021 and 2022 due
to the COVID-19 pandemic, that employee permit parking in the garage decreased, or that some
visitation downtown was temporarily deterred as a result of construction activity taking place on
Main St. during the data collection period.
Other communities that remained open during the COVID-19 pandemic and that cater to
outdoor- and nature-related tourism and recreational activity across the United States were
known to have experienced similar spikes in tourist activity during those years, in contrast with
most other communities.
It should be noted that data collection in 2023 took place one week later in August than in 2021.
Length of Stay & Movement
The average length of stay, which refers to the amount
of time a vehicle was parked,
on the weekday ranged from
1 hour and 5 minutes in the two-hour parking zones to 2 hours in the unrestricted all-
day parking zones. The average
length of stay for off-street
parking ranged from 1 hour and 1 minute in the Rouse Lot to 1 hour and 11 minutes in
the Willson Lots. The average
length of stay across all off-
street facilities was about 1 hour and 14 minutes.
The average length of stay on
the Saturday ranged from 1
hour and 1 minute in the two-hour parking zones to 2 hours in the unrestricted all-day parking zones. The average length of stay for off-street parking ranged from 1 hour and 0 minutes in the Bridger Garage and Black Lot to one hour and 24 minutes in the Rouse Lot. The average length of
stay across all off-street facilities was 1 hour and 5 minutes.
On the weekday, about 95% of vehicles in off-street parking facilities and 97% of vehicles within 2-hour time-limited on-street parking areas stayed 2 hours or fewer, with those figures increasing to 98% and 99% respectively during the Saturday.
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Existing & Influencing Conditions VII
Compared to 2021, the average length of stay in 2023 increased between 5 and 15 minutes in the
off-street facilities, and by between 3 and 9 minutes for on-street parking. The number of observed violations decreased during the weekday but increased during the weekend relative to 2021.
For vehicles observed to have made a movement, notable percent increases were observed in
vehicles moving between two time-restricted areas, such as a surface lot to 2-hour on-street
parking, compared to 2021 on the weekend, with these movements nearly unchanged on the weekday. Also, in 2023, there was a notable decrease in the percent of total unique vehicles observed more than once that moved (1% decrease during the weekday and 8% decrease on the
Saturday).
Overall, both the length of stay data and movement data indicate that parkers may be more comfortable with staying parked for longer in time-restricted areas, mostly on the weekend, and/or may be more comfortable now versus 2021 with both exceeding time limits as well as with
rolling between time-restricted areas, potentially in violation of the “rolling rule” in place.
MSU RPPD
There are about 1,752 on-street
spaces within the MSU RPPD. Occupancy peaked during the morning at 48% within
the RPPD (shown at right),
with occupancy reaching
53% if including block faces immediately outside the RPPD in potential spillover areas.
Percent occupancy across the
area decreased to 42% during the evening, and two hot spots of high demand in the morning
were noted immediately to the
north of College Ave. east of
10th Ave. and east of 6th Ave. between Arthur and Grant.
When comparing the daytime
and evening heat maps, it is
possible that some spillover parking demand could be occurring on some block
faces just outside the RPPD
boundaries, such as along 12th
and 10th between Dickerson and Story, though potential spillover just beyond the boundary does
not appear to be widespread.
147
BOZEMAN STRATEGIC PARKING PLANBOZEMAN STRATEGIC PARKING PLAN
Existing & Influencing Conditions VIII
BHS RPPD
There are about 488 on-street
spaces within the BHS RPPD. Occupancy peaked during the evening at 43% (shown
at left) within the RPPD, with
occupancy reaching 49% if
including some block faces immediately outside the RPPD in potential spillover areas. In the
morning and afternoon, percent
occupancy ranged between 28%
and 29% for RPPD block faces.
During the morning or
afternoon, the only demand
hot spot observed occurred just
outside the RPPD southeast of 9th and Babcock. The lack of demand hotspots, or locations
where parking demand is
especially high, immediately
adjacent to or near the BHS campus, both just within and just outside of the RPPD
boundaries, along with the overall low occupancy observed during the daytime, suggest that
spillover parking demand from BHS is likely not occurring into the neighborhood. Notably,
percent occupancy along the west side of 11th Ave. was relatively low during the day despite bordering the campus and falling outside of the RPPD.
Parking demand adjacent to the campus was high during the evening (shown above), likely due
to a school event. However, the observation time was outside of RPPD enforcement hours.
148
Memorandum
REPORT TO:Downtown Area Urban Renewal District Board
FROM:Ellie Staley, Executive Director Downtown Bozeman Partnership
SUBJECT:Executive Director's May 2024 Report
MEETING DATE:May 21, 2024
AGENDA ITEM TYPE:Plan/Report/Study
RECOMMENDATION:Discuss
STRATEGIC PLAN:7.3 Best Practices, Creativity & Foresight: Utilize best practices, innovative
approaches, and constantly anticipate new directions and changes relevant
to the governance of the City. Be also adaptable and flexible with an
outward focus on the customer and an external understanding of the issues
as others may see them.
BACKGROUND:Ellie will present the monthly report of general program updates and
updates to topics relating to downtown. Board will discuss relevant matters.
UNRESOLVED ISSUES:None
ALTERNATIVES:None
FISCAL EFFECTS:None.
Attachments:
DBP Monthly ED Report 5-24 - DURD.pdf
Downtown Development Business Tracking Sheet-
Bus.Q2_2.pdf
Downtown Development Business Tracking Sheet-
Dev.Q2_2.pdf
Report compiled on: May 15, 2024
149
Downtown Bozeman Partnership – ED Report
May 2024
General Downtown Updates:
Bozeman is an OFFICIAL Main Street Community…press release coming soon. CLICK HERE for more
information about the program.
DURD & BID FY25 Budgets and Work Plans are approved by City Commission. DBA and DBP Budgets are
approved by the board and committee. FY25 begins July 1, 2024.
DURD Project/City of Bozeman Updates:
• Downtown Parking Updates: General updates below, see agenda item for FYI/Discussion
information
o Baker Tilly is compiling an updated cash flow analysis for the Downtown URD, this will be
presented to the board once completed.
o The COB Parking Manager position’s deadline to apply was May 5th, current conducting
interviews.
o 2023 City of Bozman Parking Data: The City gathered extensive parking utilization data as
part of the “Existing Conditions Report” which was a precedent to updating the Strategic
Parking Management Plan. That planning effort is paused, but the data is complete. The
data were gathered as part of a manual count process by Walker Consultants in fall 2023
using the same methodology as their previous count in fall 2021. These are large files and
can be downloaded HERE.
• Current DURD/CoB Project Updates:
o Alley Project – First mural has been completed. Work continues through summer.
o I-Ho Peace Park - Design task order was approved on May 14 by City Commission.
o Tree Replacement project (cont.) - PSA was approved on May 14 by City Commission.
o Downtown Streetscape Standard - Amendment to engineering standard contract was
approved on May 14 by City Commission.
o 5th & Main & Lighting Project - Task order is on CC agenda on May 21, collab project with
Midtown URD.
o Summer Construction on City Storm Drains to begin on S. Tracy and S. Black, late May
start.
• Form of Government Study: Residents of Bozeman and Gallatin County will soon have the
opportunity to decide if they want to study changing the form of their local government. If you live
in the City, you’ll see this question twice on your June ballot: one study for the City and one study
for the County. This event happens every 10 years and if voters support establishing a local
government study commission, they will elect five members to serve on this group in the
November election. There is a cost of 1 mill or $233,000 to perform the study, and costs will cover
two citywide elections, notices for public meetings, the publication of a final report by the study
commission, and administrative support from staff. MSU has many resources around the local
150
government review and if you are interested in learning more, you can watch the MSU Friday
Forum put on by the Osher Lifelong Learning Institute. The video is online at montana.edu/olli.
Business/Development Updates:
• Q2 Downtown Development Update: See attachment
• Q2 Business Opening/Closing/Membership Updates: See attachment
Upcoming Meetings/Events:
• City Commission Meeting – May 21 at 6pm, https://www.bozeman.net/departments/city-
commission/city-boards/calendar
• DBP Annual Breakfast and Awards – Wednesday, May 29 at 7:30am at the AC Hotel.
• Downtown URD Board Meeting – June Meeting CANCELLED
• Downtown BID Board Meeting – Wednesday, June 19 at 12pm, tentative
• Art Walks kick off on June 14th! Happening the second Friday of each month, June- September.
• Music on Main begins on July 11th! Taking place every Thursday evening from July 11th-August 15th!
Check out the line up that was just released: https://downtownbozeman.org/news/music-on-
main-lineup-2024
• Montana Downtown Conference – hosted by Downtown Bozeman| Downtown Livingston, Oct. 23-
25.
151
DOWNTOWN BUSINESS TRACKING
Q2 2024 APR - JUNE
NEW DBA MEMBERS
BUSINESS ADDRESS DATE OF
MEMBERSHIP
Bozeman IV 129 W Main St Ste B2 Apr
Birdhouse Collective Outside Downtown Apr
Restful Touch Wellness Collective Outside Downtown Apr
Last Best Future Outside Downtown Apr
Countship of the ISCSM Outside Downtown Apr
MeatEater Inc 129 W Main St May
est. 1864 Noir Bar & Restaurant 233 East Main Street Ste 001 May
DBA DROPPED MEMBERS
BUSINESS NOTES DROP DATE
NEW BUSINESSES
BUSINESS ADDRESS DATE OF OPENING
Belle Cose 233 E Main TBA
MeatEater 129 W Main Apr
La Brasserie (formerly Blend)31 S Willson Ave Apr
Wildflower 121 E Main Apr
gute Laune 10 W Main (above Rialto)Apr
Hugkan 33 S Willson May
Rare Bird - relocated 18 S Willson May
Bloom Montana 25 N Willson TBA
CLOSED BUSINESS
BUSINESS ADDRESS DATE OF CLOSURE
AshleyCole Boutique 223 E Main May
VACANT LOCATIONS
BUSINESS ADDRESS DATE OF CLOSURE
Shredmonk 121 W Main 2023
El Camino/Kitty Warren (Colombo's
Pizza)211 E Main 2022
Copper Building (frmly DTN Antiques)122 E Main 2023
Thrive 400 E Babcock 2023
Glove Beauty Shop 140 E Main St Suite E 2024
Formerly Wild West Foods 326 E Mendenhall 2023
AshleyCole Boutique 223 E Main 2024
Rare Bird (Relocated)131 W. Babcock Apr
152
DOWNTOWN DEVELOPMENT TRACKING
Q2 2024
APRIL - JUNE
CURRENT PROJECTS ADDRESS STATUS PROPERTY TYPE UNIT TYPE(S)
NOTES
(design professional,
stories, etc)
GRANT
REIMBURSE
MENTS
The National Building 104 E Main St In Progress Commercial N/A Intrinsik, 4 stories Streetscape
Copper Block (Dtn Antiques)122 E Main St In Progress Mixed 3 commercial, 6
residential N/A
MacKenzie River Pizza 232 E Main St In Progress Commerical N/A N/A
Freestone on Main 421 W Main In Progress Residential 120, added
Residential
Incentive,
Sewer Imp.
Argreement,
Streetscape?
126 East Main (MT Scene)126 E Main In Progress Commercial N/A
Rocky Mountain Pharmacy 25 N. Willson In Progress Commercial N/A Not yet
Abby Hetherington Interiors 33 S Tracy In Progress Retail/Commerc
ial 1 GL, 1 UG Langlas & Graphic Haus,
2 stories
Streetscape,
Façade,
Utility, Fire-
Safety?
108 W Babcock 108 W Babcock Plans
submitted Mixed
Pearson Design Group, 4
stories, proposed
office/residential
Mendenhall Flats 240 E Mendenhall Plans
submitted Mixed
Commercial, Office,
15 two and three
bedroom condos
Intrinsik, break ground in
2025
FUTURE PROJECTS ADDRESS STATUS PROPERTY TYPE UNIT TYPE(S)
NOTES
(design professional,
stories, etc)
GRANT
REIMBURSE
MENTS
The Scully-Old US Bank Location 112 E Main St 2025 Mixed 7-9, 4 stories Residential, streetscape
153
Fire Station One 30 N Rouse N/A Mixed 50 units at 120% AMI 1.6M Workforce Housing
Agreement - 2027
Block B (Salvation Army)32 S Rouse 2025/26 Hotel/Hiton Co.
191 keys, 6 stories,
137 UG parking
spaces
Block A 503-519 E Babcock 2025/26 Mixed 44 units, 7 stories 75 parking spaces, high-
end
Empire Site 606 E Main N/A Hotel
Hotel Project 302 E Mendenhall 2027 Hotel
Ag Depot 620-714 E Mendenhall Mixed
Downtowner Building S Willson to W Main N/A Mixed
Roof, brick and
suppression restoration,
applied for MHPG 2/29
BG Mill 714 E Mendenhall 18 condos, 5 stories
NOT IN DURD
Hampton Inn 507 W Main In Progress Hotel + retail 113 rooms, 3 retail, 4
stories *not in URD Sanderson
Stewart
Hotel Bozeman and Residences 1 W Lamme St In Progress Hotel/ Marriott
120 guest rooms, 29-
two-bedroom, 5-3-
bedroom, 71 keys
6 stories, Autograph
Collection. *not in URD
SMA
Architecture
154
Memorandum
REPORT TO:Downtown Area Urban Renewal District Board
FROM:Ellie Staley, Downtown Bozeman Partnership
SUBJECT:Monthly Finance Report
MEETING DATE:May 21, 2024
AGENDA ITEM TYPE:Finance
RECOMMENDATION:Discuss.
STRATEGIC PLAN:4.4 Vibrant Downtown, Districts & Centers: Promote a healthy, vibrant
Downtown, Midtown, and other commercial districts and neighborhood
centers – including higher densities and intensification of use in these key
areas.
BACKGROUND:Ellie will present the monthly finance report.
UNRESOLVED ISSUES:None.
ALTERNATIVES:None.
FISCAL EFFECTS:None.
Attachments:
URD Finance Report 5-24.pdf
Report compiled on: May 14, 2024
155
Downtown Urban Renewal District Board - May 2024 Finance Report
Category FY24 Budget FY24 YTD Recent Activity
Income
Starting Cash Balance $7,256,100 $7,256,100 ** not final number
Income from TIF
COB Interlocal Share $1,558,200
Entitlement Share State of Montana $57,100
Interest Income $2,100
Other Income Total Income $8,873,500 $7,256,100
Expenses
Operations
DBP Management Fee $220,000 $220,000
City Economic Development Staff Support $58,100
Total Operations $278,100 $220,000
Infrastructure Improvements
Street Furniture/Streetscape Improvements & Furnit $50,000 $66,514
Park Improvements (Soroptimist/NBPP) $25,000 $55,066 $2593 greenspace, park maintenance
Alley Improvements $250,000 $170,059 4,602- CSI, $400 wrap
Intersection Cable Anchor Repairs $25,000
Parklet Infrastructure $20,000
Sidestreet Infrastructure Improvements $300,000
Streetscape Assistance Grant Program $50,000
Life-Safety Grant Program $30,000
Fiber-Broadband Infrastructure Grants $10,000
Wayfinding & Parking Signage $15,000
Bozeman Creek Improvements $0
Alternative Transportation Projects $50,000
Streetlamp Power Reconfiguration Project (SILD) $100,000
Workforce Housing Project - Fire Station One $1,600,000Total Improvements $2,525,000 $291,639
Planning
Alley Planning $50,000 $18,938 $2210 groundprint, design 5
Parklet Planning/Program $20,000
Technical Assistance Grant Program $50,000
Residential Incentive Grant Program $200,000
Utility Infrastructure Improvements $50,000
Wayfinding Plan Development $25,000
Downtown Infrastructure & Public Realm Plan $50,000
Side-Streetscape Preliminary Engineering $100,000
Downtown Streetscape Design Standards $0
North Willson Streetscape Project $0
Transportation Planning/Improvements $50,000
Parking Management Planning & Infrastructure Sup $20,000 $3,255
Bozeman Creek Planning $20,000
Soroptimist Park Planning $0
Code Amendments $0
DBIP General Implementation $50,000 $13,778
Structured Parking Informal, Site Plan, Bids $1,750,000
Professional Services Term Contract (parking site a $75,000
Parking Supply - Designated Funds $3,000,000
Total Planning $5,510,000 $35,971
Parking Structure
Garage Bond Payment $335,000Total Parking Garage Payments $335,000 $0
Total Expenses $8,648,100 $547,610
Balance $225,400 $6,708,490
156