HomeMy WebLinkAboutMandeville Farm Industrial TIF District Docs
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Montana Department of Revenue
Dan Bucks
Director
Brian Schweitzer
Governor
June 6, 2007
Brit Fontenot
City Clerk
PO Box 1230
Bozeman, MT 59771-1230
Subject:
Mandeville Farm Industrial Tax Increment Financing District
Document Submission
Dear Mr. Fontenot:
The Department is in receipt of the documents relating to the Mandeville Farm Industrial
Tax Increment Financing District (TIF District). We have reviewed these documents
and are unable to locate a copy of the plan associated with that TIF District.
The Department requires a copy of the municipality's plan to ensure that the state tax
revenues redirected to the County by the creation of a TIF District will be utilized
pursuant to law. By this letter we request a copy of the County's plan be provided to the
Department by return mail.
Should you have any questions regarding this matter, please do not hesitate to contact
me.
Sincerely,
(Q~
Michele R. Crepeau
Senior Tax Counsel
Legal Services Office
PO Box 7701
Helena, MT 59604-7701
(406) 444-3341
mcrepeau@mt.gov
MC/dp
Customer Service (406) 444-6900.... TOD (406) 444~2830.... www.mt.gov/revenue
Bozeman
tzad
Al-AmnlCIty
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2001
Office of the
City CommIssion
Mayor
Jeff Kraus.
Commissioners
Seen Becker
Kl!Iaren Jacobson
Stove Kirchhoff
Jeff Rupp
CITY OF BOZEMAN
411 East Main Street
P.O. Box 1230
Bozeman. MT 59771
Phone (400) 582-2300
Fax' (406) 582-2323
TOO: (406) 582-2301
www boze-man net
December 4, 2006
Ms. Brenda Gilmer
Montana Department of Revenue
P.O. Box 7701
Helena, Montana 59604
RE: Certified copies of Bozeman City Commission Ordinances 1684
(Mandeville Farm Tax Increment Financing Industrial District) aod 1685
(North 7th Urban Renewal Plan)
Dear Ms. Gilmer,
As required by Montana Code (MCA 7-15-4284) please find enclosed
certified copies of the above referenced ordinances. Do not hesitate to contact me
directly with any questions or comments. My direct phone line is 406-582-2321 or
you can e-mail meatbfontenot@bozeman.net.
Best Regards,
./'-A
Brit Fontenot
City Clerk
cc:
Assistant City Manager Ron Brey
Director of Finance Anna Rosenberry
City Attorney Paul Luwe
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ORDINANCE NO. 1684
AN ORDINANCE OF THE CITY COMMISSION OF THE
CITY OF BOZEMAN, MONTANA RELATING TO THE
MANDEVILLE FARM TAX INCREMENT FINANCING
INDUSTRIAL DISTRICT; ESTABLISHING AND
CREA TING THE DISTRICT; DETERMINING TAX
INCREMENT COSTS TO BE PAID FROM THE DISTRICT;
AND ESTABLISHING A BASE TAXABLE YEAR
WHEREAS, the Commission (the "Commission") of the City of Bozeman, Montana (the
"City") is authorized to create tax increment financing industrial districts pursuant to Section 7,
Chapter 15, Part 42, M.C.A. (the "Act");
WHEREAS, the City wishes to encourage the attraction and retention of value-adding
industries; and
WHEREAS, value-adding industries are those industries that transfonn raw resources
into processed substances from which industrial or consumer products may be manufactured; and
WHEREAS, the Commission has determined that the area proposed for the tax
increment financing industrial district consists of a continuous area with an accuratel y described
boundary, is not contained within an existing urban renewal area district, is zoned for heavy
industrial use in accordance with Title 18, Unified Development Ordinance, Bozeman Municipal
Code and is determined to be deficient in infrastructure improvements for industrial
development; and
WHEREAS, the Commission has determined after a public hearing and public input that
there is a need to create a tax increment financing industrial district.
NOW, THEREFORE, BE IT ORDAINED by the City Commission of the City of
Bozeman, Montana:
Section 1. Creation of the Mandeville Faun Tax Increment Financing Industrial District.
The Commission, in accordance with public law on the creation of tax increment financing
industrial districts, and after having conducted a public hearing duly called and noticed in
accordance with the provisions of Section 7-15-4215, M.C.A.. does hereby create the
"Mandeville Farm Tax Increment Financing Industrial District" (the "District") in the City of
Bozeman, Montana. The purpose of creating the District is to stimulate industrial growth and
encourage the growth and retention of value-adding industries.
Section 2. Boundaries. The boundaries of the District shall be defined as property
having the following legal description.
A tract of land being the SW 1A of Section 36, less the Lewis & Clark Commercial
Subdivision, Plat J-376, less Minor subdivision 320, Lot I and'including Tract 2.
COS 1723 and the Wl/2. SE1I4 of Section 36, less the Gordon Mandeville State
Bozeman
b1'td
;fiir
2001
office of the
City Commission
Mayor
Jeff Krauss
CommiSSIoners
Sean Becker
Kaaren Jacobson
Steve Kirchhoff
Jeff Rupp
CITY OF BOZEMAN
411 East Main Street
P.O. llox 1230
Bozeman. MT S'17~:
Phone: (4061 :;82 2300
['ax: 140(>) 582-232_,
TDD: (406) .'iS2-2311!
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May 7,2006
Ms. Michele Crepeau
Senior Tax Council
Legal Services Office
P.O. Box 7701
Helena, Montana 59604-770 I
RE: North ih Orban Renewal Plan
Dear Ms. Crepeau,
As requested in your letter dated May 6, 2007, please find enclosed the City
of Bozeman's North ih Urban Renewal Plan. Please contact me if there are
additional deficiencies related to the Mandeville farm Industrial Tax Increment
Financing District (TIF District).
r
...Best .g~gards,
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Brit Fontenot
City Clerk
CC: Assistant City Manager Ron Brey vi. ~ ~
School Section Subdivision, Tl S, R5E. PMM. GalJatin County along with
adjacent public streets. And cas 2153.
Along with and subject to all easements of record or apparent on the ground
The boundaries are shown on a map attached hereto as Exhibit A (which is hereby
incorporated herein and made a part hereof).
Section 3. Base Year. For the purpose of calculating the incremental taxable value each
year for the life of the District, the base taxable value shall be calculated as the taxable value of
all property within the District as of January 1,2006.
Section 4. Term of Tax Increment Financin2 Industrial District. The tax increment
financing industrial district will terminate upon the later of:
(a) the fifteenth year foHowing the creation of the industrial district; or
(b) the payment or provision for payment in full or discharge of all bonds for which the
tax increment has been pledged and the interest thereon.
Any amounts remaining in the special fund or any reserve fund after termination of the
tax increment provision must be distributed among the various taxing bodies in proportion to
their property tax revenue from the district.
After tennination of the tax increment financing provision, all taxes must be levied upon
the actual taxable value of the taxable property in the industrial district and must be paid into the
funds of the respective taxing bodies.
Section S. Costs Which May be Paid From Tax Increment. The tax increment received
from an industrial district may be used to pay any costs incurred for an industrial infrastructure
development project (in the District). including the following:
(a) land acquisition;
(b) demolition and removal of structures;
(c ) relocation of occupants;
(d) acquisition. construction and improvement of infrastructure;
(e) costs incurred in connection with redevelopment activities;
(f) acquisition of infrastructure-deficient areas or portions of areas;
(g) administrative costs associated with the management of the industrial district;
(h) assemblage of land for development or redevelopment by private enterprise or public
agencies. including sale, initial leasing. or retention by the municipality itself at its fair value;
(i) compilation and analysis or pertinent information required to adequately detennine
the infrastructure needs of secondary, value-adding industries in the industrial district;
(j) connection of the industrial district to existing infrastructure outside the industrial
district;
(k) provision of direct' assistance. through industrial infrastructure development projects.
to secondary, value-adding industries to assist in meeting their infrastructure and land needs
within the industrial district; and
2
(l) acquisition, construction or improvement of facilities or equipment for reducing,
preventing, abating or eliminating pollution.
Section 6. Conflict with Other Ordinances Qf Resolutions. All parts of ordinances and
resolutions in conflict herewith are hereby repealed.
Section 7. Effective Date. The effective date is thirty days after final adoption of this
ordinance on second reading.
PROVISIONALLY PASSED by the City Commission of the City of Bozeman,
Montana, on the first reading at a regular session thereof held on the 13th day November, 2006.
FINALL Y PASSED, ADOPTED, AND APPROVED by the City Commission of the
City of Bozeman, Montana, on second reading at a regular session thereof held on the 27th day of
November, 2006.
A TrEST:
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BRIT FONTENOT
City Clerk
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CERTIFICATE AS TO ORDINANCE AND ADOPTING VOTE
I, the undersigned, being the duly qualified and acting recording officer of the City of
Bozeman, Montana (the "City"), hereby certify that the attached ordinance is a true copy of
Ordinance No. 1684, entitled: "AN ORDINANCE OF THE CITY COMMISSION OF THE
CITY OF BOZEMAN, MONTANA RELATING TO THE MANDEVILLE FARM TAX
INCREMENT FINANCING INDUSTRIAL DISTRICT; ESTABLISHING AND CREATING
TIlE DISTRICT; DETERMINING TAX INCREMENT COSTS TO BE PAID FROM THE
DISTRICT; AND ESTABLISHING A BASE TAXABLE YEAR" (the "Ordinance"). The
Ordinance is on file in the original records of the City in my legal custody; that the Ordinance
was duly adopted on first reading by the City Commission of the City at a meeting on November
13th, 2006, and that the meeting was duly held by the City Commission and was attended
throughout by a quorum, pursuant to call and notice of such meeting given as required by law;
and that the Ordinance has not as of the date hereof been amended or repealed.
I further certify that, upon vote being taken on the Ordinance at said meeting, the
foUowing Commissioners voted in favor thereof: Kirchhoff, Jacobson, Becker, Rupp, Krauss;
voted against the same: none; abstained from voting thereon: none; or were absent: none.
WITNESS my hand officially this 14th day of November, 2006.
~
Stuart John Bernard
Deputy City Clerk
_. I ~~~fy that the Ordinance was duly adopted on second reading by the by the
City C~~~ "Q(~~ity at a meeting on November 27th, 2006, and that the meeting was
duly beId1>-~{.ibe "C()tnmission and was attended throughout by a quorum, pursuant to call
and Jrotice: ~', ....~tiDg, given as required by law; and that the Ordinance has not as of the
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dat~h~ nde<:l ~I repealed.
,.......- rhiftti-er ify:that, upon vote being taken on the Ordinance at said meeting, the
fo~l()wing CtinlIii1~siGbeA" voted in favor thereof: Commissioners Rupp. Kirchhoff. Jacobson.
Beck~,oo~ Mavor ~s; voted against the same: none; abstained from voting thereon:!!Q.D!(; or
J.."";' t' - ..
were aVl)j;;1) ,~. ... ,,'
Wtrr4l!'S)' my hand officially this ~th day of November, 2006.
~~-e~
Stuart John Bernard
Deputy City Clerk
4
Mandeville Farms Tax Increment Financing'1ndUsttialDistrictM~p
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5
ORDINANCE NO. 1685
AN ORDINANCE OF THE CITY COMMISSION OF THE CITY OF
BOZEMAN, MONTANA, ADOPTING AN URBAN RENEWAL PLAN
FOR THE NORTH SEVENTH AVENUE CORRiDOR AND ADJACENT
PROPERTIES.
WHEREAS, the Bozeman City Commission did, on the 22nd day of August.
2005, adopt Resolution #3839, declaring that blighted areas exist within the
municipality and that the rehabilitation, redevelopment, or a combination
thereof, of such area or areas is necessary; and
WHEREAS, the Bozeman City Commission appointed an Urban Renewal
Planning Committee to prepare an urban renewal plan for the area; and
WHEREAS, the Urban Renewal Planning Committee has prepared a proposed
Urban Renewal Plan; and
WHEREAS, the Bozeman Planning Board did, on November 7, 2006 find the
proposed Urban Renewal Plan to be in confonnity with the Bozeman 2020
Community Plan, the adopted comprehensive plan for the Bozeman Planning
jurisdiction; and
WHEREAS, the Bozeman City Commission did, on the 13th day of November
2006, conduct a public hearing to consider the proposed Urban Renewal Plan.
BE IT ORDAINED by the City Commission of the City of Bozeman, Montana:
Section 1
That the North Seventh Avenue Urban Renewal Plan, attached hereto as
Exhibit "A", is hereby adopted.
Section Z
R~pealer. All resolutions, ordinances and sections of the Bozeman Municipal
Code and parts thereof in conflict herewith are hereby repealed.
Secdon 3
Savin!!s Provision. This ordinance does not affect the rights and duties that
matured, penalties that were incurred or proceedings that were begun before the
effective date of this ordinance.
Section 4
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Severability. lfany portion of this ordinance or the application thereof to any
person or circumstance is held invalid, such invalidity shall not affect other
provisions of this ordinance which may be given effect without the invalid
provisions or application and, to this end, the provisions of this ordinance are
declared to be severable.
Section 5
Effective Date. This ordinance shall be in full force and effect thirty (30) days
after final adoption.
PROVISIONALLY PASSED by the City Commission of the City of Bozeman,
Montana, on the first reading at a regular session thereof held on the 13lh day
November, 2006.
FINALL Y PASSED, ADOPTED, AND APPROVED by the City Commission
ofthe City of Bozeman, Montana, on second reading at a regular session thereof
held on the 27th day of November, 2006.
~
ayor
ATTEST:
BRIT FONTENOT
City Clerk
APPR9VED ~ TO FORM:
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North Seventh Avenue Urban Renewal District
Plan
October 2006
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Attachment "B"
Legal Description of the North 7th Urban Renewal District Boundary
Beginning at the point of the southeast comer of Lot 7 Block I of the Springbrook Addition
thence westerly approximately 270 feet to the southwest comer of Lot 17 Block I of the
Springbrook Addition, thence westerly approximately 30 feet to the centerline of North 8th
Avenue, thence northerly approximately 1,292 feet to the centerline of West Villard Street
thence easterly approximately 30 feet to the southwest comer of Lot 8 of the Durston
Subdivision, thence northerly approximately 665 feet, thence westerly approximately 4 feet,
thence northerly approximately 214 feet to the centerline of West Peach Street, thence westerly
approximately 65 feet to the southwest corner of Lot 18 Block 1 of Durstons Second
Subdivision, thence northerly approximately 1980 feet to the southwest comer of Lot 3 Block 2
of the Vista Addition, thence easterly approximately 150 feet to the southwest corner of Lot 2
Block 2 Vista SubdIvision, thence northerly approximately 645 feet to the northwest corner of
Lot 14 Block I Vista AdditIOn, thence westerly approximately 1246 feet along the southern
boundary of the Oak Street right-of-way to the northwest comer of Tract I ofC.O.S. 2082,
thence northerly approximately 1706 feet down the centerline of North 11 th Avenue to the south
boundary of the Baxter Lane right-of-way, thence northerly approximately 70 feet across the
Baxter Lane right~of-way, thence northerly approximately 170 feet across the MDOT right-of~
way for Interstate 90 to the southwest corner of Lot 2 of the Wheat Commercial Subdivision,
thence northwesterly approximately 1000 feet along the southern boundary of Tract A orC.D.S.
391 A to the westernmost point, thence easterly approximately 800 feet to the northwest comer of
Lot 1 of the Wheat Commercial Subdivision, thence easterly approximately 789 feet to a point
approximately 25 feet from the northeast comer of Lot 12 of the Wheat Commercial
Subdivision~ thence northerly approximately 965 feet to the northwest comer of Lot 3 of the
Gordon Mandeville School Section Subdivision, thence easterly approximately 440 feet to the
west boundary of the North 7th Avenue right~of~way boundary, thence northerly approximately
1760 feet to a point where the west boundary of the North 7th A venue right-of-way intersects the
Burlington Northern right-of-way, thence southeasterly approximately 1,408 feet along the
Burlington Northern rightpof~way to the southeast comer of Lot 18A of the Amended Plat of the
Gordon Mandeville State School Section Subdivision, thence westerly approximately 200 feet to
the northeast comer of Lot 17 of the Gordon Mandeville School Section Subdivision, thence
southerly approximately 481 feet to the southwest comer of Lot 20 of the Gordon Mandeville
School Section Subdivision, thence southwesterly approximately 107 feet to the southeast comer
of Lot 16 of the Gordon Mandeville School Section Subdivision, thence westerly approximately
260 feet to the northeast comer of Lot 15B of Minor Subdivision #49, thence southerly
approximately 686 feet to a point along the north boundary of Lot 20 of the Industrial Park
Subdivision approximately 20 feet west of the northeast comer of said lot, thence westerly
approximately 340 feet to the northeast comer of Lot 22 of the Industrial Park Subdivision,
thence southerly approximately 698 feet to the southwest comer of Lot 14 of the Industrial Park.
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thereof of the area is necessary in the interest of the public health, safety, morals, or welfare
of the residents of Bozeman.
BE IT FURTHER RESOLVED that the City shall not use its powers of eminent domain
to acquire private property for any private use in the implementation of any urban renewal
project within this area.
PASSED AND ADOPTED by the City Commission of the City of Bozeman, Montana, at
a regular session thereof held on the 22nd day of August, 2005.
ANDREW L. CETRARO, Mayor
A TIEST:
ROBIN L. SULLIVAN
Clerk oftbe Commission
APPROVED AS TO FORM:
PAUL J. LUWE
City Attorney
(Signed copy available in City Clerk's office)
~ 18 ~
Attachment "A"
COMMISSION RESOLUTION NO. 3839
A RESOLUTION OF THE CITY COMMISSION OF THE CITY OF
BOZEMAN, MONTANA, DECLARING THAT BLIGHTED AREAS
EXIST WITHIN THE MUNICIPALITY AND THE REHABlLIT A TION,
REDEVELOPMENT, OR A COMBINATION THEREOF OF SUCH
AREA OR AREAS IS NECESSARY IN THE INTEREST OF THE
PUBLIC HEALTH, SAFETY, MORALS, OR WELFARE OF THE
RESIDENTS OF SUCH MUNICIPALITY.
WHEREAS, a blight investigation in a portion of the North Seventh Avenue Corridor in
Bozeman outlined in Attachment A was completed by city staffat the direction of the City
Commission; and
WHEREAS, the investigation determined that areas of blight as defined by state
statute existed within the study area associated with the following: the defective or
inadequate street layout identified within the study area; instances of known deterioration
, inadequate provisions and/or age obsolescence of the following public improvements
within the study area: storm drain, streets and sidewalks; instances of age obsolescence of
buildings within the study area; inappropriate or mixed uses of land or buildings;
deterioration of site; and improper subdivision or obsolete platting; and
WHEREAS, 7-15-4210 MCA requires that a municipality adopt a resolution of necessity
in order to implement an urban renewal program.
NOW, THEREFORE, BE IT RESOLVED by the City Commission of the City of
Bozeman, Montana, that areas of blight exist within the study area of North Bozeman
outlined in Attachment A, and that the rehabilitation, redevelopment, or a combination
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FINANCE
The programs, projects and administration of the Plan shall be financed from a
variety of sources both public and private which in part may include:
Private - Grants; dues; self-imposed taxes, such as Special Improvement Districts or
Business Improvement Districts; private investment; and donations.
Private Enterprise Assistance Pro2rams - Housing and Urban Development, Small
Business Administration and Community Reinvestment Act financial assistance.
Public - Tax increment financing; revenue bonds; City and County general funds; public
grants; utJlity Districts; user fees; state-backed, low interest loans; Montana Department
of Transportation; general obligation bonds; tax credits; and enterprise funds.
Tax Increment Financing will be implemented in accordance with MeA ~~ 7-15-
4282-4292 and 4301-4324. In the event that property taxes are reduced or replaced with
some new form of revenue, it is the intent of the Plan to use all available means to adjust
the tax base or allow the capture of that portion of the new revenue form necessary to
offset the reduced or lost increment.
The NSURB will annually develop a program and budget to be reviewed and
adopted by the City Commission. During this procedure, specific actions will be
proposed in detail for community review. This process will allow maximum community
input to further the redevelopment interests of the community and to evaluate past actions
of the NSURB.
Tax Increment Financing shan be used to further the implementation of the goals
set forth in this plan.
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PROPERTY ACQUISITION
The NSURB will assist and encourage public and private entities to eliminate
blight or blighting influences, and strengthen the City's economy by developing property
in the District. Where necessary, in the execution of this Plan, the NSURB is authorized
to acquire property in the District in accordance with the appropriate federal, state and
local laws. However, the power of eminent domain shall not be used to acquire private
property for private purposes or for parks.
ACTION BY THE CITY
The City shall aid and cooperate with the NSURB in carrying out this Plan, and
shall take all actions necessary to ensure the continued fulfillment of the purposes of this
Plan and to prevent the recurrence or spread in the area of conditions causing blight. To
assure the purposes of the Plan are fully considered, the City shall obtain and consider the
advice of the NSURB regarding all development proposals, public works projects or
other matters occurring within or adjacent to the District or affecting any aspect of the
Plan.
Other action by the City may include, but not be limited to the following:
1. Institution and completion of proceedings for opening, closing, vacating, widening or
changing the grades of streets, alleys and other public rights-of-way and for other
necessary modification of the streets, the street layout and other public rights-of-way in
the District.
2. Institution and completion of the proceedings necessary for changes and improvements
in publicly-owned utilities within or affecting the District.
3. Revision of Master Plan, Zoning requirements, development standards and regulatory
practices if necessary to facilitate the execution or principles, policies and
implementation actions set forth by this Plan.
4. Performance of the above, and all other functions and services relating to public
health. safety and physical development normally rendered in accordance with a schedule
that will permit the redevelopment of the District to be commenced and carried to
completion without unnecessary delays.
5. Promotion of the availability, through the City, of programs and funds to help keep
existing and new housing, in or near the District, affordable and habitable.
6. The undertaking and completing of any other proceedings necessary to carry out the
provision of this Plan.
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the owner's permission
ANNUAL WORK PROGRAM, BUDGET, AUDIT AND EVALUATION
The NSURB shall prepare an annual work program (A WP) and budget that will
list the activities and costs of activities for the coming fiscal year, as well as the method
of financing those activities. The NSURB shall provide public notice in the newspaper
and by other appropriate means and conduct a public hearing prior to the submittal of the
annual work program to the City Commission. This program and budget may be
amended during the course of the city' s fiscal year, in light of funding and program
changes. All budgets and revised budgets shall be reviewed and approved by the City
Commission.
The NSURB shall cause to be performed an annual audit conducted in
conjunction with the city's audit covering the operations of the NSURB in carrying out
this Plan. The first such audit shall be completed within ninety (90) days of the close of
the first fiscal year following the adoption of this Plan by the City CommIssion. All such
audits shall be maintained as a part of the public records of the City of Bozeman.
The NSURB shall also provide to the City Commission and the public an annual
program evaluation. Such evaluation shall review the North Seventh A venue Urban
Renewal District Plan and the past annual work program and other relevant NSURB
activities for the year.
PLAN AMENDMENT
The Plan may be amended by the same means as adopted in accordance with
Montana law. No ordinance amending the Plan shall be adopted until after a public
hearing has been conducted thereon and notice of said hearing has been given in the
official newspaper once a week for two consecutive weeks preceding the hearing. In
addition, mailed notice shall be given to all persons owning property at the time and in
the manner provided by MeA ~ 7-15-4215(1). All notices shall provide the information
regarding the modification required by MeA ~ 7-15-4215(1). Nothing herein shalllirnit
of affect the authority of the Commission to undertake and carry out renewal activities on
a yearly basis as provided by MeA ~ 7-15~4220.
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the discharge of his/her duties.
(3) Any person may be appointed as voting members if they reside within the
municipality. The preferred composition of the NSURB would include two residents of
the District, two business owners in the District, and one member at large.
(4) A voting member may be removed for inefficiency, neglect of duty, or
misconduct in office.
(5) The appointment of voting members shan be ratified aIIDually by the City
Commission.
A majority of the voting members shall not hold any other public office under the
municipality other than their membership or office with respect to the NSURB.
The powers and responsibilities of the NSURB shall be exercised by the members
thereof according to adopted bylaws approved by the City Commission. A majority of
the members shall constitute a quorum for the purpose of conducting business and
exercising the powers and responsibilities of the NSURB and for all other purposes.
Action may be taken by the NSURB upon a vote of a majority of the members (three)
unless in any case the bylaws shall require a larger number.
In addition to the five voting members, the NSURB shall be composed of a non-
voting membership of not more than four individuals. The initial membership shall
consist of one member appointed for I year, one for 2 years, one for 3 years, and one for
4 years. Each appointment thereafter shall be for 4 years. These individuals must
possess demonstrated interest in the district, specific expertise or other qualifications
necessary to help implement the plan.
(1) Each non-voting member shall hold office until his/her successor has been
appointed and has qualified.
(2) A non~voting member shall receive no compensation for hislher services but shall
be entitled to authorized necessary expenses, including traveling expenses, incurred in
the discharge of his/her duties.
(3) A non-voting member may be removed for inefficiency, neglect of duty, or
misconduct in office.
(4) The appointment of non-voting members shall be ratified annually by the City
Commission.
Initial administrative staff duties for the NSURB will be performed by city staff
as available until other funding shall be available from alternate sources and permanent
staff hired. The NSURB will make every effort to fund its own staff, either by
contracting for services with existing public agency staff, contracting for services with a
private firm, or hiring a staff. The FY08 work program shall specify the staff
arrangement.
The NSURB may exercise any of the powers specified in MeA ~ 7-15-4233.
However, no entrance to any building or property in any urban renewal area in order to
make surveys and appraisals in the manner specified in 7-15-4257 shall be made without
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s. Private property shaJl not be acquired for other private use through the eminent
domain process in the implementation of any aspect of this plan
6. The City shall not limit Its vision for the District Improvements to monies
available solely through the TIF funding.
7. Projects shall consider impacts on adjacent neighborhoods.
8. The city shall consider the impact on the District of all projects undertaken
outside of the District.
EXECUTING THE PLAN
INTRODUCTION
Once adopted, this Plan becomes the official policy guide for public action
regarding the North Seventh A venue Urban Renewal District. These policies can only be
transformed into action through an effective implementation program. The framework for
implementation described herein depends on sound processes of administration,
financing and evaluation. As the implementation of this Plan proceeds, new
opportunities will arise and unforeseen problems will emerge. The Plan's administration
must be sufficiently flexible to respond effectively to changing circumstances without
losing sight of long range goals.
ADMINISTRA TION
To implement this Plan, an Urban Renewal Agency will be created, hereafter
referred to as the North Seventh Urban Renewal Board (NSURB). The NSURB is
responsible for the implementation of this Plan, pursuant to MeA ~ 7-15-4232.
Specifically, the NSURB will: 1) develop plans which implement the vision for the
District; 2) review on an ongoing basis the operation and processes of all public agencies
to assure that such activities are supportive of the Plan; and 3) advocate and coordinate
the complete and full implementation of the Plan.
Individuals appointed to the NSURB shall have a demonstrated interest in the
District or adjacent neighborhoods. Pursuant to MCA ~ 7-15-4234, the mayor, by and
with the advice and consent ofthe City Commission, shall appoint the NSURB, which
shall consist of five voting members. The initial voting membership shall consist of one
NSURB member appointed for I year, one for 2 years, one for 3 years, and two for 4
years. Each appointment thereafter shall be for 4 years.
(1) Each voting member shall hold office until his/her successor has been
appointed and has qualified.
(2) A voting member shall receive no compensation for his/her service but shall
be entitled to authorized necessary expenses, including traveling expenses, incurred in
~ 11 -
followed:
1. Provide a distinct identity for the corridor.
2. Develop the corridor as a focus for commercial and entertainment
activities that serve residents and visitors alike.
3. Strengthen the corridor as a neighborhood service center.
4. Provide mixed use development.
s. Clearly define gateways at key locations along the corridor.
. 6:Improve auto, bicycle and pedestrian circulation along the
corridor.
7. Provide pedestrian connections to adjacent neighborhoods.
8. Establish a wayfinding system.
9. Guide new development along the corridor such that It Improves the aesthetic
experience.
10. Coordinate public and private improvements.
11. Strengthen connections between complementary uses.
12. Provide flexible public space along the corridor.
GUIDING PRINCIPLES
In addition to the specifically stated goals for the District, the following Guiding
Principles have been adopted to provide a basis for decision. making over the life of the
District. These principles should be applied to any development~ program or other
activity that will affect the District.
t. Ensure the health, safety, and security of the District.
2. Balance commerce and IIvabWty In the District within the mixed-use
framework.
3. Public open space Is essential to a healthy and appealing urban environment.
4. Tbe costs of projects and programs shall be weighed against their benefits to the
District.
.10-
EXISTING CONDITIONS.
North 7th A venue is primarily auto-oriented at present and is not conducive to pedestrian
activity. The development patterns that have occurred on the commercial strip have
resulted in buildings that are set back from the street with parking in front. Many of these
conditions are identified on the Design Issues map [ in the DCP]. Although there have
been efforts to beautify the corridor through streetscape and landscape improvements. it
still falls short of being a pedestrian or bike-friendly environment. The following issues
were identified in the Design Objectives Plan Update and in [the DCP's] public outreach
efforts.
Some Specific Issues
· DJfficult pedestrian crossing 1-90
· Lack of bicycle commuter lanes
· Left turn at Durston virtually impossible
· Drainage issues at Durston
. Poor lighting
· Many curb cuts, which disrupt sidewalks and encourage multiple turning movements
that inhibit traffic flow
· Poorly defined walkways along the highway and within properties
· Incomplete bicycle route
· Discontinuity in sidewalks
· Lack of cross-property access between Parcels
· Buildings set back from the street, thereby failing to provide interest at the sidewalk
· Key intersections are poorly defined. making for difficult pedestrian crossings
· School zone crossings are dangerous
· Public way finding signs are sparse and difficult to read
· Pedestrian crossings where people feel safe are few
· Poor maintenance and dusty
· Lack of boulevard grass between the sidewalk and street
· Provide proper lighting, stop lights for large truck traffic on inlets and outlets
· Improper tie-ins with Main, South 8th and Babcock
MISSIONI VISION
This Plan is the city's response to remedy the conditions of blight found in the
August, 2005 report through thoughtful redevelopment of the Corridor. The following
Corridor Goals are taken from the DCP. An expanded description of the intent of each
goal is found in the DCP Chapter 2.
Corridor Goals
A basic goal is to have an active and exciting corridor that is attractive, with a distinct
character. A strategy for achieving this goal is to improve the experience for the user by
creating safe, attractive walkways and streets, and by providing buildings and
landscaping that are of interest to users and passersby. Several key strategies should be
-9-
CONTEXT
North 7th Avenue is a vital part of the City of Bozeman. It serves as a major circulation
corridor and is home for a variety of businesses that contribute to the vitality of the
community. However, important as the corridor is today, its full potential is unrealized
and issues remain. Some of those issues include its effectiveness in connecting with other
parts of the city and the types of uses and degree of intensity of development that may
occur. The goal of this plan is to develop a framework plan that addresses technical
questions about the area, while providing a vision for the future. A key objective is to
establish a distinct identity for the corridor and the subareas within it.
DESCRIPTION
North 7th Avenue is an established entryway corridor that extends from 1-90 south to
Main Street. This Class 11 corridor is automobile oriented; however, it has the potential to
become more pedestrian-oriented. The scale of the street, and the character of uses
emerging along it, are conducive to pedestrian activity. at least for the area south of the
highway. This is in part because parcel sizes are comparatively smaller here than on
some of the newer, outlying corridors.
North 7th A venue can play the following
roles:
· Neighborhood service center
· Economic generator
· Gateway
· Complement to the Fair Grounds
· Complement to downtown
· Connector to Montana State University
Plan components to be considered in redeveloping North 7th Avenue as a particular place
with an identifiable character:
· Automobile circulation
· Bicycle circulation
· Development patterns
· Landscape opportunities
· Pedestrian circulation
· Public transit
· Way finding
- 8-
Land Use
The District primarily includes areas of commercial, residential, agricultural,
industrial, and public uses.
Commercial Activity
The ~istrict includes one of the city's oldest auto oriented commercial strips.
Much of the area was developed more than fifty years ago and much has been developed
or will develop largely due to the influences of transportation features, particularly North
Seventh A venue, Interstate 90, and Oak Street. These transportation corridors shape
many of the elements of the District including platting of land and land use, access,
traffic and circulation, and development patterns.
Residential Neighborhoods
Well established and well kept residential neighborhoods adjoin North Seventh
Avenue commercial development on both the east and west. A portion of these
neighborhoods is included in the District to assure that redevelopment of the Corridor
includes careful consideration of the issues associated with these established residential
areas.
A map of the District is found in Figure I and a metes and bounds description of
the area included in the District is contained in Attachment "B".
Planning Process
The planning activity for the District was conducted through the preparation of a
Design and Connectivity Plan for the North Seventh Corridor (DCP) prepared by Winter
and Company. An Urban Renewal Planning Committee was appointed by the City
Commission and this group worked with staff and Winter and Company to identify a
scope for the project. A public workshop was held on February 15,2006 and another
more focused workshop conducted on May 25, 2006. Advertising in the Chronicle
notified the public prior to each workshop. The Consultant presented the Draft Design
and Connectivity Plan on August 1,2006 to the public, the DRB. and at a joint meeting
of the Zoning Commission, Planning Board, and City Commission. The DCP was finally
adopted by the City Commission on October 23, 2006.
The DCP constitutes the vision for redevelopment and rehabilitation of the
Corridor in this urban renewal plan. The DCP was prepared with the acknowledgement
that it would serve as the design framework for this urban renewal plan and is hereby
adopted by reference as part of this plan. The DCP is available at the City Clerk's office
or on the internet on the planning page at www.bozeman.net.
The following sections addressing Context, Description, and Existing Conditions
are taken from the DCP.
-7-
NORTH SEVENTH AVENUE URBAN RENEWAL PLAN
INTRODUCTION
This Urban Renewal Plan was prepared by an eight member committee composed
of business owners and business and residential property owners from the area covered
by the plan (the District) and a member from the adjacent residential neighborhood in
response to the City Commission's finding of blight on August 22, 200S (Resolution
#3839) (Attachment "An). The City CommissIon supported the blight designation in
order to create an Urban Renewal District because it believed this would encourage
redevelopment and infill within the city limits and that the Tax Increment Finance (TIF)
District created by the designation would help facilitate such activity.
DISTRICT
The boundary of the District is depicted in Figure 1 and is ~enerally described as
the commercially zoned property between N. Slh Avenue and N. 81 Avenue from Main
Street north to the ci~ limits, vacant R-4 zoned parcels between Tamarack Street and
Oak Street from N. 51 Avenue to N. 3rd Avenue right of way extended, and a
commercially zoned parcel north of Oak Street between N. 3rd Avenue right of way
extended and the N. Black Avenue alignment. Between W. Main Street and West
Lamme Street, the study area extends east only as far as a point roughly mid - block
between N. 7th Avenue and N. Slh Avenue. A metes and bounds description is provided
in Attachment "B".
Growth Policy Land Use Designations
The Bozeman 2020 Conununity Plan designates the area along the N. ih Corridor
as Neighborhood Commercial, Regional Commercial and Industrial. Some of the area
east ofN. Slh Avenue between Tamarack and Oak is designated Residential, and the area
east along Oak Street contains Regional Commercial and Industrial designations.
Zoning Classifications
The District primarily consists of "B-2, Community business District" zoned
parcels. East of the corridor, two large vacant parcels are zoned "R-4", Residential High
Density District". and uM-I, Light Manufacturing" zoned parcels are located on the north
end of the study area.
Land Area
The District encompasses roughly 323 acres or approximately 3.0 % of the
approximately 10763 acres which comprised the total area of the city of Bozeman in
August. 200S.
-6-
NORTH SEVENTH AVENUE URBAN RENEWAL PLAN
CONTENTS
Introduction page 4
District page 4
Context page 6
Description page 6
Existing Conditions page 7
Mission/Vision page 7
Corridor Goals page 7
Guiding Principles page 8
Executing the Plan page 9
Finance page 13
-5-
CITY OF BOZEMAN
NORTH SEVENTH AVENUE URBAN RENEWAL PLAN
Prepared by:
The North Seventh Avenue Urban Renewal Plan Committee
Doug Alexander
Andrew Cetraro
Susan Fraser
Mike Gaffke
Prepared for:
Mike Hope
Sherry Reid
Carl Solvie
Michelle Wolfe
The Bozeman City Commission
Jeff Krauss, Mayor
Steve Kirchhoff
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Design and Connectivity Plan for
North 7th Avenue Corridor
Bozeman, Montana
October 5,2006
By:
Winter & Company
Ralph Johnson
Marvin & Associates
Table of Contents
Chapter 1 Introduction Appendix A
Design Objectives 2 Alternative Street Sections 43
Plan Process 2 Appendix B
How the Plan Should Be Used 2
Existing Conditions 3 Modern Roundabouts 45
Appendix C
Chapter 2 Design Framework North 7th Avenue Corridor Traffic 48
Corridor Goals 5
Corridor Design Synthesis 8 Credits
The Street Design 8
Street Section 8 Bicycle Board
Planted Areas 14 Beautification Board
Intersection Improvements 15 Design Review Board
Street Components 17 North 7th Property Owners
1-90 Improvements 17 Review Committee
Pedestrian Improvements 18 City of Bozeman Residents
Bicycle Improvements 19
Public Spaces 20
Streetscape Improvements 21 City of Bozeman
Public Art 24 Ron Brey
Wayfinding 25 Susan Kozub
Parking 27
Opportunity Areas 28 Consultants:
Winter & Company
Chapter 3 Implementation Ralph Johnson
Administrative Actions 37 Marvin & Associates
Regulatory Actions 38
Financing Actions 38
Prioritization Criteria 40
Copyright;c July 2006 by Nore V. Winter
Chapter 1
Introduction
North 7th Avenue is a vital part of the City of
Bozeman. It serves as a major circulation cor-
ridor and is home for a variety of businesses
that contribute to the vitality of the com-
munity. However, important as it is today, its
full potential is unrealized and issues remain.
Some of those issues include its effectiveness
in connecting with other parts of the city and
the types of uses and degree of intensity of
develo pment that may occ ur. The goal of th is
plan is to develop a framework plan that ad-
dresses technical questions about the area,
while providing a vision for the future. A key
goal is to establish a distinct identity for the
corridor and the subareas within it.
Description
North 7th Avenue is an established entryway
corridor that extends from 1-90 south to Main
Street. In the city's rating system, this is a
Class II corridor wh ich is automo bile-oriented;
however, it has the potential to become more
pedestrian-oriented while serving its arterial
function. The scale of the street, and the
character of uses emerging along it, are ones
that are conducive to pedestrian activity, at
least for the area south of the highway. This
is in part because parcel sizes are compara-
tively smaller h ere than on some of t he newer,
outlying corridors. This means that there are
opportu n ities to red evelo pin ways t hat can be
more ap peal i ng to pedestrian sand b icycl ists.
While 7th Avenue itself is the central spine
of the corridor, it is immportant to consider a
broader area as the full corridor. The streets
and properties stretching from 5th Street to
8th Street therefore are integrated into these
co nsiderations.
North 7th Avenue can play the following
roles:
· Neighborhood service center
· Economic generator
· Gateway
· Complement to the Fairgrounds
· Complement to downtown
· Connector to Montana State
University
Plan components to be considered in rede-
veloping North 7th Avenue as a particular
place with an identifiable character:
· Automobile circulation
· Bicycle circulation
· Development patterns
· Landscape opportunities
· Pedestrian circulation
· Public transit
· Wayfinding
Design Objectives
The design objectives for the corridor were
defined through a public process during
the development of the City's 2005 Design .
Objectives Plan Update (the update to the
1992 Design Objectives Plan), which outlines
a general character for the area. The objec-
tives in that plan are organized in the followi ng
three categories:
Neighborhood Level Objectives
· Maintain views of the mountains to the
east and south.
· Expand a landscape median to soften the
hardscape.
· Promote installation of street trees.
· Establish small pockets of public and
private open space.
· Minimize visual clutter along the corri-
dor.
· Accommodate pedestrians and bicy-
clists.
· As this is a primary entryway for first-time
visitors, provide signage that indicates
areas of interest such as the University, the
Museum of the Rockies and Downtown.
Site Level Objectives
· Enco urage the rehab ilitation and red evel-
opment of parcels that are underutilized
or do not meet current standards.
Establish a stronger relationship between
buildings and the street by providing
pede~rian connections and orienting
buildings to the street.
· Incorporate pedestrian amenities and
landscaping in existing developments as
well as in new ones.
· Incorporate public art in small pocket
parks and plazas.
Building Level Objectives
· Prom ote desig ns that add interest as seen
from the road while establishing a sense
of relatedness to the region overall.
· Encourage bu ild ings of two or more stories
to increase density.
Plan Process
The development of the plan included active
pu bli c part ic ipation in a series of workshops.
In these workshops participants defined
and/or commented on physical, cultural and
economic issues, assets and opportunities
that would enhance connectivity throughout
the North 7th Avenue study area. This input
helped to establish a clear vis ion for the No rth
7th Avenue Corridor. Other stakeholders and
interested parties contributed ideas in small
focus groups and interviews. The plan also
bu ilds u po n i nformat io n provi ded in the Great-
er Bozeman Area Transportation Plan 2001
Update, the Bozeman 2020 Community Plan
and the Design Objectives Plan Update.
How the Plan Should be
Used
This plan should serve as a formal policy
document related to improvements along
North 7th Avenue. It should be used when
planni ng im provements alo ng the corridor, and
as a means for recruiting businesses in the
area. I n ad d it i on it s houl d serve as a road ma p
for private property owners, investors and
individual businesses in planning individual
projects, such that they will help to reinforce
the overall vision for the area.
The purpose of this plan is:
· To provide a design framework plan for
improvement projects along the corridor
that will enhance connectivity for the
pedestrian, bicyclist and automobile,
· To illustrate the vision for the plan,
· To provide implementation strategies and
funding mechanisms.
In th e ti m e between now and imp lementat io n,
concepts addressed in this plan will need to
be reviewed for possible phasing ideas. In
that time, options will need to be weighed
and needs will need to be balanced. The
upcoming transportation plan that Bozeman
will be undergoing may be an ideal time in
which these needs can start to take effect.
Of course, some concepts in the plan will be
a challenge to implement. At these times, a
co m m ittm ent will be req u ired from all involved
parties.
Existing Conditions
North 7th Avenue is primarily auto-oriented
at present and is not conducive to pedes-
trian activity. The development patterns that
have occurred on the commercial strip have
resulted in buildings that are set back from
t he street with parki ng in fro nt. Many of these
conditions are identified on the Design Issues Some Specific Issues
map on the following page. Although there . Difficult pedestrian crossing at 1-90
have been efforts to beautify the corridor . Pedestrian crossings where people feel
through streetscape and landscape i m prove- safe are few
ments in the past, it still falls short of being a . Poorly defined walkways along the high-
pedestrian or bike-friendly environment. way and within properties
· School zone crossings are dangerous
· Key intersections are poorly defi ned, mak-
ing for difficult pedestrian crossings
· Discontinuity in sidewalks
· Lack of bicycle commuter lanes
· Incomplete bicycle route
· Public wayfinding signs are sparse and
difficult to read
· Lack of cross-property access between
parcels
· Many curb cuts, which disrupt sidewalks
and encourage multiple turning move-
ments that inhibit traffic flow
· Left turn at Durston difficult
· Drainage issues at Durston
· Buildings set back from the street,
thereby failing to provide interest at the
sidewalk
· Lack of boulevard grass between the
sidewalk and street
· Poor maintenance and dusty
· Poor lighting
Traffic Conditions
As a primary entrance to the Bozeman area,
North 7th Avenue carries a range of vehicles
on it, from compact cars to interstate type
tractors and trailers. The const ruction of Oak
Street has hel ped alleviate some of the streets
on 7th avenue by creating a connection to
North 19th Avenue, another major avenue in
the area, however traffic flow along the corri-
dor is still heavy. The intersection at Oak Street
is relatively new and, due to its co nnective na-
tu re, co ntai ns the highest traffic volume along
the corridor. Major intersections such as 7th
and Main, 7th and Mendenhall, and 8th and
Main are all in close proximity to each other.
The queues that occur due to this proximity
back traffic flow into adjacent intersections.
Similar delays also occur at the intersection
of Durston, Peach and 7th. Other modes of
traffic, such as bicycles and pedestrians, are
mi n imal. Hosti Ie envi ran ments for pedestrians
and bicyclists exist, such as the multiple turn
lanes of the on ramps at 1-90. Even in town,
pedestrian activity on 7th Avenue is limited to
short distance trips within certain segments
of the corridor.
The following issues were identified in the
Design Objectives Plan Update and in this
plan's public outreach efforts.
.
Provide proper lighting and stop lights for
large truck traffic on inlets and outlets
Improper t i e-i n s with Mai n, South 8t hand
Babcock
.
7;
J
Scale L~"~---1 North C\
O' 175" 350" no) V
Design Issues Map
The Design Issues Map identifies the primary issues within the
study area. These were defined by the citizens of Bozeman in
the first public workshop.
4
. Surface lots
. . .. . S tree~ connectivity issues
. .. Otfticu!t Bi~.e!Pedestrian Ways
~ Eflvironmenlal constlalFlts
New road
o Drainage issues
1 Inte'sectlon lacks ident>ty
~ and IS congested. difficult
pede st na n crossmg
2 ) Oilflcult pedestrian anti bicycle
;;", c rossulg
Chapter 2
Design Framework
This section provides an overview of recom-
mended enhancements along the corridor.
Circulation, development opportunities and
street improvements are add res sed .1 m prove-
ments are suggested and specific for several
subareas that are defined. More detailed
recommendations and design schematics
are also provided.
Corridor Goals
A basic goal is to have an active and excit-
ing corridor that is attractive, with a distinct
character. A strategy for achieving this is to
improve the experience for the user by creati ng
safe, attractive walkways and streets, and by
providing buildings and landscaping that are
of interest to users and passersby. Several
key strategies should be followed:
1. Provide a distinct identity for the
corridor.
The corridor should express its identity as
a vibrant center of unique activities in a liv-
able, walkable setting. A consistent scheme
of landscape and streetscape elements
should be used to express this unified iden-
tity. This includes a coordinated set of street
furnishings, lights and paving designs. Also
where there is an opportunity, enhance the
streetscape with public art. These features
should be designed such that the character
of the corridor is distinctly different than that
of the downtown historic district.
2. Develop the corridor as a focus
for commercial and entertainment
activities that serve residents and
visitors alike.
Encourage dining and entertainment uses to
locate along the corridor, espec ially in clusters
where a distinct identity can be reinforced.
Also promote accommodations and confer-
ence uses.
3. Strengthen the corridor as a
neighborhood service center.
New development along the corridor should
be "double-fronted," relating to the neighbor-
hoods as well as the avenue. This will present
opportunities for businesses that serve resi-
dents to be accessible directly, especially by
pedestrians, thereby reducing vehicle miles
traveled. Also, provide landscape buffers
where development is less complementary
to residential neighborhoods.
4. Provide mixed use development.
Some residential uses should be mixed with
comm ercial activities alo ng the corri dor, hel p-
i ng to make North 7th Aven ue a neig hborhood
in its own right. A development configuration
co uld incl ude com mercial services on the mai n
r:o
/\ streetscape element, such as a transit
shelter. can provide a public art opportunity.
These creative solutions can provide a distinct
identity to the corridor.
The feasi b i I ity of en ';a nc i ng 0 r proviti i ng n e'li
con"ections across 1-90 need to I'e addressed.
This could potentially be achieved by rehabiii-
t.ltinq the bridge at 7th or providing a new
underrass at the proposed recreational trail.
.'0
level fronti ng the corridor, with residential uses
above and behind.
5. Clearly define gateways at key
locations along the corridor.
Entries should be distinctively landscaped
and well-signed so that you clearly know,
"you have arrived. "
6. Improve auto, bicycle and
pedestrian circulation along the
corridor.
Improve streets, bikeways, sidewalks and
trails to allow safe navigation and access to
the corridor and through it. The street system
should be fine-tuned: intersection improve-
ments should be implemented to facilitate
traffic movement and pedestrian safety. Se-
lect intersections should also be renovated
to enhance function and safety. Emphasis
should be placed on bicycle and pedestrian
circulation and connectivity. Community par-
ticipation with regard to Montana Department
ofTransportation and Federal decisions about
. the corridor is imperative.
7. Provide pedestrian connections to
adjacent neighborhoods.
Provid e pedestrian con nectio ns from adjacent
residential neighborhoods that allow for easy
access to and from activities in the area.
8. Establish a wayfinding system.
Th is should have a co nsi stent graph ic charac-
ter and yet indicate a hierarchy of wayfinding.
Information should be presented strategically
to identify key places and routes.
9. Guide new development along the
corridor such that it improves the
aesthetic experience.
The Design Objectives Plan contains guide-
lines for new development along the corri-
dor. Application of these guidelines will help
strengthen the appearance, character and feel
of development along the corridor.
10. Coordinate public and private
improvements.
Public and private improvements should be
coordinated so that investments are maxi-
mized. For example, completing a link in a
public walkway may occur when an adjacent
property redevelops.
11. Strengthen connections between
complementary uses.
Strengthen the conn ectio ns betwee n the hos-
pitality subarea & the fairgrounds, the High
School & residential neighborhoods across
North 7th, and the High School & residential
neighborhoods across Main St. Also improve
connections between residential neighbor-
hoods that are adjacent to the corridor.
12. Provide flexible public space along the
corridor.
Active public spaces should be located along
t he corridor to an imate t he street an d to make
it different from other areas in town. Provide
a festival lot or festival street, which can
serve as a street at times or be closed off for
festivals at key locations. One is proposed at
Aspen Street.
Design Framework Map
Key feat ures of the framework design co ncept are identified on
the map. This includes gateways, key intersections, pedestrian
and bicycle improvements, street extensions and opportu-
nityareas. These areas provide an excellent opportunity to
strengthen the 7th Avenue corridor and are described in more
detail in the Opportunity Areas section of this chapter.
0 Gateways ..... Enhanced Road Connect,,,,ty
0 Key Inlerwc1<ons - E nha need Bi eye Ie andlo r
Pedestnan lmprovement.s.
Opporlun,ty Area 2 and 4
- Ex isllng BI kew a,'
. Enhanced Parks/Open Space
. Pote nlia; Ped e s toa nrB!" e
Enhanced Hosp i tal ily Area 3 Cro~s"'g Ar?a
E nhaneed Am v al Area 1 0 Celebr ale F alrgroLnd Enlrance;
akJ ng Oa k (E xa ct loca t,O'1 10 nei
iW~~ Festrval Street ceterm.r;ed} l
7
. . . . . . . . . . . . . . . . .
. .
. .
. The big idea is to think of .
. the "corridor" as being .
. several blocks wide with .
. 7th as the central spine. .
. .
. .
. . . . . . . . . . . . . . . . .
8
Corridor Design
Synthesis
In this section several over arching design
opportunities and improvements are identified
and more detailed concepts are presented.
Topics addressed include: traffic & circulation,
the physical design of the street, development
patterns & land use, and wayfinding. Several
opportunity sites are illustrated that synthesize
a vision for subareas within the corridor.
The Street Design
The basic image of the street design is a
green, tree-I i ned street where pedestrians are
buffered from the traffic lanes. The proposed
street designs seek to balance the needs of
pedestrians, bicyclists and automobile users.
They accommodate current and proposed
traffic demands and provide alternative design
solutions to accommodate these demands.
A challenge is to balance the fu nctional needs
for the mix of circulation modes that can
occur along the street. Ideally, pedestrians,
bicyclists and motorists will all be able to
move safely and efficiently along the corridor.
Another challenge is to enhance the corridor
as a key entry into the city and celebrate ar-
rival at the crossroads of 7th and Main. This
can be achieved with landscaping, public art
and street furnishings. The corridor should
also serve local businesses as a parking
resource.
On North 7th Avenue, an updated traffic
analysis should be completed to assess
the current traffic impacts before street
design improvements are undertaken. Any
traffic flow improvements should enhance
pedestrian crossings at gateways and key
intersections.
Street Section
The overall width of the existing right-of-way
Ii m its the ways in whic h the c irc ulatio n modes
may be included. Thi s d i men sion varies ala ng
7th Avenue. It's central section is wider (90
to 100 feet) and the northernmost section is
wider still (approximately 150 feeL) The road
section is more constrained at the southern
end, which further challenges the options
available there. Through the public process
several street options were considered and
discussed. The preferred street sections are
presented here. They illustrate design solu-
tions for the different areas.
In determining the preferred street section
the primary issue of how to accommodate
on-street parking and a designated bicycle
commuter lane was addressed. The existing
rig ht -of -way can accom modate both conti nu-
ously, if a narrower travel lane is adopted.
These alternative street sections are also
directly related to slowing traffic to 20 MPH,
roundabouts to increase traffic flow and con-
version of North 7th to its primary purpose of
being a mixed use neig h bo rhood that includes
retail, office and residentail uses with empha-
sis on pedestrian safety and convenience to
all community members. To achieve these
street sections will require negotiations with
the Montana Department of Transportation.
The proposed combination will result in an
effective integration of pedestrian, bicycle
and vehicular traffic.
The following street sections illustrate ideal
conditions. It is recognized that in some
instances private property extends into the
areas shown for public sidewalks and land-
scapi ng.1 n these ci rcu mstances un iq ue sol u-
tions should be sought to enhance both the
private property's character and the public's
aspirations for connectivity and visual char-
acter consistent with the goals of the North
7th Avenue Connectivity Plan.
Other street sections and intersection optio ns
that were considered are located in the Ap-
pendix for reference purposes.
Street Area Map
The corridor is organized conceptually into three areas, which reflect
different design opportunities related to street width. They are char-
acterized by differing right-of-way widths and building placement.
The street section changes within each of these areas. Note Area A
improvements will be phased.
9
Travel Larre
10'
Travel Larre
10'
Street Section A, - Long-term Concept
70'
Pian A, - 70' (+/ -) Section. This
street section Ivill need to be phased
10
AREA A
The vision for this area is to provide a pedes-
trian and bicycle friendly environment where
the sidewalk is buffered from the street by a
tree-lined planting strip. Improvements in this
area should be addressed in two phases. The
first phase includes enhanced crosswalks,
turn lane improvements and a detailed en-
gineering study. The study would address
both traffic flow and design implications of
the proposed roundabouts.
This portion of the study area stretches from
Main to Beall and is defined by the narrowest
street section. A variety of building setbacks
occur, but most are located on small lots and
are oriented to the street. Wh ile the space here
is very constrained, the goal is to establish
a buffer between sidewalks and travel lanes.
Attached sidewalks exist at the curb edge.
Travel Lane
10'
Travel Lane
10'
Several surface lots are located in front of the
buildings. In many instances these lots abut
the edge of the sidewalk with little buffering,
these issues should be addressed.
Street Section A
This section provides four travel lanes (two
in each direction). Separate bike lanes would
be provided. Sidewalks are separated from
the curb with a planting strip, which buffers
pedestrians. There is no on-street parking
and there is not a dedicated turn lane. This
option could apply to the southernmost por-
t ion of t he corridor, near the i ntersecti 0 n with
Main Street. Additional ROW will need to be
obtained for the islands located at intersec-
tions associated with Phase II roundabout
i nstallat ion.
idewalk
5'
Travel Lane
10'
Street Section B - 90' Cross Section
AREA B
The vi sion for th is area is to prav ide a pedes-
trian and bicycle friendly environment that is
enhanced by a tree-lined street. Trees would
be located in both the planting strip and the
median. The pedestrian would be buffered
from automobiles by both a planting stri p and
parallel parking lane. To further enhance the
corridor experience, a mid block bump-out
should be provided.
This portion of the study area is defined by a
wider street section, and some planted me-
dians have been provided. Many strategies,
both public and private, will be needed to en-
hance and maintain the landscaped median.
Within Area B, a variety of building setbacks
occur. Most of the buildings in this area are
located on larger lots and are oriented to the
street. Sidewalks are discontinuous. Several
90'
large surface lots are located in front of the
buildings. In many instances these lots abut
the edge at the sidewalk with some areas of
landscaping provided as a buffer.
Street Section B
There are fou r travel lanes, two bi ke lanes and
parallel parking is provided on both sides of
the street. A median would be in the center,
but would be replaced in part with a dedi-
cated turn lane at key intersections. A narrow
planting strip is provided. An additional 4' of
ROW will need to be obtained to meet the
street section. If th is is not teas ible, on -street
parking will need to be revisited.
Travel Lane
10'
'-6" Curb & Gutter J
Plan B - 90' (+) P.C),.',.'
11
idewal
5'
Street Sectior B - 100' Cross Section
12
Travel Lan e
10'
Travel Lane
10'
Median
11'
100'
Travel Lan e
10'
Travel Lane
10'
idewal
5'
Street Section C - 150' + Sect,ion
AREA C
The goal for this area is to maintain a rural
image. A greater planting strip can be real-
ized because of the generous right-of-way.
The vision is to provide clusters of trees along
the sidewalk edge. A street median would
be provided to announce ones arrival into
Bozeman.
This portion of the study area is defined by
a wide street section. Many strategies, both
public and private, will be needed to enhance
and maintain the landscaped median. Within
Area C, buildings are set back significantly
from the street. Most of the buildings in this
area are located on larger lots and some are
oriented to th e street wh i Ie others are oriented
to the interior of the lot. Several large surface
lots are located in front of the build ings. These
lots are set back from the street right-of-way,
with some areas of landscaping provided as
a buffer.
Street Section C
In this area there will be four travel lanes. Bi-
cycles will share the outside travel lane with
automobiles on a paved shoulder. The street
can accommodate a median. To accomodate
pedestrians and bicyclists off street, a de-
tached shared use path would be provided.
It is intended the trail would be used by those
working and staying in the area and would
link to other trail systems. It is not intended
to connect across 1-90 unless the highway
bridge is rehabilitated to accommodate foot
and bike traffic.
Plrln C - 150 + RUv"/. The si~~eviak can
rreander or be straight.
13
Landscape improvements on private
properties along the corridor are encour-
aged. The design ccncep"t; for the street
includes the futu re planting of street
trees in planting stri ps.
14
..r- .1f- ~-.. .~_.
"i> - --
-..... . " L~,'\.
,.
. ~,-------
. ~..--
.~..--
--.--~- ~--
,A., consistent scheme of landscape and
streetscape e!errents shouic:J be used to ex-
press a unified identity. A palette of ornamen-
tal grasses. shrubs a'ld trees should be used.
Planted Areas
Planted Median
Planted medians should be installed where
space permits along the corridor; they pro-
vide benefits that are both functional and
decorative. Some of the benefits include: an
enhanced corridor experience, pedestrian
refuge areas at crosswalks, visual continu-
ity, defined traffic lanes and reduced turning
movements.
Planting Strips
This is the portion of the street section that
is located between the sidewalk and street
curb, in some cases it occurs on both sides
of the sidewalk. Planting strips should be
provided continuously along the corridor and
be enhanced with landscaping, light fixtures
and pavi ng material whe n feasi ble. When they
are adjacent to the street they should meet
these planting standards:
· 2' and less in width - these areas should
be paved with brick pavers, decorative
concrete, or other approved material.
· 2' upto 5' in width - plantings should not
exceed 3' in height; the city forester may
consider street trees on a case-by-case
basis.
· 5' and greater in width - these areas
should be planted to a minimum of 60%;
the remaining area should be paved with
brick pavers, decorative co ncrete, or other
approved material.
· See city forester for appropriate planting
materials.
Intersection Improvements
Pedestrian and vehicular conflicts along 7th
Avenue should be resolved.
In m any locatio ns it is a challenge to cross the
street because the crosswal k is ill-defined and
the crossing distance is extensive. In order
to improve pedestrian safety, intersections
should be enhanced with defined crosswalks
and pedestrian islands should be located at
the center median when feasible.
It is also important to resolve impeded ve-
hicular circulation. This is mostly caused by
left turn movements along 7th and the difficult
intersection at 7th and Main. Discontinuous
streets also impede traffic flow. The lack of
identity and arrival at several intersections is
also an issue. Turning lanes should be pro-
vided to accommodate left turn movements
and the intersection of 7th and Main Street
should be redefined as a primary Gateway
and arrival into the center of the city. Th is is a
great opportunity and one that should not be
overlooked. There are two opt io ns presented
forthese improvements, which are presented
as two phases of execution.
I
N. 7th Ave
1I11111tlllllll
~
~ IN. r,1ain
II-ee
::
Area A Gateway at 7th and Main
Phase 1 Improvements
The gateway at 7th and Main is realized in
two phases. Phase 1 improvements include
enhanced crosswalks and turn lane improve-
ments.
k 7th hie
Area A Gateway at 7th and Main
Phase 2 Improvements
Phase 2 improvements include a roundabout
at the followi ng intersections: 7th & M ai n, 7th
& Mendenhall and 8th and Main (see oppor-
tunity site #4). The roundabout configuration
provides the following benefits: enhances
connectivity, minimizes traffic delay, reduces
accidents, slows traffic speed, defi nes shorter
pedestrian crossings and provides ample
landscaping opportunities. See Appendix B
for roundabout images and discussion.
15
N. 7th Ave
Area B Gateway Intersections
Gateway intersections improvements include:
defined crosswalks with decorative paving or
colored concrete, island refuge areas when
feasible, wayfinding and turn lane improve-
me nts defi ned by a paved median neckdown.
Bulb-outs occur at parallel parking lanes.
16
I
mllll::iJII:III11l111Ii
.
"'II!!' :trll [III'! :'II!"
,", ""'11<1'''1.111
N. 7th Ave
Area B & C (90-1 DO' ROW) Key Intersec-
tion Improvements
Key intersections improvements include:
defined crosswalks with painted strips, island
refuge areas when feasible, and turn lane
improvements defined by a paved median
neckdown. Bulb-outs occur at parallel park-
ing lanes.
".1..
.Iilil.'II.~::!".il,li
~
N. 7th !we
North (!)
Area A (70' ROW) Key Intersection Im-
provements
Key intersections improvements include:
defined crosswalks with painted strips, is-
land refuge areas when feasible, a paved or
landscaped median with low plantings.
All street sketches reflect appropriate size
to accommodate the turning radius of large
trucks expected to travel along the corridor.
Street Components
Crosswalks
Crosswalks at gateways should be clearly
defined with a paving material or treatment
that contrasts in color and texture with that of
the asphalt street. Key i ntersectio n crosswal ks
should be defined by a contrasting color;
painted strips would also be appropriate.
Bulb-outs
Bu I b-outs sho uld be provided at intersections
where parallel parking is anticipated. They
provide the following benefits: slow traffic at
the i ntersectio n, shorten the cross ing distance
for pedestrians, define the parking lane and
allow for additional streetscape furnishings
and enhancements. Bulb-outs also enhance
ADA compliance.
1-90 Improvements
Pedestrian and bicycle crossing at 1-90 is
unsafe. The following improvements should
be considered; a separate overpass, a trail
underpass and/or a walkable and bike-able
path at the existing highway bridge.
Crosswaks should be defined.
':=:urb ramps should be provioed at all cross-
w8lks.
~Hign'Nay Bridge
.~
An 1-90 underpass that connects the pro-
poseo recreational trail to t.ne regior.OJI sys-
t,em to the north of the nighway should be
considered. Due t..o environmentai and highway
constraints the tr;:;il woulo potentially "eed to
be built below water level.
17
F'rmiding pedestrii.1n connections to the cor-
ri C10r is ani m porta nt con s ide ratio nand shou I d
be provided.
Delineated pedestrian connections through
pfi rdng areas shoulo be provideC'.
18
Pedestrian Improvements
The existing circulation system is substan-
dard because it is in disrepair, interrupted
by numerous curb cuts and parking areas,
and discontinuous in many locations. Ar-
eas where improvements have been made
should be integrated into the new system
when feasible.
The corridor should be en hanced as a place for
pedestrians to encourage use from adjacent
neig h borhoods and promote the development
of a mix of uses. Making the corridor a place for
dining and entertainment will encourage the
visitor to walk from the hospitality area to the
corridor for activity and serve as a desti natio n
for citizens for a variety of purposes.
Pedestrian connections should be enhanced
throughout the development.
Pedestrians should find the walking experi-
ence along the corridor to be pleasant. This
should be a continuous experience with
numerous opportunities to be enjoyed along
the way. Pockets of landscaping should be
created that divide long walking distances
into shorter segments and provide sheltered
and/or enhanced areas for people to rest.
Public art projects could be a focus in these
areas. They could also serve as future transit
stops. A buffer should also be provided be-
tween the pedestrian and automobile with
landscaping and/or parallel parking from the
street and landscaping along surface parking
lots where they occur.
Enhanced recreational trails and secondary
connections to and from the corridor through
develo pment sho uld also occur. The followi ng
standards should apply:
Sidewalks
· Continuous brushed concrete
· All sidewalks will be separated from the
curb by a minimum 3' planting strip
· Minimum 5' clear walking zone
· Decorative paving at intersections and
pocket areas.
Recreational Trails
· Appropriate surfaces should be in-
stalled
· Minimum 12' clear shared use path
· Contemplative areas at key locations
Bicycle Improvements
The overall study area should be en hanced as
a place for bicyclists to encourage use from
adjacent neighborhoods as well as visitors
to the corridor area. These types of bicycle
ways should be considered:
Bicycle Lanes
These are paved ways reserved for bicycl ists,
but constructed as a part of the street. Typi-
cally, bike lanes are defined by a painted strip
and signs. These are to be located on the
east-west arterial cross-streets as well as
the adjacent parallel streets to 7th.
Bicycle Routes
These are streets in which bicyclists share
the travel lane with automobiles. Ideally, the
travel lane is wider than those designated
only for automobiles so that the motorists
have room to safely pass.
Recreational Trails
These are improved paths for shared use pur-
poses. These trails are shared by pedestri ans
and bicyclists, and if desired, the trail can be
split to accommodate the slower traffic.
Th,:: plan promotes the inclusion of bicycle
bnes on ~Jorth 7th. therefore bicycie ",rrenities
should be pw/ided.
/\ recreational trail is proposed to rw, parallel
to t1e corridor. This should accom"nC'date a
vclriety of users.
19
Public street ann surface parking lots
C:1n be converted into festive]! lots for
special events.
20
Pu bl ie spaces can en h a nee the pedestri a n expe-
rience along tne corndor.
Public Spaces
One of the key elements that can enhance
co n nectivity along the corridor for pedestrians
is to provide small pockets of active public
space along the street. This can include:
outdoor eating areas, transit stops, art sites,
and plazas. Public spaces are encouraged
in redevelopment areas as well; this could
i ncl ude recreational fiel ds and park I and. Flex-
ibe public spaces that serve two functions
can be provided as well.
Festival Streets and Lots
A flexible public space can be promoted
through a festival street or surface lot. These
areas serve as fully functional streets or
surface lots most of the time, but may be
closed off for special events. They are often
delineated with special paving and bollards.
At event times they are closed to traffic and
function as a public gathering space. Special
events such as markets, concerts or other
festivals transform the street. They often
include landscaping at the edge to provide
shade for the events and power supplies at
key locations.
Streetscape Improvements
Streetscape improvements benefit the entire
area, not just the businesses along the cor-
ridor. As the image for the corridor improves,
those visiting, living and working in the area
will feel more favorably about it and return
for numerous reasons.
The following elements should be included
in the streetscape improvements.
Decorative Paving
A textured paving with a muted earth-toned
color should be used to identify special pe-
destrian areas; this includes i ntersectio ns and
other places defi ned for pedestrians. A heavy-
duty, modular, interlocking paver or stamped,
dyed concrete may be used. Including public
art in the paving design or in the layout as an
accent should be considered.
Lighting
The existing cobra lights primarily illuminate
the roadway and intersections for vehicular
safety. There is no such lighting that has
been designed for the pedestrian, although
there are a few improvements that occur on
private property.
New low-scale light should be installed along
the street. A new cobra light should be in-
stalled in the landscaped median. A uniform
design should be used for pedestrian light-
ing throughout the area. The light standards
and luminaries should be a simple hooked or
s-neck style. The color and material should
be similar to that used downtown; this will
The corr bination of streetscape
elerrents ca r cre21te a vi br21 nt a 1d
exciti~g corridor.
21
.
New low-scale lig ht
should be installed
along the street.
Decorative paving 'Nould be used to identify
speci",i aredS.
~/,
~'--
provide continuity to the street system. Ban-
ners should also be provided to enhance and
celebrate the corridor experience. They can
also identify current events and festivals.
· Pedestrian lighting maximum 14' in
height
· Automobile lighting height should meet
highway standards
· Lamps should be directed downward
and shielded to reduce impacts on the
night sky as per City of Bozeman require-
ments.
Street Trees & Landscaping
Street trees exist in some locations and pro-
vide relief to the existing corridor. The vision
for the corridor is to provide a boulevard image
that will help to establish a distinct identity
for this area of the city.
A variety of tree species should be used to
provide a range of seasonal colors and to
protect the entire set from being decimated
by a single disease. Where the ROW is I im ited,
tree grates should be installed.
Landscape improvements should be installed
throughout the corridor. This includes the
gateways, medians, planting strips, and
pocket areas. A high plains and rocky moun-
tain planting palette that considers seasonal
variety, native plants and drought tolerant
species should be used (invasive species
should be avoided).
Maintenance is often a challenge: many
hands have been involved with installation
and maintenance throughout Bozeman. It is
anticipated that a partnership between the
public and private investors will be required
to effectively install and mai ntai n land scap ing
throughout the North 7th Avenue Corridor.
Street Furniture
Public street furnishings are nonexistent and
should be installed throughout the corridor.
Such items should be located in areas where
they can be clustered with other street fur-
ni sh i ngs and located in the appropriate areas.
Areas to consider include gateways, mid-
block pedestrian areas (bulb-outs or other),
and places where special events may occur.
There should be one area defined per block
and if the block exceeds 300' in length there
should be two areas installed. These areas
should be located an equal distance apart
when feasible. They should include benches,
waste receptacles, future transit shelters and
bike racks. A simple, contemporary, black
metal strap design would be appropriate.
Locate street furniture at gateways. mid-
block pocket points. and places where special
events may occur.
23
Public art shown here is both
funct:ioncll and decorative.
24
Public Art
The city should co nti n ue to increase its p u bl ic
ex posu re of th e arts in the comm unity. P u bl ic
art serves as a stimulus to the quality of the
local environment and helps to showcase
regional talent. Public art projects should be
used to enhance locations throughout the
corridor and should be integrated into the
streetscape experience. In many cases the
art can be both functional and decorative.
Wayfinding
Pu blic wayfi nd i ng is essential for the efficient
operation ofthe city. The system helps to guide
visitors, as well as local residents who are in-
freq uent users. A good system should present
information in a logical sequence, such that
the reader is presented the appropriate level
of detail in the appropriate location. In order
to improve the ability of the users to locate
and read these signs, they should all be of a
distinct uniform design, in terms of graphics
and sign materials.
Sign types that should be provided include:
· Directional Signs. These are street signs
that identify connections to important
destinations and signify arrival. These
sign types could be separated into two
categories.
Category 1: These signs signify arrival or
close proximity to special places. This
includes downtown and campus. They are
larger and more prom i nent than Category
2 signs.
Category 1 Directiona! Signs
t-DecorDtive C'lP
Standaro Regulatory
Information; interna-
tional graphic stan
dards and symbol"
should be used where
a pp I k's ble
..
H4jh
School
Ne:>.1
Ri~bt
---+
Character !\reil Name
rvletal post
..
Cate,aory 2 Directicnal Signs
The sign systerl uses a st,andard metal panel as a base. The background frame ,solar would be
consistent throughout the area. The city logo could be used on larger signs. The panels should f'e
scaled to match those of standard traffic a'1d park'ing regulatory sign:? 1\ decorative car could
be used that employs graphic elernents from the city logo,
Category 2: These sig ns provide directions
to public facilities, schools and public
parking, for example.
· Regulatory Signs. These are street signs
that indicate restrictions on traffic and
parking as well as basic health and safety
concerns. These signs will comply with
MUTCD standards. Signs that limit park-
2~;
t\ decorative car
option is to use
the repe graphic
that encircles the
city logo, This could
also be used in the
paving pattern that
surrounds the gate-
way roundabout.
2.6
Trail Sign
.
-
p
.2 HouT
Parki~
L
.
Regulatory Sign
Decorative '~ap
Sta nda rd F' eg u latory
Information; interna-
tional graphic stan-
dards and syrnbols
should be used where
applicable
C.haracter Area Name
Metal post
Inforrnational and
interpretive sign de-
sign can be presentM
creatively. I nterpreti'/e
signs reflect topics of
interest to passersby.
ing hours, restrict traffic flow and set
speed limits are among the signs in this
category.
.
I nformational signs. These are pedestrian-
oriented signs that include interpretive
signs and location directories. The content
of these signs can include photographs,
maps, sketches and text.
Parking
Parking along the corridor is located on sur-
face lots, most of which front 7th Avenue.
There are several locations where a surface
lot has been imp roved, but inmost cases they
are unim proved and directly abut the sidewalk.
Surface parking should be located at the rear
or interior of a site and should be enhanced
with landscaping. In all circumstances, it
should be buffered from the pedestrian. Where
there is an opportunity, consider a festival lot
for a parking area.
A. landscape buffer
should be provided at
the edge of a park-
ing area, The interior
of the lot should also
be ludsc::1ped to
rnitigate the visual
impact of the surface
lot. ?edestriar paths
through parlring areas
can also be land-
scaped to enhance
tre (.onnectin~.
27
Residential units
28
Opportunity Areas
Within the overall framework, several oppor-
tunity areas are identified on the Framework
Map. Schematic concepts for each area are
provided; they illustrate both public and pri-
vate projects.
As improvements occur along the corridor,
adequate parking may become an issue. If
this occurs, a parking strategy should be
defined to address the issue.
Area 1. Gateway Opportunity
North 7th Avenue terminates at Main Street in
this area. The focus of this area is to celebrate
arrival at the center of town and to improve
automobile and pedestrian circulation. Thi s is
a key connectivity area to locations through-
out the city.
The gateway is proposed in two phases. The
second phase is shown here and includes the
installation of three roundabouts. This area
is enhanced with several public open space
amenities as well as public art sites.
Redevelopment is anticipated since several
adjoining sites will be impacted by the im-
proved intersections. The plan shows a mix
of uses with retail space ala ng the street edge
to enhance the pedestrian experience. Resi-
dential infill is also anticipated on the interior
lots. Parking is located on-street and to the
interior of the blocks.
Key Features:
· Celebrate arrival and improve circulation
and connectivity with landscaped round-
abouts
· Visual corridor terminates at outdoor
public open space
· Sui Id ings anchor the corners and frame the
street and outdoor public open space
· Enhanced streetscape
· Mixed of uses is provided
· Parking is located to the interior of the
lot
. Ro~ndabout
I
o
[ I
5.Ql00
North C!)
Approximate
Scale
Area 1. Gateway Opportunity: Phase 2
I
200'
~
-
*'
Enhanced pedest"a n cross,ng
Enhanced landscape
Mix ad use rn fill opportu n-rll es
Resiclem,al onlill OpprtuMies
... Proposed bike aM pedest',an
Improvemen!s
...
En ha need a uta c 0 ~necll v,ty
Parking area
.
.
~
E xi sl'"9 bu i1dtng
Righi in, Righi out
29
The images reflect appropriate desig<1 charac-
ter for infill ano trail opportunities in t\rea 2,
"'. JUI
~
~
Rehabilitated commercial corridor
storefront
30
Residential units
.,1
"I
.
Recreational trail
Area 2. Redevelopment Opportunity
This area includes a significant amount of
undeveloped private lands, nearby residen-
tial units, and commercial property along 7th
Avenue. The area is also enhanced with a
natural water course.
The design concept for this area is to redevelop
parcels along North 7th Avenue with a mix of
uses that are double-fronted. Residential un its
could be located along lots to the rear, within
the undeveloped parcel. The street grid wo uld
also be exte nded and enhance con nectivity to
the corridor, providing convenient access to
the en hanced commerc ial area. A recreational
trail is also envisioned along the creek.
Key Features:
· Buildings anchor the corners and frame
the street
· Small outdoor plazas and public open
space provide visual enhancements and
activity along the corridor
· Enhanced streetscape
· Recreational trail and enhanced creek
bed
Extended street grid
· Increased residential density to support
commercial corridor with views that over-
look the recreational trail and peaks in the
distance
· Double-fronted commercial develop-
ment
· Parking located to the interior of the lot
· Enhanced connectivity throughout
o
o
Galeway
Key I nlt'f sec..1ion
Opponu nily Are a
o P'aymg f,eld;Open Space
*' Residentoal Use
. OU~('lOOf gathering
Auto E.n tr a-nce;paJ1.; mg
Pedestnall cfrculatio-n
.. Er.hance slreetscape
im F eslrval StreetfP laza
. Corn'nerclaIIM..oo Use Inl,lI
L_-----L-_L--_J
O' 50 100' 200
Area 2. Redevelopment Opportunity
31
~
&iJ~.~ tal
_ ... J-.:~
""" 41 ""
, ~,
-.:
~;;
b.J.
"~
'. ,i _tlI ',.. I~
L""__~~ . ~.- .
-.iilil":
=-~-
The images reflect appropriate design character
for infill and trail opportunities in /vea 3.
32
Area 3. Redevelopment Opportunity
This area includes a significant amount of un-
developed private lands, com merc ial pro perty
along 7th Avenue and Oak Street, residential
neighborhoods and the fairgrounds.
The framework design co nce pt is to redevelop
the area with a new neighborhood center that
provides a mix of uses including medium to
high density residential units that frame play-
ing fields and park land. The street grid would
be extend ed to en han ce connectivity to North
7th Avenue and the fairgrounds. Oak Street
would also be enhanced with streetscape
improvements to enco urage Ii n ks between the
hospitality area and the fairgrounds. There is
a lot of potential in this area to be a vibrant
and exciting part of the community. Other
parcels that orient to the corridor should also
be improved with a mix of uses. The large re-
tail, "big box" should provide new prominent
entries on all facades.
Key Features:
· Co m mere ial bu ildi ngs ancho r the corners
and frame the street
· Increased residential density to support
commercial corridor
· Enhanced streetscape
· Extended street grid
· Playing fields or park land
· Parking located to the interior of the lot
· Enhanced connectivity throughout
· En hanced visual term in us at 5th is real ized
with a new entry plaza at the "big box"
· Festival Street on Aspen
~.....,J{!"..,~...... .r..'#.... .....'.~.. ,~._'
.., ~i;l;., If\: '
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.............. ''4:~~.;'Jt. <
__ _~ ~i
-, -.
r;, '-
o
o
G aleway
Key I nterse<:bon
Oppo~un 'Iy Area
.. Plal'ng F'eld.'Open Space
J!Jli Res Identlal Use
. Ouldoor galhanng
. ..... Auto Entrancalpark1ng
Pedestrian circurarton
.. Enhance streetscape
~ Festlva! S!reetIPlaza
. CommorCt(].flMI)ri:eo Use Infl1l
Scale " I
O' 50 1 ocr ;>O{).
r
Area 3. Redevelopment Opportunity
33
Area 4. Enhanced Hospitality Oppor-
tunity
This area primarily serves the visitor to Boze-
man. Hotels and services are located here.
Currently, the hotels present independent
fronts to the passerby and access is con-
fusing.
A sh..lred outdoor activity area that could overlook outdoor public open space
and the mountains beyond. could be developec:i in the rospitality area.
34
The area has the potential to become a hos-
pitality campus with access to the corridor
and recreational trails. Two primary entries
could be provided: one off of Oak Street and
the other off of Baxter Lane. The entry off
of Oak could provide a park land approach.
The entry off of Baxter could provide a plaza
approach. Pedestrian connections to the
corridor, fairgrounds and the recreational trail
would be enhanced for visitor use. Curb cuts
would need to be limited on Baxter to make
this easier for the pedestrian to navigate to
these areas.
The hotels could be do uble- fronted and orient
to the proposed greenway and recreational
trail to the west. An outdoor area could be
shared and used for special events.
Portions of the existing parking areas and
hotel entries could be enhanced as festival
lots that could be used during special events.
This campus could provide an active and
exciting stay in the city.
Key Features:
· Hospitality Campus
· Enhanced entries and streetscape
· Greenway street extension
· Recreational access
· Festival lot/plazas
· Enhanced connectivity throughout
· Shared outdoor activity area
Area 4. Redevelopment Opportunity
35
36
Shown here a re appropriate intill exa <nples tor nixed use
and residential buildi rgs types in the corridor are8. Loca-
tions tor these buildi'1g types are shO\vn on t.he ,Jpportu-
nity A.rea Maps.
Chapter 3
Implementation
Successful implementation requires a co-
ordinated effort between public and private
entities. It requires vision, investment and
commitment from a broad base within the
community: private citizens, public officials
and all city departm ents. The i m plem entat io n
strategy must include tools that result in a
balanced mix of public and private action.
This chapter provides a strategy for imple-
menting the recommendations contained in
the Design and Connectivity Plan for North
7th Avenue. Residents and property owners
must recognize that although the plan sug-
gests improvement projects thr?ughout ~he
corridor, a n umber of variables Will determ I ne
which of those projects can be executed as
illustrated. Most likely, some of the improve-
ment projects will be constructed differently
than what is shown in the plan. Flexibility in
the implementation of specific recommen-
dations should be anticipated and is vital to
the success of the plan and the future of the
corridor.
Implementation will occur using a variety of
tools. Public capital investments will be used
for street and streetscape improvements
(withi n existi ng public rights-of -ways) an~ al~o
to leverage private investment. The design 11-
lu stratively contai ned in t he plan wi II infl u ence
improvements throughout the study area.
Administrative Actions
The Design and Connectivity Plan for North
7th A ven ue outl i nes a framework for im prove-
ments in a manner that provides clear direc-
tion for action, but with sufficient flexibility
in the recommendations, which allows the
city to respond to changing conditions. The
recommendations also position the city to
benefit from existing public resources. The
Design and Connectivity Plan for North 7th
Aven ue implementation strategy em ploys the
following approach:
· Use public sector resources (land, park-
ing, financing) to create public/private
development op po rtu n ities.
· AI ign existi ng city poli des, reg ulations and
development standards with provisions
of the plan.
· Use public financ i ng to fadl itate add iti onal
public and private investment.
· Commit sufficient staff reso urces to assu re
successful implementation of the plan.
In general, high priority should be given to
those projects and improvements that sup-
port specific public and private actions and
develo p ment that is cons istent with the vis io n
and goals of the community.
'0','-'
JI
Tool: Inter-Departmental Coordina-
tion
The Planning Department should annually
generate a list of capital improvement projects
for the corridor. These projects should be
coordinated with all other city departments
and should reflect the goals and recommen-
dations of the plan.
Tool: Expedited Planning and Build-
ing Entitlement Process
The city should establish a process whereby
review and approval of corridor improvements
that reflect the planni ng vision be given priority
and expedited timing.
For such projects, the city will commit to a
stipulated period for completing review and
approval. The period should be less than
the current average period of time required
for completing review and approval. This
approach assures private developers that
desirable projects, which reflect the vision
of the community, will be completed within
a reasonable period of time.
Regulatory Actions
Tool: Zoning Amendments
There are several existing development stan-
dards that may require review and amending
in order to fulfill the vision of the plan. This
mostly concerns allowing for commercial/of-
fice mixed use in residential areas.
Tool: Urban Renewal District
The City commission currently seeks to es-
tablish an Urban Renewal District consistent
38
with the Design and Connectivity Plan for
North 7th Avenue Corridor. Special Improve-
ment Districts may be necessary to address
specific areas related to North 7th Avenue
that include neglected landscapes.
Financing Actions
The following key fu ndi ng mechanisms should
be explored to fund and/or contribute to the
implementation of recommendations con-
tained in the Design and Connectivity Plan
for North 7th Avenue:
Tool: Community Transportation
Enhancement Program (CTEP)
The Community Transportation Enhancement
Program (CTEP) is a Montana program that
funds transportation-related projects de-
signed to strengthen the cultural, aesthetic,
and environmental aspects of Montana's
intermodal transportation system. The CTEP
allows for the implementation of a variety of
nontraditional projects. Recommended im-
provements could be addressed under the
following categories:
· Pedestrian and bicycle facilities
· Scenic or historic highways programs
· Landscape and other scenic beautifica-
tion
· Control and removal of outdoor advertis-
ing
· Environmental mitigation due to highway
runoff or habitat connectivity
Tool: Business Improvement Dis-
tricts
This mechanism allows property owners
within a defined area to assess themselves
to finance improvements that will benefit all
property owners within that defined area.
Construction bonds may be issued based
on the income stream projected from the
assessment. This tool enables construction
of improvements that can benefit a broader
area and should be used to:
· Construct expanded streetscape en-
hancements throughout the corridor.
· Install wayfinding signage and gateway
improvements.
Tool: Impact Fee Capital Improve-
ment Program (IFCIP)
The city's IFCIP is a potential source for
constructi ng pu bli c infrastructu re i m prove-
ments including water, sewer, storm water,
and streets. The IFCIP generally includes
a variety of federal, state and local funding
sources designated to fund such improve-
ments with the priorities and criteria for al-
location of IFCIP funding established by the
City of Bozeman in the context of an annual
budget document.
Tool: Brownfield Assessment and
Cleanup Program
EPA's Brownfields Program provides di-
rect funding for brownfields assessment,
cleanup, revolving loans, and environmental
job training. To facilitate the leveraging of
public resources, EPA's Brownfields Program
collaborates with other EPA programs, other
federal partn ers, and state agencies to identify
and make available resources that can be
used for brownfields activities. In addition to
direct brownfields fund i ng, E PA also previd es
technical information on brownfields fi nancing
matters. Brownfield redevelopment projects
should be considered for former industrial
sites, including gas stations using under-
ground tanks. The North 7th Avenue Corridor
may be a viable site for such efforts.
Tool: General Obligation Bonds
General Obligation Bonds are funded by an
assessment that is approved by the voters.
Income from the assessment is used to retire
the bond s. These are generally used for larger
projects and should be considered for:
· Major park improvements
Tool: Montana Treasure State En-
dowment Program
The Treasure State Endowment Program
(TSEP) is a state-funded program created in
1992 as a result of Legislative Referendum
110. It is des igned to help solve serious health
and safety problems and assist communities
with the financing of public facilities projects.
The program helps local governments with
co nstructi ng 0 r u pg rad i ng d ri nki ng water sys-
tem s, wastewater treatment facil ities, sanitary
or storm sewer systems, sol i d waste disposal
and separation systems, and bridges. The
Montana Depart me nt of Com merce (M DOC)
enco urages local officials, staff and eng ineers
to consider whether TSEP funds could help
finance a local infrastructure project.
Tool: Grants
Key grants may be awarded by federal and
state agencies for public improvements that
meet the guidelines for specific programs.
Noteworthy grants are for housing projects,
arts & humanities, water resource improve-
ments and enhancements for alternative
modes of transportation. Other grants may
come from private foundations, typically for
smaller projects. These may include:
· Montana Arts Council (public art)
· State Recreational Trails Program (recre-
ational trail)
· Montana Renewable Resource Grant
and Loan program (creek & associated
wetlands)
· Federal and State Land & Water Conser-
vation Fund (creek)
· State Community Development Block
Grant (ho usi ng low and moderate-i ncome
families)
Tool: Property Tax Increment
The City Commission currently seeks to
establish a Tax Increment Financing District
consistent with the Design and Connec-
tivity Plan for North 7th Avenue Corridor.
Tax increment financing is a viable tool for
consideration. Tax revenues that exceed
the base evaluation are paid into a separate
fund overseen by the URA and are used to
pay debts incurred by the authority. Tax incre-
ments are based on an increase in assessed
valuation, not on an increase in taxes due
only to rising mill levies.
Tool: Surface Transportation Pro-
gram - Urban Funds (STPU)
The Montana Department of Transportation
(MDT) allocates funds annually for surface
transportation improvements throughout the
state. Each year Montana receives Federal
funds from the Transportation Equity Act for
the 21 st Century. The money provided by MDT
is approximately 87% federally funded and
13% state funded. The state funded portion
is taken from the state Special Revenue Ac-
count, which is mainly funded by fuel taxes
and GVW fees. The STPU funds are used
primarily for major street con struction, reco n-
struction and traffic operation projects on the
designated Urban Highway System.
Tool: Surface Transportation Pro-
gram - Hazard Elimination Funds
(STPHS)
The purpose of the Federal Hazard Elimina-
tion program is identify hazardous locations
thro ughout t he states h ig hway system, assig n
priorities for the correction of these hazards
and implement their improvements.
Projects el ig i ble for fu ndi ng u nd er the hazard
elimination program include any safety im-
provement project on any public road, public
surface facility or any publicly owned bicycle
or pedestrian pathway or trail as well as any
traffic calming measure. The MDT safety
Bureau selects the projects by id entifyi ng h ig h
hazard sites through the analysis of accident
reports. The cost of the improvement is then
com pared to the safety be nefits of the act ion
and prioritized. Projects are funded based
on this prioritization until the annual funds
are exhausted.
30
Prioritization Criteria
The reco m mendations for phasi ng of actions,
projects and improvements in the corridor
should be considered to be dynamic and
could be changed in response to plans and
projects by other agencies, proposed private
development and other public funding oppor-
tun ities that present op portu n ities to com bi ne
efforts and maximize benefits.
While specific actions or projects are identi-
fied, some of these might be modified as
opportunities are presented. However it is
important that the fundamental concepts of
the plan are adhered to by the city.
If the city needs to reassess the priority of
a recommended action, project or improve-
ment, then it sh 0 uld use the followi ng criteria.
Those projects that meet several of the fol-
lowing criteria should be given the highest
priority for near-term implementation.
Economic
· Projects that generate funding to cover
portions of the improvement costs
· Projects that leverage fu nd i ng/investment
from other sources
· Grant funding is available to cover por-
tions of improvement costs
· Projects that are part of a larger capital
improvement project such that cost sav-
ings will be realized
· Funding for maintenance of the improve-
ment is available
· Projects that generate balanced employ-
ment opportunities for the community
40
Public Benefits
· Projects that improve North 7th Avenue
connectivity such that it provides a direct
benefit to local residents and visitors
· Projects that enhance the visual aspect
of the corridor
· Projects that improve alternate modes of
transportation
Relationship to Other Projects
· Projects that support desired public or
private development
· Projects that provide opportunities to
connect with existing or future public
improvements
· Projects that will function upon their
completion without later phases of con-
struction req ui red for this phase to perform
adequately
Compliance with Policies and Plans
· Projects that help to accomplish goals
of the community that are set forth in the
Design and Connectivity Plan for North
7th Avenue
· Projects that fit within current strategic
plans of the city and community organi-
zations
· Projects that are within the administrative
oversight capacity of the implementing
entity
Alternative Implementation Roles for
the City
There are various potential approaches for
implementation, which vary in the degree to
wh ich the city actively partic ipates in a specific
project. The alternative roles are:
Alternative A: Direct Implementation by
the City
In this approach, the city directs the project,
and is responsible for funding, scheduling
and construction. For example, the city may
install a wayfinding sign package, with funds
derived from public sources.
Alternative B: Joint Venture or Pa rtnersh ip
with Other Entities (Public or Private)
In this approach, the city joins forces with an-
other organization or a private entity, in which
the partici pati ng parties each contri b ute some
resources and have some degree of respon-
sibility for implementation. For example, the
city may jo int vent ure with a private develo per
to construct a project that would include a
transit shelter along with privately owned
commercial and residential space.
Alternative C: Incentives provided by the
City
In this approach, the city may offer an in-
crease in density, or some other flexibility
in development regulations as a means of
encouraging another partner to take action
in keeping with the plan.
Alternative 0: Regulatory provisions that
permit or accommodate desired develop-
ment
In this approach, the city would assure that
zoning regulations permit the uses set forth
in the plan in the designated areas.
The extent to wh ich the city should participate
in a project sho uld be determ i ned by following
two general overall considerations:
· potential impact/effect on financial ca-
pacity of the city related to funding both
development costs and ongoing manage-
ment, maintenance and operation costs,
in particular near-term and long-term risk
to the city General Fund
· potential impact/effect on administrative
capacity of the city related to u ndertaki ng
development activity and ongoing man-
agement, maintenance and operational
respon si bilities
In considering the appropriate approach to
implement recommended projects, these
basic factors that should be addressed:
· Is public financing available for the proj-
ect?
· Will public financial participation leverage
other public or private sector funding?
· Wi 11 the publ ic sector 0 r t he private sector
implement the project more efficiently,
cost effectively and in a timely manner?
Recommended Participation Levels
In applying the criteria and considerations
described above, the implementation ap-
proaches for some of the key projects in the
plan are listed in this table:
Direct City
1m olementation
Streetscape
Improvements
x
Multi-modal trail
x
Wetland/Creek Improvements X
Infrastructure Improvements X
Bridge/underpass X
Commercial/Retail
Partnership
Other Entities
X
X
X
X
Encouragement Regulatory
Incentives Provisions
X
X
X
X
X
x
41