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Home My WebLink AboutPACKET Transportation Advisory Board 2018-11-21 A EP TOWN OF ESTES PA I Transportation Advisory Board Agenda November 21,2018 Current Members: Belle Morris(03/31/20) 12:00 PM—2:00 PM Stan Black(03/31/20) Gordon Slack(03/31/21) Room 202&203 Ron Wilcocks (03/31/21) Tom Street(03/31/19) Estes Park Town Hall Ann Finley (03/31/20) Linda Hanick (03/31/19) 170 MacGregor Ave Amy Hamrick(03/31/19) Janice Crow(3/31/21) Public Comment Approval of October Meeting Minutes Chair Belle Morris Wayfinding Update Chair Belle Morris Complete Streets Policy Review Chair Belle Morris Co-Chair Tom Street Shuttle&Parking Updates Parking& Transit Manager Vanessa Solesbee Project Updates Public Works Director Greg Muhonen Project Updates Engineering Manager David Hook Other Business Adjourn The mission of the Town of Estes Park Transportation Advisory Board is to advise the Board of Trustees and the Public Works staff on Local and Regional Comprehensive Transportation Planning Policies; Maintenance, Operation and Expansion Programs; and Transportation Capital Projects. Carlie Bangs, Town Board Trustee Liaison Greg Muhonen, Estes Park Public Works Staff Liaison RECORD OF PROCEEDINGS Town of Estes Park, Larimer County, Colorado, October 17, 2018 Minutes of a regular meeting of the Transportation Advisory Board of the Town of Estes Park, Larimer County, Colorado. Meeting held in the Room 203 of Town Hall on the 17th day of October, 2018. Present: Gordon Slack Tom Street Belle Morris Stan Black Ron Wilcocks Linda Hanick Also Present: Trustee Carlie Bangs, Town Board Liaison Greg Muhonen, Public Works Director David Hook, Engineering Manager Megan Van Hoozer, Public Works Administrative Assistant Brittany Hathaway, Planner, Community Development Dept. Absent: Ann Finley Amy Hamrick Janice Crow Chair Morris called the meeting to order at 12:05 p.m. PUBLIC COMMENT: No public in attendance. APPROVAL OF MINUTES: A motion was made and seconded (Wilcocks/Street) to approve the September meeting minutes with minor edits and all were in favor. COMPLETE STREET POLICY AMENDMENT: Co-chair Tom Street revised the previously provided policy to include a checklist for use when planning a street project. A traffic calming video was viewed by the TAB and Street explained that information in the checklist was based on this video. He ensured the inclusion was fitting to Estes Park. Both Chair Morris and Director Muhonen agreed with the content provided. This policy will provide added safety for pedestrians. Wilcocks commented that there still needs verbiage added referencing grade-separated crossing. Co-Chair Street will make the addition and then requested a motion to approve the addition of traffic calming as attachment to checklist with the inclusion of Wilcocks' statement. The motion was made and seconded (Wilcocks/Black) and all were in favor. Muhonen suggested adding a revision date to the document. At the November 27, 2018 Town Board Study session Muhonen will present a memo to summarize the story of Complete Streets. He would then like to introduce the item along with either Chair Morris or Co-Chair Street to make the presentation to the Town Board. He stated that it is common-practice for TAB to perform presentations on behalf of all TAB policy creations. Morris will present and Street will act as a backup. At this time the E- Bike Ordinance, presentation of the peak season parking utilization, and a resolution approving the Complete Streets Policy are all scheduled for the same study session. A draft of the E-Bike ordinance will be presented at the regularly scheduled November TAB meeting. Wilcocks would like to see all pieces of policy together and requested the information be provided once revisions are complete. Morris or Street will send out the updated policy language prior to next meeting allowing time for all to review. Transportation Advisory Board — October 17, 2018 — Page 2 E-BIKE POLICY REVIEW UPDATE: Co-Chair Street received an email concern about Class III e-bikes not being considered in the proposed policy. While a Class III is pedal-assist it can travel up to 28 mph. The concerned citizen feels that Class III should be included due to elevation circumstances. The draft policy states 20 mph is the maximum allowable speed. Street's perspective doesn't disagree that Class III should be included however it's like saying 28 mph is allowable. Member Black pointed out that although a vehicle can travel a certain speed, they rarely travel at the maximum speed. Those using e-bikes don't have to travel at 28 mph. Member Slack and Director Muhonon agreed that the concern should not necessarily be the label (Class I, Class II, etc.) but how fast the rider travels. Enforcement will be difficult however targeting only the behavior of those that are traveling unsafely will lessen the need for continual enforcement efforts. The practices of area communities should be considered. A motion was made and seconded (Black/Street) to approve these changes and all were in favor. Street confirmed changes needing made to the policy based on this discussion. The TAB is maintaining the 20 mph restriction with the addition of Class III with the same limitations. Member Hanick suggested language be included outlining who is responsible for enforcement. Member Slack volunteered to get information on enforcement for inclusion as part of the discussion with the Town Board. Wilcocks asked if scooters, as discussed last month, should be included in the e-bike policy. The situation taking place in Denver should be taken into consideration. Muhonen stated that the Mayor has stated that scooters will be added to the policy. Muhonen suggested that if there is disagreement with this approach, it should be communicated in the proper forum which would be in front of the Town Board. Muhonen confirmed that existing sidewalk rules will not change. SHUTTLE UPDATES: Manager Wells was not in attendance but provided updates via email prior to date of meeting. Morris shared that Wells was asked to be the new Rocky Mountain Transit Director and accepted. He will be resigning from the Town at the end of the year. While Janice Crow is retiring from that Director roll she will remain on the TAB. Muhonen shared information regarding the ongoing search for a Parking and Transit (P&T) Manager for the Town of Estes Park. Subsequent to the offer accepted by Manager Wells, the P&T Manager position was offered to the consultant that developed the Downtown Parking Management Plan. No confirmation has been received at this time on the outcome of the offer. Manager Wells was a member of the interview panel for this position. Training and knowledge transfer between Wells and the potential new hire is anticipated to occur in November and December. Morris further updated that Wells will be sending a memo to Trustee Bangs regarding elimination of the shuttle service to businesses outside Town limits. Would like a memo/position paper provided to him to provide to TB prior to 11/13 Study Session. Trustee Bangs would like to ask Manager Wells what we're hoping to gain by cutting these existing services and what it will offer related to expansion of our current in-town service. Slack suggested that due to the busy fall season, the Town should expand the shuttle season in both directions (pre-peak and post-peak). Bangs stated this needs to be Transportation Advisory Board — October 17, 2018 — Page 3 outlined as a potential of what can occur with outside stops being eliminated. Muhonen confirmed that Wells has had discussions with the impacted businesses. Member Hanick stated that stopping these shuttle services is not supporting town businesses that count on the transportation of the J-1 students. She said it's cutting off our nose to spite our face. Member Black requested a special meeting be scheduled to provide opportunity to get the needed information gathered for the November 13 Town Board discussions. A special meeting invitation will be sent out to all TAB members as well as Manager Wells. Wells has established and provided Budget Service Proposals to address several of the concerns mentioned regarding shuttle routes and expansion. All proposals were denied and nothing was funding for this effort due to low prioritization among others requested. It is critical for citizens to participate in the budget process if passionate about a cause. Wilcocks would like to visit with new P&T Manager regarding what can be done with established budget. PROJECT UPDATES (D. Hook): Downtown Wayfinding Update Manager Hook summarized the comments received at last week's public meeting regarding downtown wayfinding. Citizen turnout was better than average. Hook is planning to provide more robust analysis of the feedback for TAB review. Some of the specific feedback was that the public appreciated a wide variety of options. The TAB offered comments on some of the information provided. Member Slack and Chair Morris stated it would be better to have individual names of parks rather than generic labeling/symbols due various events occurring in specific parks. Member Wilcocks suggested having the kiosks be electronic and displayed on a television screen. This would allow ease of use in updating or changing. Hook participated in a few discussions along that line but was not provided any written comments. Member Black stated that some communities have touch screen search functionality and that it was not very expensive. Planner Hathaway stated that, per feedback she received, this type of kiosk functionality was much preferred over directional signage. Feedback from the Parks Advisory Board was shared with the TAB. Manager Hook welcomes any and all thoughts the group might have for incorporation into the feedback received to date. Wilcocks expressed his appreciation for all the hard work that has gone into this effort. Member Hanick mentioned that due to the high maintenance of wood street signs, all were changed to metal and stated this is a good standard to keep. PROJECT UPDATES (G. Muhonen): Muhonen looks forward to hearing from the Town's potential new hire for the Parking and Transit Manager Role. OTHER BUSINESS With no other business to discuss, Chair Morris adjourned the meeting at 2:03 p.m. Megan Van Hoozer Recording Secretary Estes Park Complete Streets Policy Overview & Background The Estes Park Valley has adapted over time with different modes of transportation - foot, hoof and wheel - as means to access and enjoy our mountainous area. From the Arapaho and Ute tribes migrating seasonally by foot in search of game and fishing, to horse-drawn buggies transporting early European American settlers to the area, Estes Park has adapted to the needs of its ever-evolving residents and visitors. In fact,the arrival of the automobile in Estes Park is tellingly described in Enos Mills'book, The Story of Early Estes Park, "At first, the people of the Park were almost unanimously, and maybe even bitterly, opposed to the automobile," Mills wrote. "But it was speedy and comfortable, and from the beginning it brought increasing numbers of people to the Park and consequently has added to the Park's prosperity and development." Today,the Estes Park valley emphasizes automobiles as the main source of transportation and access, often shifting access for the pedestrian, cyclist and transit user to a secondary priority. Similar to many US communities, Estes Park has traditional streets that are designed to emphasize the quickest routes for automobiles to arrive to a destination. This focus on single occupancy vehicle usage has resulted in decreasing emphasis in planning for those who choose (or would like to choose) a non-car alternative. With increasing tourism to both Estes Park and the Rocky Mountain National Park, and with local residents relying mostly on automobiles, roadways are becoming increasingly congested, and quality of life has been greatly impacted. The emphasis on car travel has also resulted in increased travel time to access the community, its business districts, natural amenities and recreational areas.Additionally, less attention has been paid to alternative investments like pedestrian,bicycle and transit infrastructure. The need to provide mobility options has and will become ever more important as Estes Park looks to attract the next generation of residents,visitors and businesses.According to the Rockefeller Group and Transportation for America Study of Americans aged 18-24, "more than half of millennials said they would consider moving to another city if it had more and better options for getting around,while 66 percent said that access to high-quality transportation was one of the top three criteria they weighted when deciding where to live". In an effort to provide future guidance for policy-makers and planners alike, the Transportation Advisory Board (TAB) recommends that Town consider adoption of a 'Complete Streets' (CS) methodology when designing, planning, funding, implementing and maintaining future public transportation projects. The Town of Estes Park has received a Trails Master Plan for the valley, and has adopted a Downtown Master Plan and a Downtown Parking Management Plan, which all advocate investment in alternative methods of transportation to support community vitality and improve access for residents and visitors of all ages and abilities.Adopting a Complete Street policy could provide much-needed direction to transportation designers and planners, and could demonstrate to future funding partners that the community is committed to offering a wide range of mobility options. Definition In much of the US, it is practically impossible to get around without a car. People must drive to school or work, to run errands or to visit friends as many of these destinations are too far away,the roads do not have safe, connected sidewalks and/or there is no access to reliable, frequent transit. Estes Park is no exception to this situation, especially as a rural and sprawled valley. Seasonal visitors and employees arrive to our mountain community with an expectation of safe, comfortable and accessible transportation; however, our community often struggles to address these basic needs in a comprehensive way. Shifting street design towards a greater focus on multi- faceted (multi-modal) transportation network could provide access for a broader population of users, connecting our roadways, pathways and transit into one high- functioning and convenient system. "Complete Streets" are a network of streets that are designed for every user, and especially for the most vulnerable within a community.A community that has 'Complete Streets' (CS) is more likely to provide safe and convenient mobility options, reducing sole reliance on the automobile.A Complete Street is designed for users of any age, ability, income or skill level to be able to move independently within a connected transportation network of sidewalks,bike paths, and shuttle services. Characteristics: Complete Street Policy Benefits: * Safety Capacity.An Estes Park Complete Street would provide safe and comfortable transportation options for all ages and abilities.An 8-year-old would be able to independently travel across the entire valley to school or an 80-year-old would comfortably access the Community Center. A design emphasizing safety would include: providing slow speed limits; effective cross-walks; connected system of wide sidewalks; detached bike paths; barrier separation between bike lanes and automobile lanes; frequent shuttles that reach the entire Estes valley and neighborhood arteries. * Connectivity.A Complete Street design acknowledges the need to get from one end of town to the other, using a variety of connected transportation options.A resident or visitor staying along Spur 66 would be able to safely bicycle using a detached path or protected bike lanes to reach downtown businesses,the local school district, the Community Center, Good Samaritans, Lily Lake trail head, and Estes Park Transit locations. There are many opportunities to having connected complete streets: less reliance on a car; reduction of traffic congestion; enjoyment of using connected trails and sidewalks; ability to access destinations throughout the community if there is an emergency; appreciate the surrounding outdoors, encourage fitness and wellness; and provide affordable mobility options. Bike connectivity as a viable and reliable transportation option can facilitate recreation, employee travel, economic development,wellness and appreciation for slower speeds throughout the Valley. *Wellness. Providing connected infrastructure, designed through Complete Streets, can facilitate increased opportunities for residents and visitors to more easily invest in health and wellness. Walking and touring the Estes Park Valley via bicycle offers a unique experience that you cannot access through a car: the ability to hear the Big Thompson River; smell the Ponderosa Pine sap and flowering gardens; see the snowcapped Continental Divide without sitting in traffic congestion, and have the opportunity to make contact with someone along our pathways that creates a positive, emotional connection.With more mobility choices, a resident or visitor could feel welcomed and connected to our unique place, and have the opportunity to enjoy all that the Valley has to offer without thinking twice about the safety of their desired journey by bike or foot. The Colorado Outdoor Recreation Industry Office presented a report called, " Colorado Outdoor Rx- Elevating Coloradoan's Health Through the Outdoors", https://choosecolorado.com/wp-content/uploads/2018/09/Colorado-Outdoor- Rx.pdf and is advocating for policies and practices that promote access to nature- based recreation opportunities.With an Estes Park Complete Streets policy,the community could provide increased opportunities for recreation and wellness. * Equity.Affordable housing often includes the need for easy access to the work place. Seasonal employees, shift workers, and visitors without cars are vital to the success of our local and regional economy.A Complete Street policy could help address the various transportation and access inequities (economic, physical mobility needs, age), and offer a broader network of solutions that could serve the entire community. * Economic development and recreation.When the Outdoor Recreation Jobs and Economic Impact Act was signed into law, it directed the federal Bureau of Economic Analysis (BEA) to measure the outdoor economy with the same tools it uses to chart other industries and economy.As a result, the outdoor recreation economy is recognized as significant for the US and the State of Colorado. In 2016, the BEA released numbers detailing the economic power of outdoor recreation, showing it comprises two percent ($373.7 billion) of the entire 2016 US Gross Domestic Product. The report also stipulated that the outdoor industry was growing at an annual rate of 3.8 percent, out-competing many traditional industries. In 2015, Colorado Governor Hickenlooper launched the Colorado Outdoor Recreation Industry Office (OREC) providing a central location for contact, advocacy and resources at the state level for outdoor-related businesses, communities and constituents. Estes Park is now able to seek out support alongside other Colorado Mountain communities for recreation and outdoor advocacy. https://choosecolorado.com/programs-initiatives/outdoor- recreation-industry-office/ • Bicycle tourism is a growing industry. Local lodging businesses are already providing bikes to rent for their guests and local businesses are providing bikes for their seasonal employees for transportation to work. • Regular, higher frequency and reliable transit throughout the Estes Park valley could provide increased access to downtown businesses, residential neighborhoods, outlying recreation public lands and events. More here? • Funding outside the community. State grant applications favor communities that have documentation that supports Complete Streets. Safe Routes to Schools list on CDOT website references Complete Streets as a recommended policy for applicant communities. https://www.codot.gov/programs/bikeped/safe-routes/assets/fiscal-year- 2017-documents/fy-2017-18-srts-infrastructure-projects-guidelines-and- application-ver-072817.pdf Rural Community Challenges Adoption of a Complete Streets policy for Estes Park would need to consider these common constraints and adapt when necessary: * Highway as Main Street.A State highway may prioritize moving traffic through town quickly over slowing traffic to provide greater access to local businesses.As such, changing the road design to include pedestrian and cyclist access to downtown Estes Park may be constrained. However, becoming less automobile-centric will require a policy that communicates and prioritizes what is important to residents and visitors. With a Complete Streets policy,Estes Park could help communicate to partners that the community values access for all. With a Complete Streets policy, Estes Park will communicate to partners what we prioritize and support. * Difficult terrain. Rural settings often have physical constraints that make provisions of cost-effective facilities for bicycling, walking and transit difficult. Travel to downtown, schools or recreation facility destinations often requires covering a greater distance compared to urban communities. Complete Street projects will likely need to be implemented in small increments to be mindful of limited funding opportunities.Also, designs should incorporate rest areas for those needing respite along a lengthier journey. * Poor health. Rural communities can have older adults that require access to safe mobility options.Wider sidewalks that connect key destinations are often overlooked in traditional road designs. Better infrastructure could encourage active living and community connections for sometimes-isolated residents. Offering transportation options could also alleviate emissions, congestion and other negative environmental health impacts of longer commute times. * Maintenance.Winter maintenance can be a significant cost for small, rural communities.A Complete Street policy will need to factor in the special equipment and/or personnel to maintain certain active transportation facilities. * Safety. Complete Streets reduce motor vehicle-related crashes and pedestrian risk, as well as bicyclist risk when well-designed bicycle-specific infrastructure is included. • Speed levels are often high due to straight-line designs and longer distances to travel to reach destinations. Complete Street Policy would direct designs to include methods that reduce speeds, which calm traffic(median islands, curb extensions, textured roadbed indicating slow zones in downtown). • Pedestrian crossings are often not defined, not easily visible, and at times difficult to implement based on low existing use. Providing safe crossings and road texture/shape designs can slow traffic down and increase pedestrian visibility. * Economic. Roads are less aesthetically pleasing and encourage sprawl when designed only for automobiles. Roads and pathways in rural Estes Park should be designed to be attractive(welcoming) and encourage activity, which in turn can help activate areas along key routes connecting to and within the downtown core. Residents and visitors are more likely to walk, ride a bike, and/or take a shuttle if the alternative transportation experience is reliable,frequent, visually appealing and social. General Policy Components A Complete Street policy expresses a commitment by a municipality, and its transportation planners, to understand and meet the needs of every community member, regardless of how they travel - by foot, bicycle, scooter, skateboard, transit or automobile.A policy can give consistent and proven direction to Public Works, planners and all transportation partners. • A policy would ensure implementation of safer multi-modal transportation options, for those of all ages and abilities. This means that every transportation project could make the street network better and safer for drivers, transit users, pedestrians, and bicyclists. • A policy could save time and money for transportation projects. Transportation planners and designers will have greater insight into what the community wants and needs,which could eliminate the need for alternatives outside of policy guidelines. Cost reductions could be realized due to less project duplication, retrofitting and/or course-corrections. • An Estes Park policy would provide a clear demonstration to other jurisdictions and partners that the community wants streets designed for multi-modal access for all individuals. The Colorado Department of Transportation (CDOT) would also have a greater understanding of what the community desires with relation to street design and community access for the benefit of all users. • Finally,with a consistent and clear vision of what the community values with regard to transportation access more opportunities for funding could be realized. Estes Park Complete Street Policy Residents and visitors appreciate active living lifestyles,wellness, reduced traffic congestion, reduced noise and air pollution, improved safety as well as comprehensive, safe, convenient, and comfortable routes for walking, bicycling, and public transportation.As summarized above, the driving factors behind this proposal for the Town Board to adopt a Complete Street policy are improved economic vitality, health, safety, access, resilience and environmental sustainability for the Estes Park valley.Additionally, a Complete Streets policy would complement and enhance the recently adopted Downtown Plan and Downtown Parking Management Plan. Therefore, the TAB recommends that the Town Board to adopt a Complete Street policy that: • Aligns with and enhances the Downtown Plan; • Provides direction and guidance for the growth and development of Estes Park Transit; • Enhances partnerships with local and regional stakeholders; • Aligns with national best practice for community access and connectivity; • Seeks to overcome the challenges of traditionally rural community designs; • Considers a wide range of applications, including: wider sidewalks; bicycle lanes; protected bike lanes; transit lanes; public transit lane stops with shelters and benches,wayfinding; rapid street-crossing opportunities; median islands; accessible pedestrian signals; accessible bike signals; curb extensions; modified vehicle travel lanes; streetscape; and landscape treatments. Colorado & National Complete Streets Currently there are over 1,325 agencies at the local, regional, and state levels have adopted Complete Streets policies, totaling more than 1,400 policies nationwide. The US Department of Transportation provides support and strategies for adoption of Complete Streets for municipalities throughout the US through their website. The State of Colorado adopted a Complete Street initiative in 2009. Colorado communities along the Front Range are adopting Complete Streets policies such as: Fort Collins, Boulder, Colorado Springs and Greeley. Community Stakeholders: The Estes Park Cycling Coalition applied to the League of American Bicyclists ranking program,which evaluated Estes Park as a bike friendly community. The League of American Bicyclists uses a metric to evaluate communities across the US and Estes Park resulted in an "Honorable Mention" (lowest) score for being a "Bike Friendly" community. The Report Card for Estes Park, features key recommendations, statistics, and category scores. Summary: The Transportation Advisory Board (TAB) continues to advocate towards inclusion of multi-modal transportation to relieve traffic congestion, increase safe transportation options, address inequities, and encourage a healthy lifestyle for our community. TAB shares a vision for Estes Park to be friendly and safe to all users of a multi-modal transportation system. Providing a Complete Streets policy could provide direction in all future decision-making. We recommend the Town adopt a Complete Streets policy,which will be used to guide future traffic designs, transportation infrastructure, community planning, employee training and implementation. Once implemented,we recommend a comprehensive assessment of the existing roadways and transportation network through the lens of Complete Streets guidelines. We take into consideration that this would require a significant investment of staff time and resources, and that all streets cannot likely meet a check-list to become Complete Street compliant right away. However, adoption of the Complete Streets policy could send a unified message to residents,visitors, regional partners and the State of Colorado that Estes Park is committed to the longer-term vision of providing enhanced community access through thoughtful investment in a more robust range of mobility options. References: Smart Growth America, Complete Streets: https://smartgrowthamerica.org/program/national-complete-streets- coalition/publications/what-are-complete-streets/ The League of American Bicyclists: https://bikeleague.org/content/ranking Colorado Department of Transportation (CDOT) Statewide Bicycle and Pedestrian Plan: https://www.codot.gov/programs/colorado- transportation-matters/documents/statewide-bicycle-and-pedestrian-plan.pdf CDOT Multi-Modal Planning Branch- complete streets https://www.codot.gov/programs/planning/planning-programs US Department of Transportation, Complete Streets https://www.transportation.gov/mission/health/complete-streets-policies Small Town and Rural community multi-modal network assistance https://www.fhwa.dot.gov/environment/bicycle pedestrian/publications/small tow ns/fhwahep 17024 lg.pdf \o I.E.A G LIE of 411111Ilh ESTES PARK, CO �� "" � # OF LOCAL BICYCLE �` �, TOTAL POPULATION POPULATION DENSITY \� FRIENDLY BUSINESSES 0 �� ,f 5,858 929.5 i, S��e1 TOTAL AREA(sq.miles) 5 8 # OF LOCAL BICYCLE NSA FRIENDLY UNIVERSITIES 10 BUILDING BLOCKS OF A BICYCLE FRIENDLY COMMUNITY AverageBronze Estes Park CATEGORY SCORES 9 Arterial Streets ENGINEERING 2/io with Bike Lanes Bicycle network and connectivity EDUCATION 21io Total Bicycle Network Mileage 26% 19% 'I Motorist awareness and bicycling skills to Total Road Network Mileage ENCOURAGEMENT Mainstreaming bicycling culture 2 no Public Education Outreach SOME GOOD ENFORCEMENT 31io Promoting safety and protecting bicyclists'rights Vo of Schools Offering 33% Bicycling Education EVALUATION & PLANNING Setting targets and having a plan 10 Bike Month and GOOD GOOD Bike to Work Events Active Bicycle Advocacy Group MAYBE YES KEY OUTCOMES AverageBronze Estes Park Active Bicycle AdvisoryCommittee MAYBE �� RIDERSHIP 1.2% y Percentage of daily bicyclists SAFETY MEASURES Bicycle-Friendly Laws &Ordinances SOME GOOD CRASHES 370 2.6 1 Crashes per rok daily bicyclists MEASUES Bike Plan is Current and is BeingSAFETY MAYBE NO FATT ALIALI TIES ES 4 0 Implemented Fatalities per sok daily bicyclists Bike Program Staff to Population PER 77K 7715 ow + 4 ,.,._9 ". KEY STEPS TO BRONZE » Appoint an official Bicycle Advisory Committee to create a » Develop a Safe Routes to School program.Bicycle-safety systematic method for ongoing citizen input into the development education should be a routine part of primary and secondary of important policies, plans,and projects. education,and schools and the surrounding neighborhoods » Adopt a Complete Streets policy and offer implementation should be particularly safe and convenient for biking and walking. guidance. » Continue to expand your public education campaign » Adopt standards for bike parking that conform to APBP promoting the share the road message. guidelines. » Offer bicycling skills training opportunities for adults. » Increase the amount of high quality bicycle parking » Promote cycling throughout the year by offering or throughout the community. supporting more family-oriented community or social rides. > Develop an on street bike network with a focus on arterials. » Design and publish a local bike map in paper and online. On roads with posted speed limits of more than 35 mph, it is » Develop a comprehensive bike plan. recommended to provide protected bicycle infrastructure. LEARN MORE )) WWW.BIKELEAGUE.ORG/COMMUNITIES SUPPORTED BY TREK