HomeMy WebLinkAboutPACKET Town Board Study Session 2019-02-12Tuesday, February 12, 2019
5:30 p.m. – 6:45 p.m.
Rooms 202/203
5:15 p.m. - Dinner
5:30 p.m. Complete Streets Policy Presentation & Discussion.
(Manager Hook)
6:00 p.m. 2019 Street Improvement Plan & Trail Expansion Program
Updates. (Manager Hook)
6:35 p.m. Trustee & Administrator Comments & Questions.
6:40 p.m. Future Study Session Agenda Items.
(Board Discussion)
6:45 p.m. Adjourn for Town Board Meeting.
Informal discussion among Trustees concerning agenda items or other Town matters may occur before this
meeting at approximately 5:00 p.m.
AGENDA
TOWN BOARD
STUDY SESSION
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PUBLIC WORKS Report
To: Honorable Mayor Jirsa
Board of Trustees
Through: Town Administrator Lancaster
From: David Hook, Engineering Manager
Greg Muhonen, Public Works Director
Belle Morris, Transportation Advisory Board
Date: February 12, 2019
RE: Complete Streets Policy Presentation & Discussion
Objective:
Present a draft Resolution and draft Complete Streets Policy for discussion and
feedback prior to Board consideration for adoption.
Present Situation:
The Transportation Advisory Board (TAB) has spearheaded the development of a draft
Complete Streets Policy to address deficiencies in our transportation network to
encourage active living lifestyles, wellness, reduce traffic congestion, reduce noise and
air pollution, and improve the safety and quality of life of Estes Park residents and
visitors by providing comprehensive, safe, convenient, and comfortable routes for
walking, bicycling, and public transportation.
Proposal:
The TAB recommends the Town adopt the attached Complete Streets Policy to
integrate people and place in the planning, design, construction, operation, and
maintenance of our transportation networks to help ensure streets are safe for people of
all ages and abilities, balance the needs of different modes, and support local land
uses, economies, cultures, and natural environments. PW staff concurs with this
recommendation.
Advantages:
Ensure implementation of safer multi-modal transportation options for those of all
ages and abilities
Provide a clear demonstration to other jurisdictions and partners that the
community wants streets designed for multi-modal access for all individuals
Disadvantages:
Administrative and project costs may increase to comply with some components
of the policy, however benefits to the transportation network will be valuable.
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Revisions to design codes and guidelines will be required after policy adoption;
however, updates to codes/guidelines are needed for others reasons as well
Action Recommended:
TAB requests policy guidance from the Town Board on the proposed Complete Streets
Policy so that we can return in the near future with an action item for Town Board
consideration.
Finance/Resource Impact:
There is no direct financial impact to the Town budget to adopt the policy as presented.
Implementation of the policy may impact administrative and project costs.
Level of Public Interest
The level of public interest is anticipated to be low.
Attachments:
Draft Resolution adopting Estes Park Complete Streets Policy
TAB Overview and Background with Attachments
TAB PowerPoint Presentation
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RESOLUTION # XX-19
A RESOLUTION OF THE TOWN OF ESTES PARK
ADOPTING A COMPLETE STREETS POLICY
WHEREAS, in enacting this resolution, it is the intent of the Town Board to encourage
active living lifestyles, wellness, reduce traffic congestion, reduce noise and air
pollution, and improve the safety and quality of life of Estes Park residents and visitors
by providing comprehensive, safe, convenient, and comfortable routes for walking,
bicycling, and public transportation; and
WHEREAS, Complete Streets are accessible, comfortable and functional for users of all
modes, ages and abilities, to both travel along and cross; and
WHEREAS, a Complete Streets approach integrates people and place in the planning,
design, construction, operation, and maintenance of our transportation networks to help
ensure streets are safe for people of all ages and abilities, balance the needs of
different modes, and support local land uses, economies, cultures, and natural
environments.
WHEREAS, to date, over 1325 agencies at the local, regional, and state levels have
adopted Complete Streets policies, totaling more than 1400 policies nationwide; and
WHEREAS, the promotion of transportation improvements within the Town’s
transportation network that are planned, designed and constructed to encourage
walking, bicycling, and transit use increase the general safety, health, environment and
overall welfare of the citizens of and visitors to the Estes Valley; and
WHEREAS, the Estes Park Downtown Plan recommends that a Complete Streets
policy should be adopted and discusses desired future outcomes that include but are
not necessarily limited to the following;
1. Downtown should be easily accessible with a variety of transportation modes.
2. Circulation into and around Downtown should be easy with a network of
alternative routes.
3. Excellent and interconnected pedestrian and bicycle facilities should connect
Downtown destinations, transit facilities and other important features.
4. Downtown streets should be designed to accommodate all users, including
pedestrians, cyclists and vehicle drivers.
5. Complete streets should be accessible, comfortable and functional for users of all
modes, ages and abilities, to both travel along and across.
6. The Town should pursue several strategies to continue to improve shuttle service
as a convenient easy to use and efficient alternative to driving and parking
Downtown.
7. Pedestrian and bicycle circulation system improvements should include a variety
of facilities such as:
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a. Expanding sidewalk widths
b. Building new multi-use trails, connecting and improving existing trails shared
by pedestrians and bicyclists
c. Filling public Riverwalk connectivity gaps throughout Downtown
d. Installing on-street bicycle lanes that are separated and/or buffered from
vehicular traffic
8. A formal 1.25-mile Ped Bike Loop that is signed and branded should be
integrated into the Downtown Core’s non-motorized circulation system.
9. West Elkhorn Avenue should be improved west of Moraine Avenue as a multi-
beneficial street that is a highly pedestrian-oriented civic amenity that can easily
transform to a closed pedestrian-only festival.
10. Moraine Avenue and Riverside Drive should be redesigned with the Downtown
Loop to include buffered and/or protected bike lanes, widened sidewalks, street
trees and updated landscape treatments; and
WHEREAS, the health, safety, and welfare of the residents and visitors to the Estes
Valley will be enhanced by the adoption of a policy that promotes a complete
transportation system that meets the needs and expectations of all transportation users;
and
WHEREAS, the Town Board of the Town of Estes Park desires to establish a clear
policy ensuring the needs of all transportation users, including but not limited to
pedestrians, bicyclists, transit users, people with disabilities, the elderly, emergency
responders, motorists and freight providers are considered;
NOW, THEREFORE, BE IT RESOLVED BY THE TOWN BOARD OF TRUSTEES OF
THE TOWN OF ESTES PARK, COLORADO AS FOLLOWS:
1. The Complete Streets Policy presented in Exhibit 1 is adopted.
2. This Resolution is in full force and effect from and after its passage and approval.
DATED this ________ day of _______________, 2019.
TOWN OF ESTES PARK
Mayor
ATTEST:
Town Clerk
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EXHIBIT 1
Town of Estes Park Complete Streets Policy
Statement of Intent:
The Town of Estes Park, through the adoption of the Complete Streets Policy, intends
to promote and encourage the development of a multi modal transportation network that
will provide access to all users.
Introduction
Complete Streets are streets for everyone. A Complete Streets approach integrates
people and place in the planning, design, construction, operation, and maintenance of
our transportation networks. This helps to ensure streets are safe for people of all ages
and abilities, balance the needs of different modes, and support local land uses,
economies, cultures, and natural environments. Complete Streets make it easy to cross
the street, walk to shops, and bicycle for work, play, shopping, and recreation.
A Complete Streets Policy allows planners and designers to understand and meet the
actual mobility needs of every community member, however, they travel - by foot,
bicycle, scooter, skateboard, shuttle or automobile. A Complete Street ultimately
encourages all community members to utilize mobility options to access destinations
such as schools, downtown businesses, neighborhoods and recreation areas. This
makes it easier for shuttles to run on time and make it safe for people to walk to and
from parking areas such as the Visitor Center Parking Structure.
Every transportation project that implements the Complete Streets approach will make
the multi-modal transportation street network better and safer for motorists, drivers,
transit riders, pedestrians, and bicyclists, thus making the town a better place to live and
visit.
Complete Streets Policy
1. Definitions: The following words and phrases, whenever used in this Policy, shall
have the meanings defined in this section unless the context clearly requires
otherwise:
a. Complete Street Infrastructure: According to the National Complete Streets
Coalition, appropriate elements that make up a complete street would include
sidewalks, bicycle lanes, shared use paths, designated transit lanes, safe and
accessible transit stops, safe crossings for pedestrians, including median
islands, grade separated crossings (i.e. underpasses or overpasses,
accessible pedestrian signals, and curb extensions. Additionally, they include
features identified in the Estes Valley Trails Master Plan and the Estes Park
Downtown plan.
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b. “Street” includes streets, avenues, boulevards, road, lanes, alleys, and all
public ways.
c. “Street Project” means the construction or reconstruction of any Street,
whether by the public or private sector, and includes the planning, design,
approval, and implementation processes.
d. “Multi-modal Transportation Network” means all facilities, vehicles and
devices designed to facilitate the mobility of people.
e. “Users” are individuals who use the Multi-modal Transportation Network.
Categories of Users include pedestrians, bicyclists, motor vehicle drivers,
public transportation riders and people of all ages and abilities.
2. IMPLEMENTATION.
a. The Town of Estes Park shall consider every Street Project an opportunity to
incorporate the principles of Complete Streets.
b. The Town of Estes Park will work in coordination with other organizations,
agencies, and jurisdictions to achieve safe, convenient and connected
Complete Streets infrastructure within the Multi-modal Transportation
Network.
c. This policy will be used as a guide to the Town of Estes Park in development
of transportation plans, transit plans, and design standards. As practicable,
these documents and tools will be updated to reflect this Complete Streets
Policy.
d. Implementation of the Complete Streets Policy will consider the adjacent
neighborhood, completion of the multi-modal network, priority corridors, and
the financial costs of the Complete Street elements.
e. The Complete Streets Checklist below will be used in planning, design and
construction or reconstruction of all transportation projects.
f. Public works will present to the Transportation Advisory Board, CDOT (for
proposed work within the CDOT right of way), and to the general public at
neighborhood meetings all street reconstructions, modifications, and
construction projects at the 30% preliminary design stage and 90% final
design stage. When the proposed street work is at a location governed by
the Complete Streets Policy, the presentation will include the Complete
Streets Checklist results, recommended design cross-section, alternative
improvements, if any, construction cost estimates for each alternative,
clarification of maintenance responsibility, and estimated maintenance costs.
g. Implementation of relevant parts of the Downtown Plan will also be
considered in the implementation of this policy.
h. Public works will encourage projects undertaken by other public agencies and
private sector development to follow this policy.
i. Exceptions to this policy for any Street Project can only be granted with the
approval of the Public Works Director, after coordination with the
Transportation Advisory Board, and approval of the Board of Adjustment.
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3. DATA COLLECTION AND PROGRESS REPORTING
a. The Town will periodically collect, review and report performance data and
benchmark measurements to demonstrate the effectiveness of this policy. This
will include: number of projects completed, number of projects incorporating
complete streets infrastructure, actual infrastructure added, number of transit and
non-motorized users, and community attitudes and perceptions.
b. The Transportation Advisory Board and the Shuttle Committee are encouraged
to provide ongoing feedback and act as a conduit for public participation on the
implementation of Complete Streets practices.
Complete Streets Checklist
1. Existing Conditions:
a. What accommodations for bicycles, pedestrians, and transit are included in
the existing facility and on facilities it intersects or crosses?
b. If there are not pedestrian or bicycle facilities and transit, how far from the
proposed project are the closest parallel walkways and bicycle facilities?
c. Are there existing impediments for bicycle, transit, and pedestrian travel that
the proposed project could address?
d. What current or future trip generators are in the vicinity of the proposed
project that could potentially attract more pedestrians, bicyclists, employees,
transit or users of other travel modes?
e. Did the project design consider conflicts between users of different modes of
travel, including bicyclists, pedestrians, motor vehicles, transit or others?
f. Do any previously adopted plans call for the installation of bicycle or
pedestrian facilities such as bike or multi modal lanes on, crossing, or
adjacent to the proposed facility? If yes, list the applicable plans.
2. Project Scope
h. What accommodations, if any, are included for bicycle, pedestrians, and
transit in the proposed project design?
i. If the proposed project does not include bicycle and pedestrian facilities, list
reasons.
j. State the cost of the bicycle and pedestrian facilities and their proportion of
the total project cost.
k. What entity or district will be responsible for the maintenance of the bicycle
and pedestrian facilities and how will they be budgeted?
l. To what extent does the project include steps to calm traffic as outlined in the
attached Traffic Calming Guidelines.
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Traffic Calming Guidelines
The following guidelines are not intended to be exhaustive but to give policymakers, the
general public, planners, and designers a general idea of what traffic calming is about.
For example, more detailed guidance and ideas can be found in the publication from
The Institute of Transportation Engineers’ (ITE) entitled Traffic Calming: State of the
Practice. This defines traffic calming as “the combination of mainly physical measures
that reduce the negative effects of motor vehicle use, alter driver behavior and improve
conditions for non-motorized street users.”
Suggested road designs that say “slow down”
1. Design roads that create a subconscious need to slow down.
2. Design roads that incorporate artifacts that encourage people to slow down.
3. Create roadways that make vehicle users feel uncomfortable to speed down
residential roads.
4. Create roadways that have narrow lane width.
5. Add trees, garden plots, sculptures and benches along roadway shoulders to
create calm and visual enjoyment for all users.
6. Add physical design of road signs.
7. Trees, bike lanes, and sidewalks included in designs.
8. Consider alternatives to traffic lights at intersections such as roundabouts to
improve traffic flow and calming.
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Estes Park Complete Streets Transportation Advisory Board February 2019 1
An Overview & Background
From the Transportation Advisory Board
On a proposed Complete Streets Policy The Town of Estes Park and the Estes Park Valley have 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, the Valley 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 Valley transportation network 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, the Valley has traditional streets that are designed to emphasize the quickest routes for automobiles to arrive to a destination. This focus on single mode 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 the Valley 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 than optimal 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 the Town 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, planners, designers and transportation partners alike, the Transportation Advisory Board (TAB) recommends that the Town Board consider adoption of a ‘Complete Streets’ (CS) methodology when designing, planning, funding, implementing and maintaining future public transportation projects. The Town has adopted the Master Trail Plan developed in partnership with the Estes Valley Recreation and Parks District, the Estes Park
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Estes Park Complete Streets Transportation Advisory Board February 2019 2
Downtown Plan and the Downtown Parking Management Plan. 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 (CS Policy) could provide much-needed guidance, 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. The Estes Park Valley 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 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, trails, 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
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Estes Park Complete Streets Transportation Advisory Board February 2019 3
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 and improved air quality; 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 concepts, can facilitate increased opportunities for residents and visitors to more easily invest in health and wellness. Walking and touring the 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 a 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 CS 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
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Estes Park Complete Streets Transportation Advisory Board February 2019 4
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. The Town 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 Valley could provide increased access to downtown businesses, residential neighborhoods, outlying recreation public lands and events. More here?
• Funding outside the community. Grant applications often 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 CS Policy for the Town 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. 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 CS Policy, the Town could help
communicate to partners that the community values access for all. With a CS
Policy, the Town 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.
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Estes Park Complete Streets Transportation Advisory Board February 2019 5
* 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 CS 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. A Complete Street Policy would direct designs to
include methods that calm traffic and reduce speeds, (e.g. 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 CS 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 CS Policy can give consistent and proven direction to transportation stakeholders.
• A CS 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.
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Estes Park Complete Streets Transportation Advisory Board February 2019 6
• A CS 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.
• A CS 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 Town and Valley. Additionally, a CS Policy would complement and enhance the recently adopted Estes Park Downtown Plan and Downtown Parking Management Plan. Therefore, the TAB recommends that the Town Board adopt a CS Policy that:
• Aligns with and enhances the Estes Park Downtown Plan and Downtown Parking Management 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; trails; 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.
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Estes Park Complete Streets Transportation Advisory Board February 2019 7
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 that have adopted CS Policies include: Fort Collins, Boulder, Colorado Springs, Denver and Golden.
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 attached Report Card for Estes Park, features key recommendations, statistics, and category scores.
Summary: The Transportation Advisory Board 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 the Estes Park Valley to be friendly and safe to all users of a multi-modal transportation system. Providing a CS Policy could provide direction in all future decision-making. We recommend the Town adopt a CS 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 understand that this would require a significant investment of staff time and resources, and that all streets cannot likely meet a checklist to become Complete Street compliant right away. However, adoption of the CS Policy could send a unified message to residents, visitors, regional partners and the State of Colorado that the Town is committed to the longer-term vision of providing enhanced community access through thoughtful investment in a more robust range of mobility options.
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Estes Park Complete Streets Transportation Advisory Board February 2019 8
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_towns/fhwahep17024_lg.pdf
Campbell, B., et al. (2004). “A Review of Pedestrian Safety Research in the United States and Abroad.”
Federal Highway Administration Publication # FHWA-RD-03-042 4
Reynolds, C., et al. (2009). “The Impact of Transportation Infrastructure on Bicycling Injuries and Crashes: A
Review of the Literature.” Environmental Health, Vol. 8, No. 47.
US Department of Transportation, National Highway Traffic Safety Administration (1999). Literature Review
on Vehicle Travel Speeds and Pedestrian Injuries Among Selected Racial/Ethnic Groups. Leaf, W., &
Preusser, D.
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THE BUILDING BLOCKS OF A
BICYCLE FRIENDLY COMMUNITY
GETTING STARTEDMAKING PROGRESSSETTING THE STANDARD
There’s no single route to becoming a Bicycle Friendly Community. In fact, the beauty of the BFC
program is the recognition that no two communities are the same and each can capitalize on its own
unique strengths to make biking better. But, over the past decade, we’ve pored through nearly 600
applications and identified the key benchmarks that define the BFC award levels. Here’s a glimpse at
the average performance of the BFCs in important categories, like ridership, safety and education.
33
%33%2
6%
43
%
50
%
60
%
80
%
7
0%90%per 10Kcitizensper 20Kcitizensper 32Kcitizensper 70Kcitizensper 77K citizens78%65%4
5%45%4
3%
3
0%
1.2%
3.5%
5.5%
12%
20%
370
100
180
90
50 0.2
0.5
0.6
1.4
4
very
g
o
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BRONZESILVERGOLDPLATINUMDIAMOND
BICYCLEFRIENDLYCOMMUNITY
DIAMOND
BICYCLEFRIENDLYCOMMUNITY
PLATINUM
BICYCLEFRIENDLYCOMMUNITY
GOLD
BICYCLEFRIENDLYCOMMUNITY
SILVER
BICYCLEFRIENDLYCOMMUNITY
BRONZEEDUCATIONENGINEERING E
N
C
O
U
R
A
G
E
ME
NT
EVALUATION
KEY OUTCOMES
ENFORCEMENTLAW ENFORCEMENT/BICYCLING LIASONBICYCLE-FRIENDLY LAWS/TOTAL BICYCLE N ETW O R K p e o p l e c o m muting
BIKE PLAN IS
ACTIVE BIKE CLUBS &
BIKE M
O
N
T
H & BIK
E
A
C
T
I
V
E
B
I
C
Y
C
L
E
ACTI
VE
MILEAGE TO TOTAL R O A D b y b i c y cle
CURRENT AND BEING
SIGNATURE EVENTS
TO W
ORK E
V
E
N
T
S
A
D
V
I
S
O
R
Y
C
O
MMI
T
T
EEADVOCACY GROUPNETWORK M ILEAG ERECREATIONAL FACILITIES LIKE BIKE PARKS & VELODROMESIMPLEMENTED
ORDINANCES IN PLACESPUBLIC EDUCATION ANNUAL OFFERING % OF PRIMARY & SECONDARY SCHOOLS OFFERING BICYCLING EDUCATIONBIKE ACCESS TO AR TE R IA L S T R E E T S
1 BIKE PROGRAM
STAFF PERSON
R I D E R S H I P FATALITIES per 10k daily commuter
CRASHES per 10k daily commuter
W ITH B IK E L A N E S
PUBLIC TRANSPORTATIONOF ADULT BICYCLING SKILLS CLASSESOUTREACHproduced by
Designed by Language Dept.
WWW.BIKELEAGUE.ORG
19
»Appoint an official Bicycle Advisory Committee to create a
systematic method for ongoing citizen input into the development
of important policies, plans, and projects.
»Adopt a Complete Streets policy and offer implementation
guidance.
»Adopt standards for bike parking that conform to APBP
guidelines.
»Increase the amount of high quality bicycle parking
throughout the community.
»Develop an on street bike network with a focus on arterials.
On roads with posted speed limits of more than 35 mph, it is
recommended to provide protected bicycle infrastructure.
»Develop a Safe Routes to School program. Bicycle-safety
education should be a routine part of primary and secondary
education, and schools and the surrounding neighborhoods
should be particularly safe and convenient for biking and walking.
»Continue to expand your public education campaign
promoting the share the road message.
»Offer bicycling skills training opportunities for adults.
»Promote cycling throughout the year by offering or
supporting more family-oriented community or social rides.
»Design and publish a local bike map in paper and online.
»Develop a comprehensive bike plan.
estes pArk, co
9%
19%
Good
0%
Good
yes
No
Good
No
7715
10 Building Blocks of
a Bicycle friendly community Estes ParkAverage Bronze
Arterial Streets
with Bike Lanes
Total Bicycle Network Mileage
to Total Road Network Mileage
Public Education Outreach
% of Schools Offering
Bicycling Education
Bike Month and
Bike to Work Events
Active Bicycle Advocacy Group
Active Bicycle Advisory Committee
Bicycle–Friendly Laws & Ordinances
Bike Plan is Current and is Being
Implemented
33%
Bike Program Staff to Population
26%
SOME
33%
GOOd
MAYBE
MAYBE
SOME
MAYBE
PER 77k
leArN more » www.bikeleAGue.orG/commuNities supported by
Estes Park
1.05%
162.6
0.0
category scores
eNGiNeeriNG
Bicycle network and connectivity
educAtioN
Motorist awareness and bicycling skills
eNcourAGemeNt
Mainstreaming bicycling culture
eNforcemeNt
Promoting safety and protecting bicyclists' rights
eVAluAtioN & plANNiNG
Setting targets and having a plan
key outcomes Average Bronze
ridership
Percentage of daily bicyclists 1.2%
sAfety meAsurescrAshes
Crashes per 10k daily bicyclists
370
sAfety meAsuresfAtAlities
Fatalities per 10k daily bicyclists
4
key steps to BRONZE
populAtioN deNsity
929.55,858
totAl populAtioN
totAl AreA (sq. miles)
5.8
# of locAl bicycle
frieNdly busiNesses 0
# of locAl bicycle
frieNdly uNiVersities N/A
2 /10
2 /10
2 /10
3 /10
1 /10
20
Estes Park
Complete
Streets
Board of Trustees
Study Session
February 12, 2019
Agenda
}Why Complete Streets?
}Complete Street overview
}Discussion & feedback
Why Complete Streets
Early Auto Arrival
“At first, the people of
the Park were almost
unanimously, & maybe
even bitterly, opposed to
the automobile.
But it was speedy &
comfortable, and from
the beginning it brought
increasing numbers of
people to the Park, &
consequently has added
to the Park’s prosperity
and development.”
-Enos Mills
For the Love of the Car
Elkhorn Ave from a
pedestrian perspective
Moraine Ave from a
cyclist’s perspective
What are Complete Streets?
9 Network of streets designed for all users
(cyclists, pedestrians, e-bikes, other potential mobility
vehicles)
9 Safe and comfortable mobile options
9 All ages, ability, income or skill level
9 Multi-modal transportation connecting
sidewalks, bike paths, shuttle services
“Incomplete Streets” can restrict
Safety &Comfort
Connectivity &
Equity
“Incomplete Streets” can create
Overuse & Crowding Poor support & economic development
Wilderness as Our Asset
Why Complete Streets?
1.Safety, accessibility & calming
2.Multi-modal connectivity
3.Wellness & active living
4.Equity
5.Economic development and recreation
6.Reduce traffic congestion, air & noise pollution
1. Safety, accessibility & calming
2. Multi-Modal
Connectivity
Over 5 million visitors to
Estes Park annually and
they seek out calm
experiences.
3.Wellness & active living
Active living Wellness
4. Equity
Affordable travel
}Picture of J1
students walking,
etc.,
Seasonal Employee
5.Economic development and
recreation
6. Reduce Traffic Congestion
Rural community
challenges
}Highway as Main Street
}Difficult terrain
}Poor health
}Maintenance
}Safety
}Economic
Policy Overview
CS Policy
9 Ensure implementation of
multi-modal transportation
9 All ages and abilities
considered
9 Insight into community
wants & needs
9 Cost reductions
9 Clear demonstration to other
jurisdictions & partners
9 Consistent & clear vision of
community values for
funding opportunities
Policy Alignment
1.Improve economic vitality
2.Health
3.Safety
4.Access
5.Resilience of infrastructure
6.Environmental sustainability
7.Complement and enhance adopted
Downtown Plan, Downtown Parking
Management Plan, & Trail Master Plan
CS Policy implementation
}Checklist Required for all transportation
projects
}Applies to every street project
}Coordinates with other organizations
}Used as a guide for design, planning,
maintenance, and funding
}Wide considerations
}Public Works leading & coordinating
Complete Streets Checklist
9 Completed for each transportation project (new or modifying an existing street)
9 Consideration of all users
9 Consider the safety & comfort of drivers, pedestrians, bicyclists, transit users
9 Traffic calming
9 Connectivity
9 Access inequities
9 Economic and feasibility
Complete Street
Complete Street
Conclusion
Discussion
PUBLIC WORKS Report
To: Honorable Mayor Jirsa
Board of Trustees
Through: Town Administrator Lancaster
From: Ryan Barr, EI, Pavement Manager
David Hook, PE, Engineering Manager
Greg Muhonen, PE, Public Works Director
Date: February 12, 2019
RE: 2019 Street Improvement Plan & Trail Expansion Program Update
Objective:
Provide the Board an update on the 2019 Street Improvement and Trail Expansion
Program funded by the 2014 1A Tax Initiative.
Present Situation:
In 2014, the citizens of Estes Park passed Ballot Issue 1A with a portion of the
proceeds of this tax going towards street improvements and trails expansion in
the Town of Estes Park.
A goal was set to raise the system-wide Pavement Condition Index (PCI) to
above 70 by the end of the term of the tax in 2024.
The Public Works Department has evaluated the impact that the projected 1A tax
revenue would have on the system-wide PCI through the year 2024.
The Public Works Department has continued to expand our trails system in
accordance with the Estes Valley Master Trails Plan.
CDOT has proposed to provide funding for the temporary repaving of East
Elkhorn Avenue, from approximately the US 34/36 intersection to Bond Park.
Proposal:
For 2019 the proposed spending is:
$261,000 – Personnel, Spraypatcher, equipment, etc.
$464,000 – Brodie Avenue Improvements ($1,200,000 project includes $400,000 from
1A Trails Expansion Fund & $336,000 from Colorado Safe Routes to School
grant)
$650,000 – 4th Street Rehabilitation
$300,000 – Elkhorn Avenue resurfacing (funded by CDOT)
31
$400,000 – Overlays and Large Patches
$350,000 – Chip & Crack Sealing
$90,000 – Engineering Design Costs
$170,000 – Parking Lot Rehabilitation (Town Hall lot)
$1,234,000 – Fall River Trail Improvements ($234,000 from 1A Trails Expansion Fund,
$200,000 from Open Space Fund, $400,000 from EVRPD, and $400,000
from LWCF grant)
Advantages:
This plan continues the work set forth in the original 2024 STIP plan.
Implementation of this plan will result in improved road conditions throughout
Town, leading to higher citizen and guest satisfaction.
This plan includes extensive preventive maintenance, which will impact a larger
percentage of the roads in Town as opposed to only focusing on major repairs.
The entire road system is predicted to exceed an average PCI rating of 70 by the
end of this program. We reached this system-wide average score in 2018 and
will continue to plan cost-effective projects, in order to maintain a PCI above 70
for the duration of the program.
Disadvantages:
Increased construction during the course of the program will produce detours and
delays for motorists during the construction period.
Although the average system-wide PCI will be above 70 in 2024, there will be
some roads with PCI ratings below 70.
Action Recommended:
Review the proposed 2019 Street Improvement Program. Provide comments to confirm
or redirect the allocation of funds outlined in the 2019 plan.
Finance/Resource Impact:
These proposed street improvements are funded through the (1A) Street Improvement
Fund (fund 260). The proposed adjacent trail improvements are funded with 1A Trail
Expansion Funds (fund 244).
Level of Public Interest
The known level of public interest in this item is high.
Attachments:
2019 Street Improvement Program slideshow
32
Town of Estes Park 2019
Street Improvement Program
and Trails Expansion Update
Town of Estes Park Street Improvement
Program Goal
X Develop and implement a street
improvement program to raise
the average Pavement Condition
Index (PCI) of the Town of Estes
Park to a value of 70 by the
year 2024
PCI Example - 100
33
PCI Example - 85
PCI Example - 72
PCI Example - 63
34
PCI Example - 53
PCI Example - 35
1A Streets Overview
35
2018 Street Improvements
X Overlaid approximately 1 mile of road and
performed large patches at 10 locations
Community Drive
2018 Street Improvements
X Chip Sealed approximately 4.5 miles of road
X Crack Sealed approximately 9 miles of road
Chip Seal on
Peak View Dr.
2018 Street Improvements
X Parking Lot Overlay
Spruce
Parking Lot
36
Reach System-Wide PCI of 70
64
66
68
70
72
74
76
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024PCI Weighted AverageYear
Annual Condition Plot (Area Weighted Average)
Reach System-Wide PCI of 70
64
66
68
70
72
74
76
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024PCI Weighted AverageYear
Annual Condition Plot (Area Weighted Average)
Streets Improved – Cumulative
37
Streets Improved (2015)
Streets Improved (2015 – 2016)
Streets Improved (2015 – 2017)
38
Streets Improved (2015 – 2018)
Streets Improved (2015 – 2019 Proposed)
Streets Improved
X Approximately 40% of 56 centerline miles of road
have seen either chip seal, patching, or overlays.
X In order to reach every street by 2024, we need
to touch just under 6.5 miles each year.
X Currently on target
39
STIP Production Summary
2019 – 1A Streets Budget
X 2019 Projected Expenditures - $2.385M
X $261,000 for personnel, equipment, etc.
X $464,000 for Brodie Avenue Improvements (Plus $400,000 from 1A
Trails Expansion Fund & $336,000 from SRTS Grant)
X $650,000 for 4th Street Rehab
X $400,000 for Overlays and large patches
X $350,000 for Chip & Crack Sealing
X $90,000 for Engineering Design ($20,000 for Cleave Street Design)
X $170,000 for Parking Lot Rehabilitations
X Contingency funds are included
2019 – 1A Streets Projects
X Brodie Avenue Improvements
X 10-foot wide concrete trail
X Drainage Improvements
X Re-paving of roadway
X Addition of turn lanes and parking
X 4th Street Rehabilitation
X Water Department recently completed utility main upgrade
X Bid, Design, and Construction in 2019
X Cleave Street Interim Design
X Interim construction in 2020 to improve pavement & drainage
X Future project to identify comprehensive redevelopment solution to align with
downtown plan
40
2019 Surface Treatment Projects
X Crack Seal – 9 miles
X Town Hall Parking Lot
(Municipal/Library) –
Crack Seal & Slurry Seal
X Chip Seal – 6.5 miles
X Aspen Ave
X Birch Ave
X Columbine Ave
X Courtney Lane
X Curry Drive
X Davis Street
X Fish Hatchery Road
X Graves Avenue
X High Street
X High Pine Drive
X James Street
X Landers Street
X Lott Street
X Moccasin Circle/Crags Drive
X North Ridge Lane
X Park View Lane
X Raven Ave
X Raven Circle
X Valley Road
X Virginia Drive
2019 Paving Projects
X Overlay and Contracted Patching – Approximately 0.5 miles
X Davis Street
X Hillside Lane
X Skyline Drive
X Patching – Approximately 15 locations for large patch repairs
X Curb and Gutter replacement as needed
1A Trails Overview
41
1A Trails Funds Impact
X 1A funds have allowed us to be much more aggressive in pursuing grants.
X Able to address 3 of the top 9 trail priorities identified in the Estes Valley Master Trails Plan
X Brodie Avenue Improvements – Grant Agreement executed 11/27/18
X Addition of 10 foot wide concrete trail, 1800 feet long from Community Drive to Fish Creek Trail connection
X Construction anticipated for Summer 2019
X $400,000 from 1A Trails Expansion Fund (Plus $464,000 from 1A Streets Fund & $336,000 from SRTS Grant)
X Fall River Trail Improvements – Grant Agreement executed 12/6/18
X 1.1 mile stretch along Fish Hatchery Rd from RMNP boundary to David Drive
X Finalizing design and securing environmental clearance
X Construction anticipated for Fall 2019
X Pursuing grants to fund remaining Fall River Trail segments
X $234,000 from 1A Trails Expansion Fund (Plus $200,000 from Open Space Fund, $400,000 from EVRPD &
$400,000 from LWCF Grant)
X Funded a Grant Specialist position to assist with grant searching, writing, submission, and management
1A Trails Priorities
2018 Grant Applications
X CPW Non-Motorized Trails – Fall River Trail
X $250,000 Possible award
X Presentation to Grant Review Committee, Pending Award
X Colorado Safe Routes To School – Graves Avenue Improvements
X $500,000 Possible award
X Pending award
42
Upcoming Grant Opportunities
X 2019 Grant Applications – Fall River Trail
X GOCO Connect Initiative
X Colorado the Beautiful
X Land and Water Conservation Fund
X Colorado Parks and Wildlife Non-Motorized Trails
X People for Bikes
X Potential Additional Grant Opportunities
X Transportation Alternatives Program
X Colorado Health Foundation
X Fishing is Fun
Non Ballot 1A Projects
X US 34 (E Elkhorn Ave) Repaving (CDOT)
X US 36 and Community Roundabout
X Downtown Wayfinding
X Downtown Estes Loop (CFL)
X US 34 and MacGregor Roundabout (CDOT)
X Other Operations & Maintenance
Disclaimer
X Projects can change based on many different factors including
X Usage of Contingency Funds
X Bid Amounts
X Utilities Work
X Unforeseen Damage to Road
X Natural Disasters
X Etc.
43
Thank You!
44
February 26, 2019
Stormwater Management Program
& Utility
E-Bike Policy
March 12, 2019
Update on Film Center Plans
Downtown Estes Loop Quarterly
Update
Stanley Park Master Plan
Presentation
March 26, 2019
Removing 500 Foot Limit for Liquor
Licenses
“Open Space” Designations on
previous zoning maps
Introduction to Water Rates Study
Process
June 11, 2019
Downtown Estes Loop Quarterly
Update
September 10, 2019
Downtown Estes Loop Quarterly
Update
Items Approved – Unscheduled:
Estes Park Housing Authority
Project on Highway 7 – Part II
Discussion with Town Prosecutor
Review of County Wasteshed
Master Plan
Parking Update/Seasonal Parking
Issues
Items for Town Board Consideration:
Future of Human Resources
Management
Distributed Energy Discussion
Future Town Board Study Session Agenda Items
February 12, 2019
45
46