HomeMy Public PortalAboutResolution 11-20 Complete Streets PolicyRESOLUTION 11-20
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF MCCALL, IDAHO,
ADOPTING A COMPLETE STREETS POLICY; PROVIDING FOR RELATED MATTERS;
AND, PROVIDING AN EFFECTIVE DATE.
WHEREAS, the Community Development Director conducted a work session with the City
Council on Complete Streets during the August 27, 2009 meeting; and
WHEREAS, the City of McCall held a workshop conducted by Idaho Smart Growth on April 27,
2010 on Complete Streets and the attendees included the City Engineer, the Street
Superintendent, Planning and Zoning Commissioner, Parks and Recreation Advisory Chair,
Parks & Recreation Director, Community Development Director, Grant Coordinator/Safe Route
to School Representative, City Council member and McCall Transit representative; and
WHEREAS, the McCall Business Park Final Report (2010), Downtown Parking and Needs
Assessment Final Report (2009), McCall Comprehensive Plan (2007), City of McCall Design
Guidelines (2006), Parks and Recreation Master Plan (2005), Bike Path Master Plan (2005), EPA
Smart Growth Implementation Assistance — Connecting McCall (2005) and Downtown Master
Plan (1997) all support the Complete Streets Policy; and
WHEREAS, the need for citywide policies regarding Complete Streets has been deemed
necessary by the City Council; and
WHEREAS, it is deemed to be in the best interests of the City of McCall and the citizens thereof
that such policies be adopted; and
NOW, THEREFORE, BE IT RESOLVED BY THE MAYOR AND COUNCIL OF THE CITY
OF MCCALL, VALLEY COUNTY, IDAHO THAT:
Section l: The McCall Complete Streets Policy attached hereto as Exhibit "A" be and is
hereby adopted.
Section 2: This resolution shall be in full force and effect on November 3, 2011.
Passed and approved this 3 day of November, 2011.
CITY OF MCCALL
Valley County, Idaho
D i nald C. Bailey, Mayor
Resolution 11-20
November 3, 2011
Page 1 of 1
CITY OF MCCALL
COMPLETE STREETS POLICY
Introduction
Complete Streets are designed and operated so they are safe, comfortable, and convenient for all users
including but not limited to pedestrians, bicyclists, motorists and transit riders of all ages and abilities.
Planning for this diverse user group requires consideration of many of the following elements:
1. Appropriately sized travel lanes for cars, trucks, and delivery/emergency service vehicles;
2. Sidewalk or pathways space;
3. Bike lanes or bike routes;
4. Transit facilities and routes;
5. On -street parking;
6. Median use for traffic flow, safety, and pedestrian refuge;
7. Adequate buffer areas for pedestrian safety, utility placement, and possible landscaping;
8. Visually appealing landscaping or hardscaping adding shade and pedestrian protection and;
9. Land uses that generate and warrant such treatments.
Complete streets can offer many benefits to McCall such as:
• Complete streets make economic sense because they bolster economic growth and stability by
providing accessible and efficient connections between residences, schools, parks, public
transportation, offices, and retail destinations.
• Complete streets improve safety by reducing crashes.
• Complete streets encourage more walking and bicycling.
• Complete streets can increase transportation capacity and reduce congestion
• Complete streets help children get physical activity and gain independence.
• Complete streets are good for air quality.
• Complete streets make fiscal sense.
McCall strives to be a pedestrian friendly environment with an overriding priority to provide pedestrian
and cyclist facilities connected with the transportation system as the dominant element of design.
McCall has adopted numerous planning documents that included extensive public involvement and
support the Complete Streets Policy. These planning documents include the McCall Business Park Final
Report (2010), Downtown Parking and Needs Assessment Final Report (2009), McCall Comprehensive
Plan (2007), City of McCall Design Guidelines (2006), Parks and Recreation Master Plan (2005), Bike Path
Master Plan (2005) , EPA Smart Growth Implementation Assistance — Connecting McCall (2005) and
Downtown Master Plan (1997).
The City of McCall recognizes that all streets are different, and not all streets will incorporate every
element described above. Future streets within the City will be designed to balance user needs and
incorporate elements that match the land use context. Through context sensitive design a "complete"
street can accomplish greater public benefits, improve safety, increase transportation options,
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EXHIBIT A
strengthen the overall benefit of transportation investments and enhance air quality. The inclusion of
all needed facilities in the early planning phases of roadway construction in both residential and
commercial development reduces the complexity and expense of attempting to retrofit years later.
The City has adopted this asset management approach and supports the creation of "complete" streets
by providing the following policy.
COMPLETE STREETS POLICY
There is no singular design prescription for Complete Streets; each one is unique and responds to its
community context. A complete street may include: sidewalks, bike lanes (or wide paved shoulders),
special bus lanes, comfortable and accessible public transportation stops, frequent and safe crossing
opportunities, median islands, accessible pedestrian signals, curb extensions, narrower travel lanes,
roundabouts, lighting, traffic calming devices and more.
Vision
Streets, bridges and transit stops within the City of McCall should be designed, constructed, operated
and maintained so that pedestrians, bicyclists, transit riders, motorists and people with disabilities can
travel safely and independently. The Complete Streets Policy will contribute to the character of McCall as
a diverse, small town united to maintain a safe, clean, healthy and attractive environment.
The following are the goals for Complete Street Policy to ensure a multimodal community:
➢ Give priority to pedestrians and incorporate alternative transportation modes especially in
commercial areas and areas identified in the McCall Area Pathway Plan.
➢ Encourage street connectivity and aim to create a comprehensive, integrated, connected
network for all transportation modes with focus on adjacent land uses such as nearby schools,
commercial areas, other neighborhoods and recreation areas.
➢ Incorporate multi -modal access to active public spaces preserving a strong sense of community.
➢ Evaluate drive lanes to identify appropriate width that can maximize multi -modal use.
➢ Manage supply of parking to match the character of the street.
➢ Maximize the efficient use of space for utility, drainage infrastructure and snow storage.
The design and development of the transportation infrastructure should improve conditions for all likely
users through the following steps:
1. Plan projects for the long-term. Transportation facilities are long-term investments that remain
in place for many years. The design and construction of new facilities should anticipate likely
future demand for bicycling, walking, and transit facilities and not preclude the provision of
future improvements except as outlined in the Exceptions section.
2. Coordinate with transit agencies to ensure that transit services and facilities are reasonably
accommodated within the street network. Linking multiple forms of transportation provides
users with more travel options and creates an overall transportation system that is more
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EXHIBIT A
responsive to the needs of the public. lndentifying transit corridors and optimizing multi -modal
opportunities requires close coordination between the transit agencies, municipalities and the
City in all phases of design and development.
3. Coordinate with adjacent municipalities to provide regional connectivity. Future pedestrian,
bicycle and transit facilities should provide connectivity to pedestrian, bicycle and transit
facilities in adjacent municipalities to provide regional connectivity.
4. Address the need for bicyclists and pedestrians to cross corridors as well as travel along them.
Even where bicyclists and pedestrians may not commonly use a particular travel corridor that is
being improved or constructed, they will likely need to be able to cross that corridor safely and
conveniently. Therefore, the design of intersections should accommodate bicyclists and all users
in a manner that is safe, accessible and convenient.
5. Consider enhancements such as landscaped medians and buffer areas, pedestrian lighting, and
on -street parking in new construction and reconstruction projects. Landscaping, on street
parking, and the other features mentioned will not be appropriate for all streets and corridors.
Safety concerns and access for people with disabilities should be carefully considered in areas
where landscaping, parking, or other enhancements are placed within or near the pedestrian
way.
6. Design facilities based on recognized standards. Published standards such as those from the City
of McCall, the American Association of State Highway and Transportation Officials and the
Manual on Uniform Traffic Control Devices should be used in the design of pedestrian, bicycle
and transit facilities.
Exceptions
Bicycle and pedestrian ways should be established in new construction and reconstruction projects
unless one or more of the following conditions are met:
1. Significant safety or other challenges exist that make bicycle and pedestrian facilities dangerous
to potential users. Where a determination is made that providing pedestrian and/or bicycle
facilities would be unsafe, alternative considerations should be analyzed and planned to offset
any deficiencies.
2. The cost of establishing and maintaining bikeways or walkways would be excessively
disproportionate to the need or probable future use.
3. Where current and projected future population is sparsely forecasted or other factors indicate
an absence of need.
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EXHIBIT A