Introduction
This chapter includes recommendations ranging from identified focus corridors to policy and coordination suggestions. These items were developed based upon input received from ongoing coordination with local agencies and stakeholders, PPACG Committees, and the TAC workshop.
The recommendations presented here can be considered as a collection of potential tools (a toolbox) that may be employed to advance a regional approach to active transportation. The purpose is to illustrate strategies that are possible. However, it is recognized that member jurisdictions will choose if any or none are applicable.
In fact, these tools emerged from discussions with stakeholders and the TAC on the proper role for this plan. A detailed workshop with the TAC pursued answers to specific questions including those shown in the graphic below.
Discussions with the CAC and TAC on the proper role for a regional plan (that supports and advances projects already identified through a public process), crystallized around a key concept that can be used to identify projects of regional significance. This key concept is that regional significance is defined by characteristics independent of local jurisdictions. These characteristics must provide inherent functionality that creates Connectivity, Continuity, Comfort and Clarity for regional users.
Exploring these in detailed review, it is apparent that regionally significant facilities exhibit:
- Connectivity: Users should be able to travel from one point in the region to another without requiring long out of the way routing or a change in mode choice.
- Continuity: The active transportation network should not have sudden stops or gaps that would disrupt a user’s journey independent of jurisdiction.
- Comfort: A regional network should provide a pleasant and safe experience for all users.
- Clarity: A regional network should consist of paths and routes that are obvious and easy to understand and navigate. This ranges from outward facing aspects such as clear signage and wayfinding to inter-jurisdictional alignment and language to improve overall network understanding.
Project specific recommendations are responsive to jurisdiction planning priorities and based upon the foundation of previous local plans. Policies, strategies, and other recommendations were suggested as methods for improving regional coordination, enhancing user experience, and further encouraging active transportation as a viable mode for recreation and transportation in the Pikes Peak Region.
Connectivity
A primary tool in the active transportation toolbox is the identification of a well-connected system. This plan suggests a Regional Corridor Network, with facilities that provide regional functionality and access to destinations such as homes, employment, landmarks, schools, and others. The corridors identified are a combination of existing facilities, planned facilities, as well as potential new projects that connect other regional corridors.
The Regional Corridors are meant to be of regional significance, providing a filtered list out of the municipalities previous planning efforts, and do not include all the locally significant facilities.
The identification of Regional Corridors does not replace or supplant any locally identified priorities from local planning activities and any projects associated are not being directly identified for additional funding or construction. However, the identification of these corridors in a regional plan can support funding opportunities such as grants or non-formula funds that consider projects of regional significance or priority.
As each corridor can and will serve various purposes, the Demand Index from Chapter 4 is being utilized to highlight the corridor’s primary purpose, centering on where people live, work, play, and learn along the Regional Corridor. Additionally, some corridor segments are within areas that have high economic development potential but limited existing demand. The network is shown on the next page in Figure 10Error! Reference source not found., and each corridor has a dedicated page in Appendix 2: Demand Index Corridor Sheet Maps.
Future Investments
An important aspect of realizing the Regional Corridor Network is ensuring Right of Way (ROW) reservation during the planning and design key roadway corridors. Active transportation integration from the outset is more seamlessly integrated into the overall design, resulting in better facilities that are often more aesthetically pleasing and not squeezed into constrained ROW. Additionally it’s generally more cost-effective, as retrofitting or modifying ROW can be significantly more expensive, given the likelihood for improvements that may have already occurred on the properties. While reserving ROW requires foresight and up front efforts, the benefits in terms of cost savings and overall community planning are substantial.
Prioritization
These initial priorities provide a broad core network of east-west and north-south mobility for the region. They touch multiple jurisdictions and have significant existing users, and were selected based upon input provided by stakeholders and jurisdictions.
Big Lifts
There are a number of locations and projects across the region that could significantly improve regional connectivity if a “Big Lift” was undertaken. These projects are characterized as large barriers to regional connectivity that will require expensive or extensive construction to alleviate. Examples of these Big Lifts identified by partners, stakeholders, and advocates include active transportation facility grade separations for I-25 near Monument and US24 near Old Colorado City.
Complementary Infrastructure
The Regional Corridor Network will facilitate many other active mode links at the local level, and does not represent the totality of the bicycle, pedestrian, or other active mode network on their own. It is important to understand the role these local networks have in providing access to the Regional Corridor Network and promoting healthy, active lifestyles for the region.
Pedestrian Facilities
Pedestrian needs at specific locations are harder to examine through a regional perspective. Sidewalk gaps, poor crossing design, and sidewalk condition are all examples that exist, but few locations would rise to the level of a regional need. However, when these improvements are conducted as a program of improvements such as the Missing Sidewalk program conducted by the City of Colorado Springs and funded through the PPRTA, they can provide regional benefits.
A healthy pedestrian environment can provide regional benefits including:
- Access to transit
- Access to recreational assets
- A more pleasant tourism experience
- Safety and functionality for the diverse users in our region
“Streets that are designed with the needs of children and caregivers in mind better serve everyone using them, from older adults to people with disabilities to able-bodied people.” …. “Prioritizing children means that streets are safer and more comfortable, beautiful, and enjoyable for all people.” – NACTO, Designing Streets for Kids
For example, every trip starts and ends as a pedestrian. Designs for universal access are needed, as pedestrians have a variety of characteristics, and the local network should accommodate a variety of needs, abilities, and possible impairments. For instance, children have low eye height, walk at slower speeds, and have generally poorer decision-making ability than adults. Older adults walk more slowly and may require assistive devices for walking stability, sight, and hearing. Age is just one major factor that affects pedestrians’ physical characteristics, walking speed, and environmental perception.
Each jurisdiction should create or update their existing ADA transition plan, providing the data to one collective source that can assist tracking and implementing improvements.
The region could also consider enhancing programs that support critical pedestrian experiences as regional priorities. This could include a region wide approach to Safe Routes to School, walkability of area attractions including recreation, economic or multimodal hubs, education, and entertainment. A programmatic approach to regional walkability could be considered to focus investments on retrofit enhancements to areas with populations most in need of multimodal transportation options rather than just the design standards that will be incorporated into new developments. This is discussed further in the Continuity section.
Consider pedestrian improvements at a program level to target investment at elements that provide a regional benefit.
Bicycle Facilities
Designated bicycle facilities can include a range of on-street treatments such as bicycle boulevards, bicycle lanes, paved shoulders, shared roadways, cycle tracks, and other facilities. Generally, bicyclists prefer a greater level of infrastructure improvements on higher speed and higher volume facilities. Other factors to consider when determining and designing bicycle facilities include presence of parking, type of parking, driveway and intersection frequency, number of travel lanes, presence of pedestrian facilities, and pedestrian volumes. It is important that bicycle facilities consider connections to school buses, public transit, park-and-ride lots, airports and other forms of transportation that are important for residents and visitors. The table below provides high level guidance for selecting bikeways.
Consider bicycle improvements at a program level to target investment at elements that provide a regional benefit.
Continuity
A primary desired outcome from stakeholders, advocates, and members of the MPO stated was a need to build on the network and connections that already exist in the region. A continuous network would allow active transportation users to walk from place to place without having to navigate around barriers or traverse unsafe areas.
Guidelines
It is recommended that the region creates Design Guidelines for active transportation investments. These guidelines would outline the standards and best practices for designing and implementing infrastructure that supports active modes across the litany of different use cases and facility types. Furthermore, these guidelines should also address the integration of active transportation with other modes of transport, accessibility for all users, safety measures, and strategies for promoting active transportation. By creating and adhering to guidelines, the region will be able to build an active transportation network that not only meets the needs of its current users but is also adaptable to future demands and changes. This is discussed further in the Clarity section.
Regional Corridor Desired Minimum Cross Section
Based upon discussion with the TAC, stakeholders, and member jurisdictions, it was agreed that the Regional Corridor Network be held to a high expectation. These corridors are meant to serve as the backbone to the entire region’s active transportation network, providing connectivity to major destinations and collectively being built for inter-jurisdictional users. Thus a desired minimum cross section is proposed, wherein the expectation is that all the identified Regional Corridors will make all good-faith attempts to be built to.
The desired minimum cross section shall be a 10 foot paved Shared Use Path as depicted in Figure 12. The path would include a 2 foot shoulder, mowed or gravel, with a minimum clearance of 4 foot.
Programmatic Strategies
Local programming plays a pivotal role in ensuring the continuity of and overall accessibility for the Regional Corridor Network. The ability for local users to access and use the Regional Corridors is crucial in their ability to serve as the backbone for the regional network.
Modal Connections & Sidewalk Investments
Sidewalks and pedestrian activity in general are truly local endeavors, and must serve the place where they are. For this reason, the presence of sidewalks and the quality and condition of sidewalks all must be the responsibility and focus of the local jurisdiction. Jurisdictions should use data and spatial analysis to map out existing sidewalk infrastructure. Law enforcement data can also be leveraged to highlight gaps in the local bicycle and pedestrian network. For instance, a high concentration of police stops or tickets for sidewalk riding on a particular street, for example, is an indicator that infrastructure is needed or the bicyclists don’t feel safe riding in the infrastructure that exists. Each jurisdiction should identify gaps in their network and, within their local context, understand the impacts of those gaps to their residents and the larger regional network.
Development Review
Private development review is a critical component in the planning, funding, and execution of infrastructure investments, and this holds true for the implementation of a regional active transportation plan. The evaluation of proposed private sector projects for their impact on, and relationship to the existing and planned active transportation network is critical. This review process must be ingrained into the local standard operating procedures to ensure that new developments contribute to the network’s continuity, as well as the overall connectivity, comfort, and clarity.
It is recommended that jurisdictions review and update their development review processes to include active transportation as a criterion of review. Local development review should assess how the development contributes to the betterment of the Regional Corridor Network, whether directly through ROW and construction of a Regional Corridor, or indirectly with other active transportation investments such as accessible sidewalks, bicycle lanes, and transit stops. Moreover, private development review plays a key role in identifying opportunities for public-private partnerships to expand and improve the active transportation network.
Comfort
A comfortable network encourages more people to use the facility by making more users feel welcome and free of fear or doubt. This can be accomplished in many ways, and comfort is a subjective topic.
Personal Safety
Personal safety is should be built into any project within a Regional Corridor as it is a paramount aspect of comfort and likelihood of use. Personal safety encompasses several key elements such as:
- Lighting: Adequate lighting is crucial for ensuring safety during low light hours. Well-lit trails deter potential threats and allow users to easily spot obstacles or hazards on the path.
- Visibility: Clear lines of sight around bends and at intersections help prevent collisions. Additionally, open spaces where users can be seen by others can enhance the feeling of safety.
- Emergency Support: Access to emergency support, such as call boxes or mobile app alerts, can provide users with a sense of security. Regular patrols by park rangers or security can also enhance this feeling.
- Surface Conditions: Regular maintenance is important to maintain smooth surface and the path is free of debris, snow and ice, or other hazards that may cause accidents and injuries.
- Signage: Clear and consistent signage not only provides guidance, but can alert users to potential dangers and offer trail etiquette information to uphold a safe environment for all users.
- Design: Trails should be designed with safety in mind, including appropriate widths for the volume of users and the types of use, safe crossings at intersections, and barriers where needed.
Amenities
Trail and path amenities, when thoughtfully incorporated, can make users feel more invited and comfortable, encouraging more frequent use and promoting active lifestyles. It is recommended that the region work to install amenities at strategic places, along with potentially creating a brochure of value-add investments that can be made ad-hoc by the community or other investors. Examples include:
- Rest Areas/Benches: Strategically placed rest areas and benches provide spots for users to rest, enjoy the surroundings, or simply take a break.
- Water Fountains: Water fountains, including those designed for filling water bottles, can greatly enhance comfort on the trail.
- Restrooms: Having clean, well-maintained public restroom facilities at regular intervals can significantly improve the user experience.
- Trash/Recycling Bins: Regularly spaced trash and recycling bins help keep the trail clean and pleasant and encourages responsible behavior from users.
- Shade Structures: Shade structures or quality tree canopy can provide much-needed relief, greatly improving the user experience.
- Bicycle Racks/Storage: For areas where users may transition between modes of transportation, secure bicycle racks, storage, or bicycle share options provide convenience and peace of mind.
- Signage/Maps: Clear signage and maps at key locations help users navigate the trail system, understand distances, and know what to expect ahead or where to go.
- Public Art: Art installations can enrich the experience by not only providing aesthetic enhancements, but allowing for cultural discovery and opportunities for local artists.
Maintenance
It is recommended that the jurisdictions explore maintenance agreements for the Regional Corridors as a method for ensuring the long-term sustainability and usability of the network. Maintenance agreements allow for the pooling of resources and expertise, sharing of responsibilities, and ensure that the network remains safe, comfortable, and accessible for all users. Maintenance agreements between jurisdictions for a regional active transportation network can take various forms. Here are a few examples:
- Shared Responsibility Agreement: Multiple jurisdictions agree to share the responsibility of maintaining different parts of the network. For example, one jurisdiction might be responsible for maintaining the pathway, while another takes care of amenities.
- Resource Sharing Agreement: In this agreement type, jurisdictions would agree to share resources for maintenance tasks such as sharing equipment or personnel.
- Third-Party Maintenance Agreement: Jurisdictions may enter into an agreement with a third-party organization (such as a non-profit or a community group) that agrees to perform certain maintenance tasks.
- Adopt-a-Trail Program: The region could enlist local businesses, organizations, or groups of citizens to take on the responsibility of maintaining a certain section of the trail.
- Public-Private Partnership (PPP): In this type of agreement, a private entity agrees to maintain (and possibly operate) a public active transportation network, often in exchange for certain benefits such as setback variance or density bonuses.
Clarity
A network with high clarity encourages usage by instilling confidence in users that they can reach their destination without difficulty. Clarity reduces the chances of users getting lost and makes the network more accessible to people of all ages, abilities, and backgrounds.
Common Language
As municipalities continue to build infrastructure and integrate across jurisdictional boundaries, various types of infrastructure will be needed, used, and built. However, each jurisdiction has their own language for describing infrastructure typologies, for instance Colorado Springs’s Tier 2 trail is a 12’ wide paved path, while El Paso County’s Primary Regional Trail is an 8’ wide crusher fine surface trail. These types discrepancy exists between each jurisdiction in the region, and extends into common misunderstandings when discussing “trails” which can range in meaning from a 10+ ft wide paved concrete shared use path to a skinny 4ft wide single track. It is recommended that a working committee be created between jurisdictions to create and adopt similar terminology for existing and future improvements. This effort will minimize confusion, increase coordination, and improve the user’s experience when travelling throughout the PPACG Region.
Local Ordinances and Policies
Each municipality has its own set of municipal codes, ordinances, and policies. Treating pedestrian and bicycle behavior in similar ways across the region is important to reduce user confusion and a patchwork of local laws can cause inconsistent enforcement, particularly for visitors to the region. It is recommended that jurisdictions work to minimize differences in these laws to provide a better user experience and relieve stress on enforcement variations.
One example of varying ordinances includes how jurisdictions treat and regulate equipment, such as bicycle registration. Another example is regulating how riders behave in relation to the existing motor vehicle code, such as adherence to signals, signs, or direction of traffic. One such example of consolidating behavior regulation at the state level is the ‘Safety Stop Bill’ that Colorado passed in 2022 regarding the ‘Idaho Stop,’ where bicyclists are allowed to treat STOP signs as YIELD signs and red lights as STOP signs. While coordinating policy at the regional level is not likely to be a result from legislation, providing consistent ordinances and policies related to items such as street crossings at the municipal level will provide clarity and continuity to bicyclists and pedestrians.
Lastly working to clear confusion and issues related to where people are allowed to use specific equipment, such as e-bikes, scooters, powered skateboards, or others.
The region can analyze data to understand local pedestrian and bicycle enforcement patterns, which can help make better informed decisions as to the impact on users and why a law or set of laws should or should not exist. Noting that collecting and evaluating data is resource-intensive, and challenging, it is not always necessary to move forward. Data collection is discussed further in the Benchmarking section below.
Wayfinding
Wayfinding coordination can play a pivotal role in users’ ability to navigate the network, and stark differences in signage look and content can create confusion. As discussed in previous sections, coordination of the wayfinding look, content, and spacing would enhance not only the clarity, but the continuity and comfort of the Regional Corridor Network. It is recommended that a working group or committee be created, comprised of jurisdictional staff from each member, to put forward a wayfinding and signage plan for the Regional Corridor Network.
Key aspects to consider for a coordinated wayfinding effort include:
- Inter-Municipality Collaboration including regular communication, sharing of resources, and a joint decision-making processes.
- Unified Signage Standard that provides a consistent visual language, including the use of symbols, colors, and typography, to ensure easy recognition and understanding. The signage could apply only to the Regional Corridors, but should be placed strategically to guide residents and visitors effectively.
- Digital Integration of a wayfinding strategy with digital platforms could involve the use of mobile applications, interactive kiosks, and online maps that provide real-time navigation assistance.
- Universal Signage that can be understood by users of all ages, abilities, and backgrounds should be promoted. Signage that utilizes images,
Shared Micromobility
As Shared micromobility systems continue to expand their footprint and impact on the region. Shared micromobility includes shared-use fleets that can include bicycle pedal bicycles, pedal-assist electric bicycles (e-bikes), e-scooters, and potentially new variations in the future. This equipment is typically rented for short, point-to-point trips that start and end within the public right-of-way and can be station-based or dockless.
It will be important for municipalities to coordinate on a range of topics such as which facilities users are allowed on, the connection of service areas, and how to make shared micromobility a boon for the region instead of a misunderstood nuisance. It is recommended that a working group or committee be dedicated to shared micromobility designation and coordination across the region.
Benchmarking
This section describes ways the region and individual communities (and even businesses) can benchmark themselves against peers, national standards, and other methods. This is meant to be a repository of readily available tools and platforms that can be sought, if desired, which can act as monitoring and progress, as well as methods for finding additional recommendations within each community.
Data Consistency
-Text to come-
It is recommended that each jurisdiction work with PPACG to create consistent, clear, and coordinated datasets for a variety of key information such as active transportation infrastructure.
The League of American Bicyclists administers what is called the “Bicycle Friendly Community” designation. The program utilizes a multi- faceted approach based on the “5 Es”: Equity & Accessibility, Engineering, Education, Encouragement, and Evaluation & Planning. Each municipality could apply for this program and receive feedback on their current score. This program can be a platform for benchmarking, as well as using the 5 Es as a systematic approach towards project decisions and prioritization.
Walk Score Toolkit
Walk Score is an urban metric that gives a comprehensive overview of a city’s walkability and is widely used to assess the accessibility of cities, neighborhoods, and specific places based on the essential services availability. It evaluates walkability in terms of neighborhood services proximity. Each municipality can track their Walk Score1 (as well as Bike Score and Transit Score) to gauge the quality of their supporting networks across their jurisdiction.
- https://www.walkscore.com/