Attachment C_Change_Request_34

Section 6 TRANSPORTATION The vision is to create a safe, accessible and sustainable multimodal transportation system connecting people with each other and where they want to go. The system should be safe, equitable, reliable, comfortable, and provide travel choices and support clean air and the city, county, and state's air quality and climate commitment. The transportation system should accommodate increased person trips by providing travel choices and by reducing single-occupant automobile trips and vehicle miles traveled (VMT). Plans should also prepare the community for future technology changes, such as electric/low emission vehicles, autonomous vehicles, and demographic and social shifts, such as an aging community, and increasing bicycle use, micromobility and car sharing. A mature community like Boulder has little opportunity, desire or ability to add road capacity, as widening streets and building new roads would have significant negative environmental, community character and financial and societal impacts. Consequently, the strategies of all the city's strategic plansthe city's Transportation Master Plan (TMP) center on maintaining a safe, comfortable, attractive and efficient system for all modes of transportation. A reimagined transportation system is not built in response to the current conditions, but is designed to shape public travel choices by providing options to single-occupancy vehicles that are at least as efficient, safe, comfortable, and cost-effective as driving. This policy goal requires a commitment of money, road space, and time to implement, and must be a vision shared across jurisdictions and departments. The policies in this section generally reflect the focus areas of the city's TMP and the adopted Boulder County Transportation Master Plan (TMP), including: Complete Transportation System; Regional Travel; Funding & Investments; Integration of Land Use & Transportation with Sustainability Initiatives; and Other Transportation Policies. Complete Transportation System 6.01 All-Mode Transportation System & Safe and Complete Streets The Boulder Valley will be served by an integrated all-mode transportation system, developed cooperatively by the city and county. The city's and county's transportation system focuses on moving people, and is based on complete streets reflecting the unique contexts of urbanor

urban, suburban, and rural areas. These streets include completed networks for each mode, making safe and convenient connections between modes, providing seamless connections between the city and county systems and promoting access and placemaking for the adjacent land uses and activities. Improvements to urban travel corridors will recognize pedestrian travel as the primary mode of transportation and preserve or improve the safety of all modes of transportation. For more suburban and rural parts of the Boulder Valley, the transportation system is focused on sustainable mobility through development of a safe, multimodal system, enabling creating the complete trip regardless of mode and investing in key regional transportation corridors. 6.02 - Equitable Transportation The city and county will equitably distribute transportation investments and benefits in service of all community members, particularly vulnerable populations, ensuring that all people benefit from expanded mobility options. Providing more transportation options - like walking, biking, transit and shared options - in areas where people are more reliant on various modes will have a greater benefit to overall mobility. New transportation technologies and advanced mobility options provide Boulder with an opportunity to expand affordable transportation choices to those who need them the most, including those who cannot use existing fixed route transit such as service and shift workers. Investments and policies will also consider modal equity, prioritizing modes that have historically received less investment and physical space. 6.03 Low Stress Walk and Bike Network The city and county will create a connected walking and cycling network for people of all ages and abilities to travel along and across streets safely and comfortably. The safe network shall include providing safe access to destinations within a development such through parking lots. The county has a goal to develop a low stress, direct, and all-season bike network between communities within the county. Low stress walk and bike networks will attract a broader population of people because walking and bicycling will be more safe, comfortable, efficient, and fun.as confident and comfortable pedestrians and cyclists. These walk and bike networks also support the city and county Vision Zero safety goals. 6.04 Renewed Vision for Transit The city and county will integrate transit investments and improvements to address service, capital infrastructure, policies, programs and implementation through a Transit Strategic Plan.. These activities will expand the Community Transit Network (CTN) and improve regional transit service and connections outside the city, such as bus rapid transit (BRT) along state highways and regional key corridorscorridor, as identified in the Northwest Area Mobility Study. 6.05 Reduction of Single Occupancy Auto Trips The city and county will support and promote the greater use of multimodal travel options to reduce vehicle miles traveled (VMT) and single-occupancy automobile travel. The city will continue progress toward its specific objective to reduce vehicle miles of travel (VMT) 20 percent from 1994 levels through the year 2030 within the Boulder Valley to achieve transportation and GHG reduction goals. The county's goal is to reduce VMT to 2005 levels,

and to achieve regional air quality goals and state greenhouse gas reduction targets. The city and county will include other communities and entities (especially trip origin communities such as Longmont, Lafayette, Louisville and Erie) in developing and implementing integrated travel demand management (TDM) programs, new mobility services, all-season bicycle commuting facilities, and improved local and regional transit service. The city will require TDM plans & enforcement for allapplicable residential and commercial developments within the city to reduce the vehicle miles traveled and single-occupant vehicle trips generated by the development and will develop and adopt strategies and incentives for VMT reduction for existing residential properties and businesses in the appropriate Departmental Strategic Plans. 6.06 Transportation System PrioritiesOptimization The transportation system serves people using all modes, and maintaining safety is its highest priority. Other goals including GHG reduction and VMT reduction are also to be considered, but will always be secondary to safety.its efficient and safe operation benefits all users. The city and county will monitor the performance of all modes as a basis for informed and systematic tradeoffs supporting mobility, safety, GHG reduction and other related goals. 6.07 Integrated Transportation Demand Management (TDM) Programs The city and county will cooperate in developing comprehensive Transportation Demand Management (TDM) programs for residents and employees, which include incentives, such as developing a fare-free local and regional transit system; promoting shared-use mobility, ridesharing, bikesharing, carsharing, vanpools and teleworking; and supporting programs for walking and biking, such as secured long-term bike parking (including retroactively-applied bike parking requirements). The city will employ strategies such as shared, unbundled, managed and paid parking (i.e., "Shared Unbundled, Managed, and Paid" - "SUMP" principles) to re?ect the real cost of Single Occupancy Vehicle (SOV) travel. The city will require TDM plans for applicable residential and commercial developments. In order to optimize return on TDM investment, the city will implement an optional TDM cash-in-lieu program, to allow investments to be made where they are most effective. 6.08 Accessibility and Mobility for All The city and county will continue development of a complete all-mode transportation system equitably accommodating all users, including people with mobility impairments, youth, older adults, non- English speakers and low-income persons. This will include increased support for mobility services for older adults and people with disabilities, reflecting the expected increases in these populations. Efforts should focus on giving people options to live well without a car and may include prioritizing affordable & frequent public transportation and transit passes, youth fares, new technologies such as electric bikes, addressing barriers to using mobility devices in public spaces, on-demand mobility services and prioritizing connections between multimodal transportation and affordable housing to facilitate affordable living. 6.09 Transportation Safety The city and county recognize safety for people of all ages using any mode within the transportation system (i.e., walking, bicycling, transit riding and driving) as a fundamental goal.

The city's and county's Vision Zero policies aim to eliminate traffic deathsdeathes and severe injuries involving people using all modes of travel, focusing on crash trends and mitigation strategies identified in the Safe Streets Boulder Report and on-going local, regional and statewide safety assessments. Improving travel safety is based on a holistic pre-emptive application combination of a Safe System approach. the four E's: Engineering, Education, Enforcement, Evaluation and relies upon our whole community to keep people safe. To achieve Vision Zero, improvement of our infrastructure is critical in achieving safety and shall be referenced in all of Boulder’s applicable Strategic Plans. the four E's approach helps ensure we are addressing travel safety from all angles. This means dangerous travel behaviors, such as distracted and impaired travel, can be countered through enforcement efforts and safety education outreach, while engineering treatments and innovative street design can help prevent intersection conflicts for example. Applying all four E's is the most comprehensive way to help prevent crashes. Regional Travel 6.10 Regional Travel Coordination Local transportation and land use decisions have regional transportation impacts. The city and county will work to develop regional consensus for multimodal improvements to regional corridors through working with the Colorado Department of Transportation, the Regional Transportation District (RTD), Denver Regional Council of Governments (DRCOG), Northwest Mayors and Commissioners Coalition and other providers to develop high-quality, highfrequency regional transportation options, including improvements identified in the Northwest Area Mobility Study (NAMS), FasTracks arterial bus rapid transit (BRT) service, managed lanes and commuter bikeways between communities; and to set land use policies that will focus development around these improvements in order to maximize their benefits for the region. The city and county will continue development of first- and last-mile connections to local systems and longer-term transit planning. 6.11 Regional Transit Facilities The city will develop and enhance the regional transit anchors that serve the primary attractors and employment centers, including of Downtown Boulder, the University of Colorado campuses and Boulder Junction adjacent to the Boulder Valley Regional Center. In particular, Boulder and Boulder County shall prioritize amenity-rich development along existing and projected transit routes, emphasizing goods and services for residents and employees in emerging transitoriented development projects. Developing "Mobility Hubs" and first and last mile connections to these facilities is a priority to support employees commuting into and throughout Boulder and Boulder County and to reduce single-occupancy auto travel and congestion on regional roads. Funding & Investment 6.12 Investment Priorities To protect previous investments and ensure safe and efficient use of existing travel corridors, the city will prioritize investments for travel safety for people using all modes, such as Vision

Zero improvements; system maintenance, such as street and bridge repair; and system operations, such as signal enhancements. The city will give medium priority to system efficiency and optimization, such as enhancement of pedestrian, bicycle and transit systems; electrical vehicle charging infrastructure and electrification of ?eets; neighborhood roadway speed management, and person- carrying capacity improvements (rather than adding capacity for vehicles). Where possible, investments will be designed to minimizelower long-term maintenance costs, such as by narrowing motor vehicle travel routesstreets, directing larger or heavier vehicles to restricted routes, and accommodating smaller, lighter vehicles where possible when repaving or reconstructing. Lower priority will be given to investments in quality of life improvements, such as sound walls. The county will prioritize transportation investments based on several criteria, including, multimodal operational efficiency, safety, partnership opportunities, maintenance, and resilience. The city and county will manage and price any additional significant regional single-occupancy vehicle road capacity to provide reliable and rapid travel times for transit, high-occupancy vehicle lanes and other carsharing options. Integration of Land Use & Transportation with Sustainability Initiatives 6.13 Access Management & Parking The city considers vehicular and bicycle parking as a component of a total access system for all modes of transportation (bicycle, pedestrian, transit and vehicular). Such parking will be consistent with the desire to reduce single-occupant vehicle travel, balance the use of public spaces, consider the needs of residential and commercial areas and address neighborhood parking impacts. The city will accommodate parking demands in the most efficient way possible with the minimal necessary number of new spaces and promote parking reductions through a variety of tools, including parking maximums, shared parking, unbundled parking, parking districts and transportation demand management programs. The city will implement appropriate pricing on all publicly-owned parking, both off-street and on-street, to avoid externalizing the costs of pricing and raise revenue from a valuable city resource. Any such pricing will be crafted in such a way as to be equitable and progressive, to the extent feasible.The city will expand and manage parking districts based on SUMP principles (shared, unbundled, managed and paid) to support transportation and GHG reduction goals as well as broader sustainability goals, including economic vitality and neighborhood livability. 6.14 SafetyTransportation Impacts Mitigated SafetyTransportation or traffic impacts from a proposed development that cause unacceptable transportation or environmental impacts, or parking impacts, to surrounding areas will be mitigated. All development will be designed and built to be multimodal and pedestrian-oriented and include TDM strategies to reduce the vehicle miles traveled generated by the development. Supporting these efforts, new development will provide continuous multimodal networks through the development and connect these systems to those surrounding the development. The city and county will provide tools and resources to help businesses manage employee access and mobility and support public-private partnerships, such as transportation management organizations, to facilitate these efforts.

6.16 Integrated Planning for Regional Centers & Corridors Land use in and surrounding the three intermodal regional centers (i.e., Downtown Boulder, the University of Colorado and the Boulder Valley Regional Center, including at Boulder Junction) will support their function as anchors to regional transit connections and Mobility Hubs for connecting a variety of local travel options to local and regional transit services. Community Hubs shall be integrated into the planning of these services. The land along multimodal corridors, the major transportation facilities that provide intra-city access and connect to the regional transportation system, will be designated as multimodal transportation zones where transit service is provided on that corridor and the highest intensity of land use is allowed. In and along these corridors and centers, the city will plan for a highly connected and continuous transportation system for all modes, identify locations for mixed- use and higher-density development integrated with transportation functions, emphasize highquality urban design and pedestrian experience, develop parking maximums and encourage parking reductions. 6.17 Complete Missing Links The city's and county's goal is to complete missing links in trails, paths and sidewalks, including connections to all transit stops. The city and county will work to complete missing links throughout the transportation grid through the use of connection plans and at the time of parcel redevelopment, as appropriate. Of particular interest are missing bicycle facilities and sidewalk links that connect to transit stops, recognizing that for some members of the community and workforce, transit is the primary travel option. As city streets or County roads are maintained, achieving complete streets must be mandatedaddressed.

6.18 Transportation Facilities in Neighborhoods The city will strive to protect and improve the quality of life within city neighborhoods while developing a balanced multimodal transportation system. The city will improve neighborhood prioritize improvements to access by walking and rollingall modes and increase safety within neighborhoods by controlling vehicle speeds and prioritizingproviding multimodal connections over vehicle mobility. The city and county will design and construct new transportation facilities to minimize noise levels to the extent practicable. Neighborhood access to transit, walking, and biking facilities will be prioritized.needs and goals will be balanced against the community necessity or benefit of a transportation improvement. Additionally, the city will continue its neighborhood parking permit (NPP) programs to seek to balance access and parking demands of neighborhoods and adjacent traffic generators. 6.19 Transportation Infrastructure to Support Walkable 15-Minute Neighborhoods The city will identify 15-Minute Neighborhood centers and develop specific plans for each to ensure that they are easily and safely accessible by foot, bicycle, and where applicable, transit. Such plans will provide direct linkages to the existing and planned cycling and pedestrian networks that permit seamless access to central amenities without a decrease in real or perceived user safety. These plans will extend continue to build improvements to transportation

facilities in neighborhoods that create a variety of neighborhood supporting activities and infrastructure within approximately a one-quarter-mile walk radius where residents and employees can fulfill more of their daily needs through safe, healthy and convenient walking and biking. Such infrastructure also has health and fuel consumption-reducing benefits. The city will require private development to support walkable and bikeable neighborhood access through its TMP, development code, and review processes. The city and county will amend zoning rules to allow small “bodega” types of retail and professional businesses within residential neighborhoods so that residents can easily walk or use other non-automobile mobility devices to acquire basic necessities and simple amenities of common life.

6.20 Neighborhood Streets & Alleys Connectivity The city recognizes neighborhood streets and alleys as part of the public realm and will plan a well-connected and fine-grained pattern to facilitate public access, promote safe and convenient travel for all, disperse and distribute vehicle traffic and maintain safe street characteristics character and community cohesion. The city recognizes alleys in historic districts as particularly important for maintaining the permeability of such neighborhoods by and character and providing travel routes for pedestrians and bicycles. 6.21 Mobility Hubs As guided by the TMP, the city will establish Mobility Hubs that provide seamless integration between transit and pedestrian and bicycle facilities, car/ridesharing and a context- appropriate parking supply for people of all physical abilities. The city will encourage Mobility Hubs associated with neighborhood centers to emphasize excellent pedestrian infrastructure within a quarter mile - to half-mile walk shed, connections to the bicycle network and high-quality urban amenetiesdesign of structures and public spaces. Other Transportation Policies 6.22 Improving Air Quality & Reducing Greenhouse Gas Emissions Both the city and county are dedicatedcommitted to reductions in GHG emissions, with the city committing to an 80 percent reduction from 2005 levels by 2050 and the county committing to a 45% reduction by 2030 and a 90% reduction by 2050. The city and county are also committed to reducing emissions that lead to ozone and particulate matter levels that currently exceed EPA air quality standards. The city and county will design the transportation system to minimize air pollution and reduce GHG emissions by incentivisingpromoting the use of active transportation (e.g., walking and bicycling) and low-emission transportation modes and infrastructure to support them, reducing auto traffic, and encouraging the use of fuel-efficient and clean-fueled vehicles that demonstrate air pollution reductions and maintaining acceptable traffic flow. 6.23 Municipal Airport Boulder Municipal Airport is a general aviation airport that has been in existence since 1928. The airport will continue to ensure it meets the needs of the community by providing a safe

environment for aviation business and business-related travel, scientific and research flights, recreation and tourism, flight training and vocational education, aerial fire-fighting, emergency medical flights as well as flood and other disaster-related support for the city and county. The city will seek to mitigate noise, safety and other impacts of airport operation while assuring that new development in proximity will be compatible with existing and planned use of the airport. At the time of the next Airport Master Plan, the city will work with the community to reassess the potential for developing a portion of the airport for housing and neighborhood-serving uses, with multimodal transportation options. 6.24 Emergency Response Access The city and county will continue to assess and develop solutions to coordinate transportation policies, infrastructure planning and response plans in the event of a disruption or emergency. The city and county will balance the need for efficient emergency services response times with the imperative for street designs that increase overall resident safety and access, and reduce the rate of traffic crashes that directly impact residents and visitors on a regular basis, outside of emergency or disaster conditions. Additional policies 1. In order to improve safety, comfort, and efficiency for pedestrians, the city will update its Design and Construction Standards to widen sidewalk standards, specify that intersection corner radii be minimized, and require bulbouts or neckdowns at all pedestrian crossings where on-street parking is present or lane width allows. 2. Recent private and public developments have avoided creating public streets because the DCS allowable street designs are not consistent with current desires for safe, calm, people-centric streets. The city will update its DCS to allow much greater flexibility in street design in achieving these goals. 3. The city will create a Transportation Demand Management fund and an in-lieu payment schedule for new development, and allow the option for development to meet its TDM requirements via a fee in lieu of on-site TDM implementation. The fund will be used to reduce SOV trips and meet other Transportation Master Plan goals by the most efficient means necessary. 4. By dramatically reducing the time cost of driving, the advent of autonomous vehicles threatens to significantly increase motor vehicle congestion. The city will proactively implement regulations and incentives to ensure that streets remain usable by all, and in particular to ensure that transit remains an efficient and desirable choice. 1.5. The city departments of Transportation, Public Works, and Parks and Recreation will create a program to repurpose underutilized street space and parking as green infrastructure such as bioswales, micro-parks, and stormwater absorbers. These will be designed to reduce stormwater runoff, mitigate the urban heat island effect, add green space, and calm traffic. 2.6. The city will create a comprehensive traffic signals policy, in order to ensure consistency of signals decisions with BVCP, TMP, and Vision Zero; transparency of decision-making regarding signals; and equity of signals treatment for all modes, locations, and populations. The policy will address signals warrants (where signals are,

and where signals are not, to be used for traffic control); signal design; and signal operation (including conditions under which signals should be coordinated versus freerunning, signal cycle length and progression speed, use of pushbuttons for pedestrian service versus automatic pedestrian service, and transit priority policy). 3.7. As e-bikes become cheaper and facilities like the Highway 119 MUP come online, planning should anticipate and accommodate a major shift toward individual e-mobility devices over car use.

Map A-2 (Land Use Map) Historically and currently, the land use map has, as its name suggests, exclusively shown land use designations, with no regard for transportation facilities. However, transportation and land use are inextricably linked, and the best planning results from considering them in concert, each affecting the other. We therefore suggest that a land use and transportation map should replace the exclusively-land use map. Not every street and sidewalk need be featured, but major transportation facilities (streets, transit routes, pedestrian and bicycle facilities) should be shown so that the relationship between those and the land use is more apparent and easily understood. (See also current policy 6.15)