(a) 
The Network Map.
The Network Map is a conceptual view of the community from an overall “30,000 foot” vantage point that identifies important corridors and linkages connecting centers, neighborhoods and community attractions. It is used to support more detailed planning, such as the Active Transportation Corridors Map. It is implemented through capital construction of streets, sidewalks and trail infrastructure. A full-page map is included in GJMC § 31.08.150, Appendix A – Maps, as Figure 1.
(b) 
The Active Transportation Corridors Map (Nonmotorized Transportation Map).
This Circulation Plan establishes the Active Transportation Corridors Map, to create a network of critical, continuous, safe, and convenient connections for nonmotorized transportation (bicycles, pedestrians, motorized wheelchairs, e-bikes where permitted by law, etc.). While it may be used for recreation or connect to the Colorado River and other trails, the active transportation corridors are intended to provide a complete alternative network of nonmotorized traffic routes. This includes using existing streets and future trails along waterways (canals, ditches and drainages) to connect neighborhood, schools, parks and other open space areas, as well as commercial and business districts with each other. It further identifies specific corridors that follow and support the Network Map and links important centers identified in the Comprehensive Plan’s Future Land Use Map with neighborhoods and other attractions and local amenities.
Active transportation corridors will include some canal, ditch and drainageway alignments where they provide the safest and best connections between neighborhoods and area attractions. This focused approach limits the use of canals, ditches and drainageways to only those routes that are most viable and critical for the active transportation network. During the planning, design and construction of these corridors the best route can be established which may include a combination of canals, ditches, drainageways, roads or other properties to locate the actual active transportation nonmotorized corridor on. Final location of these routes may be located on, along, adjacent to or near the canals, ditches and drainageways, but will be constructed to respect canal and drainage companies’ operations.
The Active Transportation Corridors Map will be used to support more detailed planning and implementation, including capital construction of sidewalks, bike lanes and trail infrastructure. Active transportation corridors can be improved during new development projects or through capital improvement projects and through the development of drainageways as identified in the Grand Junction Comprehensive Plan.
As property develops there may be situations where trails may be a desired amenity but a route is not shown on the map. An example of this may be providing a connection from an internal subdivision street to an outside collector or arterial street. Constructing these types of site and development specific improvements will provide connectivity that helps the overall transportation system work. See also GJMC § 31.08.130, Section B: Strategies/Policies – Improve the Urban Trails System both on and connecting to active transportation corridors (Strategy). A full-page map of the active transportation corridors is included in GJMC § 31.08.150, Appendix A – Maps, as Figure 2.
(c) 
The Street Plan Functional Classification Map.
The Street Plan Map identifies major corridors for general circulation of motorized traffic within the Urban Development Boundary. Roadway classifications include collectors and arterial streets that move more traffic than local subdivision streets. Subdivision and other local streets connect to collector streets that connect to arterial streets. Collector and arterial streets connect community attractions including neighborhood centers, village centers, and downtown together. The map also shows unclassified roads which are important for neighborhood circulation. They establish general locations for these important future local streets in undeveloped areas. The classification of these will be determined via a traffic impact analysis that demonstrates vehicular traffic demand within the area of interest.
There are over 50 changes to the Street Plan Map in this Circulation Plan since the map was adopted by City Council and Mesa County in 2010. These revisions are incorporated into the map and are the result of new development or improved traffic data. A full-page map is included in GJMC § 31.08.150, Appendix A – Maps, as Figure 3.
(d) 
Horizon Drive Business Improvement District Trail Network Plan.
The Horizon Drive BID Trail Network Plan identifies a series of proposed multimodal trail connections within the Horizon Drive corridor area to provide safe, convenient and functional nonmotorized linkages to amenities within the District and to the surrounding area. A full-page map of the Horizon Drive Business Improvement District Trail Network Pan is included in GJMC § 31.08.150, Appendix A – Maps, as Figure 6.
(Ord. No. 5239, 11/20/2024; Ord. 4851, 5-1-19; Ord. 4808, 7-18-18)
(a) 
Grand Junction – Adopt a Complete Streets Policy.
The complete streets policy will support the City of Grand Junction Comprehensive Plan goal to “develop a well-balanced transportation system that supports automobile, local transit, pedestrian, bicycle, air, and freight movement while protecting air, water and natural resources.” A complete streets approach integrates the needs of people and places in the planning, design, construction, operation and maintenance of transportation networks, making streets safer for people of all ages and abilities and thereby supporting overall public and economic health. At the heart of a complete streets policy is the intent for communities to build streets that safely accommodate all modes of transportation.
While the City has historically incorporated complete streets concepts in the design of transportation corridors, this policy memorializes that commitment for all transportation related projects. The Grand Junction complete streets policy recognizes the importance of all modes of transportation and is established for the areas under the jurisdiction of the City of Grand Junction.
The City established the Urban Trails Committee to advise City Council on matters pertaining to the safe, convenient and efficient movement of pedestrians and bicyclists of all ages and abilities. It has been a long-standing goal and desire of the Urban Trails Committee, whose planning jurisdiction is limited to the Persigo 201 service area, to develop and adopt a complete streets policy. That goal was incorporated into the 2017 City Council Strategic Plan as a Key Initiative.
(b) 
Mesa County – Develop and Adopt a “Complete Streets” Policy.
For Mesa County, an urban area complete streets policy limited to the urban development boundary will be developed that is appropriate to its jurisdiction and supports the Grand Junction Comprehensive Plan by fostering community values of transportation connections, attractive corridors and safe routes for all modes of travel. This policy will be part of the Mesa County Road and Bridge Standards and separate from the complete streets policy adopted by the City of Grand Junction.
(Ord. 4808, 7-18-18)
(a) 
An integrated transportation system is defined as a system that provides transportation options and needs for all mobility types. New development shall be designed to continue or create an integrated system of streets and trails that provides for efficient movement of pedestrians, bicycles, and automobiles to and from adjacent development, while also encouraging the use of transit. Design shall allow for through movement of general traffic utilizing connectivity, thus avoiding isolation of residential areas and over-reliance on arterial streets.
(b) 
Another aspect of an integrated transportation system is the concept of complete networks. There are limited number of corridor segments that cannot serve all mobility types due to a variety of restrictions such as constrained rights-of-way or an exclusive facility type. Some corridors, like off-street trails, are intended exclusively for bicycles and pedestrians and a small number of corridors can serve vehicles only. However, in all instances the transportation system as a whole should provide effective connections for all modes of travel. The individual corridors, when combined, work together to form an integrated transportation system or “complete network.” This Circulation Plan update was prepared with this concept in mind. The Street Functional Classification Map and the Active Transportation Corridors Map have been developed to work together with the complete network concept in mind.
(c) 
Implementation Actions.
(1) 
Amend development codes to include requirements for building street networks and identify construction/reconstruction responsibility.
(2) 
Amend development codes to establish construction responsibility, design guidelines, and ownership guidance for bicycle and pedestrian facilities.
(3) 
Develop methods to incentivize construction of bicycle and pedestrian facilities.
(4) 
Revise the City of Grand Junction Transportation Engineering and Development Standards (TEDS) Manual (GJMC Title 29), specifically relating to street and trail design guidelines and cross sections and transit requirements, to support the concepts presented in this plan.
(5) 
Revise the City’s Zoning and Development Code to create best practices for street and intersection design alternatives based on anticipated travel patterns and multi-modal demand.
(6) 
Update the Mesa County Road and Bridge Standards to include additional options for implementation of the strategies/policies presented in this plan.
(7) 
Revise the Mesa County Development Standards to provide the necessary criteria to promote an integrated transportation system.
(Ord. 4808, 7-18-18)
(a) 
Various plans have been developed for some areas (sub-areas) within the urban development boundary while many other areas still need specific plans. The following list recognizes planning efforts to date that are incorporated into this Circulation Plan.
(1) 
Safe Routes to Schools.
Studies to improve safety for children between existing neighborhoods and schools continue with projects planned, funded and constructed for Nisley Elementary, Clifton Elementary and West Middle School. Other planning has occurred and will continue to occur for all schools in School District 51.
(2) 
Clifton Pedestrian Plan – refer to Clifton/Fruitvale Community Plan.
(3) 
Orchard Mesa Pedestrian Plan at the Fairgrounds/Meridian Park Neighborhood Center – refer to Orchard Mesa Neighborhood Plan (Repealed by Ord. No, 5227, August 2024).
(4) 
Redlands area – refer to the Redlands Area Plan (Repealed by Ord. No, 5227, August 2024).
(5) 
North Avenue Corridor Plans (GJMC Title 32).
(6) 
Pear Park – refer to the Pear Park Neighborhood Plan (Repealed by Ord. No, 5227, August 2024).
(7) 
Horizon Business District – refer to (future) Horizon Business District Overlay.
(8) 
Mesa Mall Environs – (future).
(9) 
Safe Routes to Parks and Open Space – (future).
(b) 
Implementation Actions.
(1) 
Revisit each sub-area plan regularly and update when needed.
(2) 
Add to the list as new sub-areas are planned and mapped.
(Ord. No. 5227, 8/9/2024; Ord. 4808, 7-18-18)
(a) 
The vision for GVT is to provide a viable transportation choice for all populations that connects communities, neighborhoods, and destinations while improving quality of life and supporting economic vitality in the region. GVT strives to provide an affordable, connected, efficient, and easy to use transit system that attracts all rider types, integrates all modes of transportation and that provides a transportation system that supports jobs, recreation and overall community well-being. Additional statistical information for GVT can be found in GJMC § 31.08.160, Appendix B – Background on previous adopted transportation plans.
(b) 
To achieve GVT’s vision, the transit system must provide improved interconnectivity and accessibility including first and last mile connections. Many of the improvements will rely on coordination with both Mesa County and City of Grand Junction for implementation.
(c) 
Implementation Actions.
(1) 
Access.
In coordination with its partners, GVT will improve sidewalks, curb ramps, and bike lanes and provide bike racks at bus stops in an ongoing effort to improve access for riders.
(2) 
Collaboration.
GVT will collaborate and be a strong community partner that works with public, private, and non-governmental organizations to provide transit service options within the transportation system and look to emerging trends and technologies to bring this to fruition.
(Ord. 4808, 7-18-18)
Creating neighborhood and community connections that are safe, convenient and efficient are very important to providing transportation options. These can include active transportation routes to parks, schools, commercial and employment areas that are off the major, highly traveled ways. Efforts should look at planning at a one-quarter mile radius from a proposed development as well as the entire transportation corridor between major attractions.
Access between neighborhoods and subdivisions and connecting them and other attractions to the active transportation corridors can be accomplished in a variety of ways. Using drainageways and open space areas is deemed the highest priority to make these connections work. See the four examples below.
The City has a history of working with development to create safe and convenient connectors between not only similar land uses, like residential neighborhoods, but also between unlike land uses.
Example 1: Lincoln Park Connection from North Avenue. Creating a safe community connection from collector and arterial streets allows good public access to major attractions and is important in encouraging nonmotorized transportation including transit. A bus stop exists on North Avenue at the entrance of this trail connection.
Example 2: Leach Creek Trail. The Estates and Blue Heron residential subdivisions and development of the Leach Creek bike/pedestrian concrete trail.
Leach Creek Drainage Trail – Connecting G Road and G ½ Rd
Example 3: Connection with Patterson Road. Trail across O’Reilly Auto Parts store property connects GVT Transfer Station with Patterson Road via a crosswalk at 24 ½ Road.
Example 4: Neighborhood connections to active transportation corridors. These “neighborhood connections” provide individual subdivisions with access to the larger transportation system and link them with neighborhood subdivisions and other areas of the community. A “pathway” from a subdivision which leads to an active transportation corridor will provide residents with an optional mode of transportation, while providing them access to major attractions in the urban area.
(a) 
Incentives for Trail Construction.
(1) 
Trails and public streets are part of the transportation network. They provide transportation corridors for commuting purposes; serve as an amenity to the community, new developments, and neighborhoods. Trails have been shown to improve public health, strengthen community social connections and lead to increased property values.[1]
[1]
Note: CMU Study: “The Impact of Natural Amenities on Home Values in the Greater Grand Junction Area” by Nathan Perry, Tammy Parece, Cory Casteneda and Tim Casey – updated June 2017.
(2) 
Implementation Actions.
(i) 
The City or County will seek funding for off-site trail construction to connect development-required trail(s) to the existing trail network (active transportation corridors).
(A) 
Revise the City’s Zoning and Development Code (Z&D) and County’s Land Development Code (LDC) to establish responsibility of new development and incentives for constructing trails shown on the Active Transportation Corridors Map and associated connections within their project limits.
(b) 
Standards for Trail Design and Construction.
All trails should be hard surface, preferably concrete and constructed to meet the American with Disabilities Act (ADA) requirements, follow specific regulations found in the Grand Junction Development Code and Transportation Engineering Design Standards (TEDS) Manual (GJMC Title 29), and be designed according to the latest industry standard.
The type of facility to be constructed for on-street trails shown on the Active Transportation Corridors Map will generally be specified by the standard street cross-sections in the TEDS Manual (GJMC Title 29). However, the flexibility to choose a facility type that exceeds the minimum standards should be allowed and encouraged. Additionally, consideration should be given to implementing innovative pedestrian and bicycle facilities, in accordance with the latest industry standards, when the context of the corridor makes it feasible. Careful selection of the appropriate facility type is particularly important along the CDOT State Highway segments identified as active transportation corridors. For example, because of a corridor’s context, a detached multi-use path or a separated two-way path could be preferred instead of on-street bike lanes. The designs for all projects on State Highway corridors are subject to the review and approval of CDOT staff.
(1) 
Standards for trail design and construction must also account for crossings. Trail crossings occur when on-street or off-street trails intersect with another street. Crossings should be designed according to the latest industry standards and guidelines and prioritize the safety of vulnerable road users, pedestrians, and bicyclists.
(i) 
The majority of trail crossings will occur at existing street intersections. Design standards pertaining to the application of pedestrian crosswalks will apply.
(ii) 
Current design standards and guidelines should be utilized to determine which of the various trail and pedestrian crossing treatments to select. For new crossing locations, an engineering study including a warrant analysis should be performed. The various trail and pedestrian crossing treatments that could be warranted by engineering study include crosswalk signage and markings, flashing warning beacons, pedestrian hybrid beacons, conventional traffic signals with pedestrian signal heads, or a grade separated crossing.
(iii) 
When off-street trails cross streets, such as trails along drainageways or trails along canals, the preferred crossing treatment should be a grade separated facility. Ideally this would utilize a structure that accommodates both the trail and the necessary drainage conveyance. If a grade separated crossing cannot be reasonably accommodated, then an engineering study should be performed to select the appropriate at-grade crossing treatment. Ideally all at-grade crossings should occur at signalized intersections.
(iv) 
When on-street trails cross CDOT State Highways or City/County arterials, the preferred crossing treatment should be a signalized intersection. A grade separated facility should be provided when it can be accomplished in combination with primarily vehicular bridge structures; such as the 29 Road overpass crossing the I-70 Business Loop. Grade separated trail crossings may also be possible by reallocating space on existing bridge structures; such as the B ½ Road Overpass crossing Highway 50. The designs for all projects crossing State Highway corridors are subject to the review and approval of CDOT staff.
(2) 
Implementation Actions.
(i) 
Revise the City’s Zoning and Development Code (Z&D) and County’s Land Development Code (LDC) to reflect the intent of the following:
(A) 
Off-street trails shown on the Active Transportation Corridors Map shall be 10 feet wide, designed and constructed per the Transportation Engineering Design Standards (TEDS) (GJMC Title 29).
(B) 
Minimum standards for on-street trails shown on the Active Transportation Corridors Map shall consist of on-street bike lanes in accordance with standard street cross sections and a detached sidewalk.
(C) 
In some cases, because of topography or other concerns, it may be impossible to meet ADA requirements. Soft trails may be acceptable in those instances.
(D) 
Per the Stormwater Management Manual (SWMM) (GJMC Title 28), most drainage channels require at least one 12-foot-wide service road. All drainage channel service roads shall also be designed to function as soft trails. If a trail is shown on the Active Transportation Corridors Map along a drainage channel, the service road must be constructed of a hard surface. To achieve the required 12-foot service road width, it can be 10 feet of concrete with compacted road base shoulders.
(c) 
Ownership and Maintenance of Trail System.
(1) 
This policy is as follows and is different within the jurisdiction of Grand Junction than it is in the unincorporated areas of Mesa County.
(2) 
City of Grand Junction Implementation Actions.
Revise the Zoning and Development Code to reflect the intent of the following:
(i) 
If the trail is shown on the Active Transportation Corridors Map it must be in a tract or easement dedicated to the City of Grand Junction. If the trail is not shown on the Active Transportation Corridors Map the developer shall dedicate an appropriately sized tract or easement to accommodate the trail to the appropriate entity in the following order of descending priority: the City of Grand Junction, the Canal Company/Drainage District, or the Homeowners Association (HOA) per the following:
(A) 
When the trail is located adjacent to a drainage channel maintained by the City of Grand Junction, it shall be dedicated to the City. If the Grand Valley Drainage District (GVDD) maintains the channel, dedication shall be to the City and/or the GVDD.
(B) 
If the trail is located adjacent to a canal, dedication shall be to the City and/or the canal company.
(C) 
Trails connecting internal subdivision streets or trails to external streets or trails shall be dedicated to the City or the HOA.
(D) 
Trail connections between neighborhoods shall be dedicated to the City or the HOA.
(3) 
Unincorporated Areas of Mesa County Implementation Actions.
Establish the following language in the Mesa County Land Development Code and/or Transportation and Engineering Design Standards (TEDS) for developing property:
(i) 
Trails connecting internal subdivision streets or trails to external streets or trails shall be dedicated to the HOA, but available for public use with appropriate easements.
(ii) 
Trail connections between neighborhoods shall be dedicated to the HOA of which they are a part, but available for public use with appropriate easements.
(iii) 
Sidewalks along streets shall be in the Mesa County right-of-way.
(d) 
Active Transportation Corridors along Drainageways, Canals and Ditches.
As shown in the 2010 Comprehensive Plan, the Colorado River Regional Trail envisioned by Grand Junction, Mesa County and many other partners establishes a regional trail running the length of the Colorado River from the Town of Palisade to the City of Fruita and beyond. Today parts of this trail are already built and more segments will be constructed through the combined efforts of various partners including Colorado Parks and Wildlife, the Colorado Riverfront Commission (One Riverfront), partner municipalities and the Urban Trails Committee.
(1) 
Trails along Drainage Ways.
North of the Colorado River, drainageways generally orient in a northeast/southwest direction as they drain toward the river. These drainageways create a grid system separate from the grid of the street system and can provide necessary connections for a trail network from many existing and future residential neighborhoods and the Colorado River. In the Redlands, drainageways generally orient from southeast to northwest. Trails can be located within some of the broader drainageways, but may have to be aligned along the edge of narrower drainage corridors.
(2) 
Trails along Canals and Ditches.
Canals are part of the secondary water system of the valley and generally run along contour lines in a northwest/southeast alignment, following the terrain of the valley. These canals are owned and operated by the U.S. Bureau of Reclamation (BOR) and private irrigation companies, and are located on lands owned by the BOR, in rights-of-way or easements across private land. Using a combination of limited drainageway trails (discussed above) and limited canal trails can create a part of the active transportation corridor grid system.
(3) 
The concept of accessing the Colorado River Trail system through these nonmotorized active transportation corridors takes advantage of existing road corridors, greenways, drainages, and a few canal and ditch segments as identified on the Active Transportation Corridors Map to tie most of Grand Junction to the Colorado River Regional Trail.
(4) 
City of Grand Junction Implementation Actions.
Revise the Zoning and Development Code to reflect the intent of the following:
(i) 
Trails along canals and drainages are shown on the Active Transportation Corridors Map for certain segments needed to make essential trail system connections. Utilizing these segments for trail connections will require:
(A) 
Cooperation and allowance of public access from the irrigation and drainage providers to ensure public safety along the canal.
(B) 
Providing canal and drainage operators the ability to maintain their infrastructure.
(C) 
Permission from the underlying landowners and provisions to minimize public impacts on private land (such as fencing).
(D) 
Establishment of memorandums of understanding (MOUs) to address liability.
(5) 
Unincorporated Areas of Mesa County Implementation Actions.
It is Mesa County’s policy to not require trails along drainageways or canals.
(e) 
Develop Wayfinding and Marketing for Trails System.
(1) 
A wayfinding system for bicyclists and pedestrians consists of comprehensive signing and/or pavement markings to guide bicyclists and pedestrians to their destinations along “active transportation corridors” and other preferred routes. Signs are normally placed at decision points along routes – typically at the intersection of two or more routes, trails, or bikeways, and at other key locations leading to and along bike and pedestrian routes.[2]
[2]
Note: Adopted from Urban Bikeway Design Guide, Second Edition, National Association of City Transportation Officials, March 2014.
(2) 
Implementation Actions for All Transportation Providers/Partners.
(i) 
Make trail maps available on key websites including at a minimum: Mesa County, City of Grand Junction, Grand Junction Economic Partners, Chamber of Commerce, Colorado Mesa University, and “Visit Grand Junction.”
(ii) 
Distribute hard copy maps/brochures at visitors’ centers/mobile visitor centers/hotels/libraries/schools and other locations that serve as visitor and user destinations.
(iii) 
Distribute and/or post full-sized maps at various locations including downtown, the CMU campus, GVT transit centers and at important transit stops showing the multi-modal transportation network (GVT routes, trails, and roads, etc.).
(iv) 
Develop a phone app showing different forms of circulation using different modes including photos. A mobile app could also be used to show history or points of interest as well as include the ability to report problems or suggestions.
(Ord. 4808, 7-18-18)
In less developed sections of the urban area there is a need for local (subdivision) streets to be constructed in specific locations for better connectivity and access to the collector and arterial street network. These streets have been identified as “Unclassified” on the Street Functional Classification Map and may be reclassified in the future when actual traffic demand is determined with development proposals.
(a) 
Stub Streets.
Local circulation systems and land development patterns must not detract from the efficiency of adjacent higher order streets nor limit access to undeveloped property within a neighborhood. Requiring stub streets is necessary to provide access and connectivity within a neighborhood. Management of access to higher volume streets, including public and private streets and driveways, is necessary to ensure that efficiency and safety are not unduly compromised.
(b) 
Implementation Actions.
Revise the Z&D and LDC to reflect the following:
(1) 
Unclassified “future” streets are required to be built during development. However, the classification will be determined via a traffic impact analysis that demonstrates vehicle traffic demand within the area of interest (not limited to the development under consideration).
(2) 
Developments are required to stub streets to adjacent properties in logical locations, based on the circulation plan and each jurisdiction’s access management policies. This will allow for an interconnected local street system while minimizing the number of points required for access to the general street system. Stub streets may be required for any functional classification street including local streets.
(Ord. 4808, 7-18-18)