HomeMy WebLinkAbout2.a. 10-03-PLN: Pedestrian and Bicycle Master PlanROSEMOUNT
CITY COUNCIL
City Council Work Session:
Tentative Parks Commission Meeting:
Tentative Planning Commission Meeting:
Tentative City Council Meeting
EXECUTIVE SUMMARY
August 11, 2010
August 23, 2010
August 24, 2010
September 7, 2010
AGENDA ITEM: 10- 03 -PLN: Pedestrian and Bicycle
Master Plan.
AGENDA SECTION:
A memo summarizing the draft
Pedestrian and Bicycle Master Plan and
requesting initial feedback.
PREPARED BY: Jason Lindahl, AICP
AGENDA NO.
Planner
ATTACHMENTS: Pedestrian and Bicycle Master Plan
APPROVED BY:
dated August 2, 2010
RECOMMENDED ACTION: Staff requests direction regarding the Draft Pedestrian and
Bicycle Master Plan and proposed schedule for action.
SUMMARY
At the end of 2009, the City was awarded a $25,000 grant to develop a Pedestrian and Bicycle Master Plan.
In January of 2010, the City Council reviewed this award and directed staff to solicit consultant services to
complete the plan. Since then, staff has been working with Hoisington Koegler Group (HKGi) to
complete the attached draft plan. During the work session staff will present the draft plan, take questions
and comments from the City Council, and outline a process for further review and action by the Council.
The Rosemount Pedestrian and Bicycle Master Plan seeks to build on existing infrastructure to create a
community where choosing to walk or bike is a safe, convenient and enjoyable recreation and
transportation option for all users. The Plan begins with an assessment of Rosemount's existing
conditions and needs. It then establishes the Walk -Bike Framework to identify routes and specific
treatments for each route to create a convenient and complete bike /walk network. A series of best
practices are recommended to make walking and biking safer, convenient and more enjoyable. To move
the plan to reality, a series of implementation strategies are outlined and potential funding sources
identified.
BACKGROUND
In the fall of 2006, City staff began working with the Dakota County Active Living Partnership to assess
the active living conditions in Rosemount and suggest policy changes that would encourage increased
physical activity in daily routines and improve the health of residents. The findings from that assessment
served as the basis for the Active Living Section of Rosemount's Comprehensive Plan. One goal from this
section of the Comprehensive Plan was to develop a pedestrian and bicycle master plan to support the
community's active living vision. Funding for this project was provided by a grant from the Minnesota
State Health Improvement Program (SHIP) through the Dakota County Active Living Partnership and the
Dakota County Public Health Department.
CONCLUSION & RECOMMENDATION
Staff requests the City Council review and comment on the draft Pedestrian and Bicycle Master Plan and
timeline for action. With Council direction, staff will present the final draft to the Parks Commission on
August 23`d and the Planning Commission on August 24th. Staff will bring these comments back to the
City Council with September Th being tentatively set for final action.
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SUMMARY............................... ............................... E -1
1. INTRODUCTION ................. ............................... 1
Background - 1
Active Living and Walk -Bike Benefits - 2
Plan Purpose - 4
Planning context and Foundation Documents - 5
Planning Process - 8
2. EXISTING CONDITIONS AND NEEDS ............ 9
Existing Travel Characteristics - 9
Existing Conditions - 10
Needs - 14
3. THE PEDESTRIAN AND BICYCLE PLAN........... 21
Walk -Bike Plan - 22
Best Practice Recommendations - 36
4. IMPLEMENTATION ............ ............................... 51
Priorities and Measuring Progress - 52
On -Going Actions - 58
Potential Funding Sources - 63
APPENDIXA ............................ ............................... A -1
Wakability and Bikeability Checklists
APPENDIX B ............................ ............................... B -1
Sample Ordinances and Resolutions
The Rosemount Pedestrian and Bicycle Master Plan seeks to build on existing
infrastructure to create a community where choosing walking and biking is
a safe, convenient and enjoyable recreation and transportation option for all
users. The Plan begins with an assessment of Rosemount's existing conditions
and needs. It then establishes the Walk -Bike Framework to identify routes and
specific treatments for each route to create a convenient and complete bike -
walk network. A series of best practices are recommended to make walking
and biking safer and more enjoyable. In order to move the plan to reality, a
series of implementation strategies are outlined and potential funding sources
identified. A summary of each of the four plan sections is provided below.
Section 1: Introduction
The City of Rosemount (population 23,000) is a growing community located in
the southern Twin Cities Metropolitan Area. Since 2006 the City of Rosemount
has been collaborating with the Dakota County Active Living Partnership to
promote active living. This plan is one outcome of that collaboration.
Active living is integrating physical activity into daily life. Today, walking
and biking are two of the most popular ways to participate in active living.
Walking and biking have the potential for improving social interaction, health,
transportation, economic development, environment, quality of life and
maintaining Rosemount's "Small Town Feel."
This Plan is a tool to guide the long -term physical projects, programs and
policies that will support walking and biking in Rosemount. The intent is to
provide facilities that make walking and biking more convenient for people
of all ages and abilities with a focus on providing facilities that allow residents
to integrate physical activities into daily routines. This means creating a safe
environment for short utilitarian trips, recreational activities, as well as regional
connections for longer distance commuting and recreation.
Stakeholder and community involvement were key components of the
planning process to further the public dialog on active living as well as to better
understand existing conditions, partnership opportunities and community
needs and desires. Public participation included roundtables, open houses,
and an on -line questionnaire.
This plan is a direct result of the Active Living Plan chapter of the 2030
Comprehensive Plan. It also coordinates sidewalk and trail goals and policies
outlined in the Transportation and the Parks, Trails and Open Space System
Chapters of the 2030 Comprehensive Plan. In addition, this Pedestrian and
Bicycle Master Plan coordinates and builds on other efforts completed by the
City of Rosemount, Dakota County, and the University of Minnesota.
Section 2: Existing Conditions and Needs
The City of Rosemount consistently builds pedestrian and bicycle facilities as it
develops. This has resulted in an extensive sidewalk and trail network with 50
miles of sidewalks and 34 miles of trails. Yet these facilities are underused.
An examination of the general land use patterns shows that Rosemount is
relatively compact, approximately 2 miles by 4 miles, making many destinations
within the City a short walk or bike from home. Land use challenges to greater
pedestrian and bicycle use include a relatively low density development city-
wide and the reality that forty-eight percent of residents travel over ten miles
to work, a distance out of easy biking range.
Rosemount's traditional, mixed use Downtown has strong potential as a
pedestrian and bicycling destination. Improvements need to continue to be
made which support the community's vision of Downtown as a community
gathering place with a mix of housing and residential uses and where the needs
of cars and people are balanced.
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Rosemount's two other commercial areas also have the potential to be walk -bike
destinations. Rosemount Crossings is already well on its way with pedestrian
connections to the surrounding neighborhoods and direct pedestrian access to
building entrances. The older Highway 42 commercial area is still automobile
oriented with missing connections and expansive parking lots that are barriers
to walking and biking.
The City's road and subdivision practices have led to a sidewalk and trail
network that connects much of the City. However, gaps do exist. Roadways,
particularly arterials and collectors, remain predominantly automobile oriented
and barriers to non - motorized travel. Many existing sidewalks and trails lack
support facilities such as pedestrian scale lighting, rest areas and landscaping
that would enhance the walk -bike experience and encourage greater use.
Pedestrian and bicycle system needs in Rosemount were further described
and organized around the following themes:
• Safer - safer crossings, routes to schools and safe routes for seniors.
• More Convenient - additional regional and city-wide connections.
• More Enjoyable - enhance the experience, add wayfinding and increase
awareness and education.
Section 3: The Pedestrian and Bicycle Plan
The walk -bike framework identifies routes within Rosemount to create a
comprehensive and connected walk -bike system. The framework is based on a
hierarchy of routes: main routes, county bike routes, local routes, access routes
and neighborhood sidewalks. Because Downtown and the school campus
are important community destinations, walking and biking in this area of the
city are looked at in detail, including recommended improvements regarding
school access, an underpass crossing of Highway 3, trail head locations, and
Downtown pedestrian and bicycle improvements.
The routes identified on the framework use a combination of treatments:
sidewalks, multi -use side -path trails, independent corridor trails, and on -road
bikeways to create a comprehensive and connected walking and biking network
that is appropriate for all ages and abilities.
Equally important to increasing and encouraging walking and biking is making
the system safe and pleasant. If it is not fun, people will not use the system.
This section outlines best practices will move the network beyond functional
to walk and bike friendly:
• Complete Streets strive to plan streets to accommodate pedestrians,
transit riders, bicyclists and all other users instead of focusing solely on
optimizing automobile travel.
• Traffic Calming is an important strategy in creating a safe and pleasant
walk -bike environment and can include the narrowing of traffic lanes
or the adding landscaping to define the street.
• A Road Diet reduces a road's existing footprint to improve safety,
mobility and access for all modes of transportation through reducing
the number of traffic lanes and adding a center median /turn lane.
• Safer Crossings need to be provided at both signalized and uncontrolled
intersections.
• Universal Design means designing the walk -bike network to be usable
by all people, regardless of age or ability.
• Well Maintained Walkways and Bikeways through snow removal,
cleaning and maintenance.
• Wayfinding signs should be added for pedestrians and bicyclists to
show destination, direction and distance.
• Support Facilities such as trailheads, benches, showers, and bicycle
parking enhance the walk -bike experience and make it fun. Adequate
pedestrian scale lighting is also essential for safety and visibility.
• Programs and Events should be coupled with improvements to the
physical environment to make implementation the most effective.
Section 4: Itnpletnentation
This section focuses on moving from the plan to reality.
Top Priorities
• Establishment of a Walk -Bike Advisory Commission, an advisory board
to the City Council that would help with the Plan implementation.
• Hiring of a Pedestrian- Bicycle Coordinator to implement the programs
and projects in the pedestrian and bicycle plan.
• Identification of dedicated funding to design, build and maintain the
walk -bike system.
Priority Projects and Measuring Success
Identifying priorities and demonstrating measurable progress is essential to
implement the plan, maintain enthusiasm and obtain funding. Priority projects
are outlined is a table format that also allows for annual tracking of progress.
On -going Actions
• Detailed design of routes.
• Fill -in trail and sidewalk gaps.
• Create door to door connections.
• Build for pedestrians and bicyclists in conjunction with new streets
and street reconstruction projects.
• Require sidewalks along with new development & redevelopment.
• Integrate dedicated trail corridors into new developments.
Potential Funding Sources
Park and Trail Dedication
Partnerships with public and private organizations
• Donations
• Grants
Rosemo ,.ant's Active
Livin ; Vision
(From the 2030 Comprehensive
Land "Else Plan, November 2009)
C
The City of Rosemount (population 23,000) is a growing community located
approximately 15 miles south of the Twin Cities Metropolitan Area. The
western portion of the City is a growing residential community with a
traditional Downtown. The eastern portion of the City is a mix of agricultural,
industrial and institutional uses with areas designated for significant long -term
residential, commercial and employment growth.
In the fall of 2006, City staff began working with the Dakota County Active
Living Partnership to assess the active living conditions and suggest policy
changes that would encourage increased physical activity in daily routines.
The findings from this assessment served as the basis for the Active Living
Section of Rosemount's Comprehensive Plan. One of the goals of that plan
was to develop this pedestrian and bicycle master plan to support the active
living vision.
Funding for this project was provided by a grant from the Minnesota State
Health Improvement Program (SHIP) through the Dakota County Active
Living Partnership and the Dakota County Public Health Department.
ACTIVE LIVING AND WALK -BIKE BENEFITS
Today, communities across the United States face multiple challenges:
increasing health care costs due to high obesity rates; traffic congestion;
decreasing municipal resources; increasing concerns about the environment;
and decreasing quality of life. Fortunately, promoting walking and biking can
be part of the solution for all of these issues.
Active Living and Health Benefits
The health benefits of regular, moderate physical activity, such as a 30- minute
walk or bike, are far - reaching: reduced risk of chronic diseases, lower health care
costs and improved quality of life. In 2007 only 22% of Rosemount resident's met
this guideline (2007 Dakota County Active Living Survey). Walking and biking
are two of the simplest and most popular ways to integrate regular physical
activity into daily routines, which is referred to as Active Living. Communities
that have the physical infrastructure and programs to promote walking and
biking tend to have more physically active and healthier populations. Physical
activity can help prevent: heart disease, obesity, high blood pressure, type 2
diabetes, osteoporosis and mental health problems which can reduce health
care costs and improve quality of life.
Transportation Benefits
Walking and biking can help reduce roadway congestion, pollution and driver
frustration. Many trips are short enough to be accomplished by walking or
biking: 28% of all trips are 1 mile or less, an easy walk or bike ride and 50% of
all trips are 3 miles or less, a 20 minute bike ride. Yet 72% of these trips are
made in cars. In Rosemount, 24% of the population lives within 5 miles, or a
30 minute bike ride, of work yet less than 2% bike to work even one day a week
(2007 Dakota County Active Living Survey).
Providing facilities for pedestrians and bicyclists also increases affordable travel
options and reduces dependency on automobile ownership. The cost of owing
and operating a car is currently estimated at $7,834 a year (AAA, Your Driving
Costs) compared with the $120 operating cost of owning a bicycle (League of
American Bicyclists) or the free cost of walking.
Economic Development Benefits
Facilities for pedestrians and bicyclists and compact development patterns
that support walking and biking can have a positive impact on attracting
residents, businesses and workers. Compact, walkable developments provide
economic development benefits through increased property values, enhanced
marketability and faster sales than conventional developments. (The Economic
Benefits of Open Space, Recreation Facilities and Walkable Community Design
by Active Living Research).
Facilities for walking and bicycling can also promote tourism. In Minnesota
in 2007, $2.42 billion were spent at various trails statewide. Of this, over
80% was for walking and biking activities (http: / /Www.tourism.umn.edu/
ResearchReports /index.htm). Tourism spending supports area restaurants,
hotels and other businesses. According to the MN Department of Natural
Resources, it is estimated that 57,000 jobs in Minnesota are related to the
outdoor recreation economy.
Environmental Benefits
According to the EPA, transportation is responsible for nearly 80% of carbon
monoxide and 55% of nitrogen oxide emissions in the U.S. If automobile use
continues to grow, air quality will continue to decline. In addition, automobile
use depends on oil, which is a non - renewable resource. Fortunately, replacing
short trips with walking or biking can help reduce energy consumption and
harmful emissions. According to the WorldWatch Institute, a short, four -mile
round trip by bicycle keeps about 15 pounds of pollutants out of the air we
breathe.
Walking and biking also allow people to connect with nature, something that is
becoming difficult as more people move to urban areas. Connection to nature
can help people become better environmental stewards.
Promoting Quality of Life and Rosemount's "Small
Town Feel"
Walking and biking also bring intangible benefits including improved quality of
life. Facilities for walking and biking can promote independence and improve
quality of life for segments of the population who cannot drive: youth, elderly,
those who cannot afford a car and people with certain disabilities.
When a community commits to providing for pedestrians and bicyclists, it
often results in safer streets, more vibrant business districts and increased social
interaction between residents. This can strengthen the sense of community
and place, and honors the `small town feel' that is a source of community pride
in Rosemount.
PLAN P'1RPOSE
Plan Purpose and Goals
The intent of this plan is to provide walking and bicycle facilities that make
walking and biking more convenient for people of all ages and abilities with
a focus on providing facilities that allow residents to integrate physical
activities into daily routines. This means creating a safe walking and biking
environment for short utilitarian trips and recreational activities, as well as
regional connections for longer distance commuting and recreation. This also
means planning for all ages and abilities from the very young to the elderly.
This pedestrian and bicycle master plan is a tool to guide the a long -term
efforts (25 years or more) to physical projects, programs and policies that
will support walking and biking in Rosemount to encourage healthy, active
living and provide transportation choices. The goal of this plan is to transform
Rosemount into a community where choosing walking and biking are safe,
convenient and enjoyable recreation and transportation options for all users.
Safety
• Minimize conflicts between travel modes (walk, bike and car).
• Improve crossing safety.
• Provide facilities for all types of walking and levels of cyclists.
Convenience
• Connect walk and bike routes to local and regional destinations.
• Complete existing sidewalk and trail gaps.
• Link people to places they want to go (businesses, entertainment,
shopping, schools, parks and civic uses)
• Raise awareness of pedestrian and bicycle opportunities.
Enjoyment
• Reduce barriers to walking and biking.
• Create an attractive and comfortable environment.
• Improve walk -bike travel time.
• Raise awareness of pedestrian and bicycle benefits.
PLANNING CONTEXT & FOUNDATION DOCUMENTS
Development of a pedestrian and bicycle master plan is a direct result of the
City's active living goals, outlined in the Active Living Plan chapter of the City
of Rosemount 2030 Comprehensive Plan. The walk -bike related goals from
the Active Living Plan are listed on the following page and physical projects
identified have been incorporated into this Pedestrian and Bicycle Master Plan.
The Pedestrian and Bicycle Master Plan also coordinates sidewalk and trail
goals and policies outlined in the Transportation Plan and the Parks, Trails and
Open Space System Plan Chapters of the 2030 Comprehensive Plan.
In addition, this Pedestrian and Bicycle Master Plan coordinates and builds
on other pedestrian and bicycle planning efforts completed by the City of
Rosemount, Dakota County, and the University of Minnesota. A list of
foundation documents that can be referenced for additional information
follows.
The City of Rosemount 2030 Comprehensive Plan
(November 2009)
The Comprehensive Plan outlines the City's Active Living Vision as well as
land use, transportation, and parks, vision, goals and policies to guide the city
through 2030.
Active Living Plan
The Active Living Plan examines the connections between the built environment
(land use, transportation, parks and recreation) and its impact on public health.
The purpose of the plan is coordinate the goals and polices from the Land Use,
Transportation, and Parks, Trails and Open Space Chapters to implement the
City's Active Living Vision.
Land Use Plan
The Land Use Plan outlines goals and policies related to land use, facilities,
utilities, the environment and natural resources.
2008 Rosemount Parks, Trails and Open Space System Plan
The Parks, Trails and Open Space System Plan is a guide to decision making
regarding the future needs, development, renovation and preservation of
Rosemount's parks, trails and open spaces.
Transportation Plan
The Transportation Plan identifies transportation needs, goals and policies
over the next 25 years.
Section.
3B - Support a balanced transportation system that makes it possible for residents to walk or ride a bicycle
to a store, school or work.
3C - improve the environment for pedestrians and cyclists.
31) - provide processes to assess active "living infrastructure in the community and develop improvement
plans,
3E - Develop a bicycle and pedestrian plan.
3F - Consider establishment of a Complete Streets policy.
4B - Incorporate active living issues into land -use review and the planning processes.
C - Use incentive, zoning and development strategies to support active living.
41) - Encourage higher - density, mixed -use development where appropriate along major roads and within
walking distance of public transit.
4F - Focus infrastructure investment in the developed portion of town to encourage Downtown
revitalization.
4G - Develop and implement design guidelines that support active living.
5C - Support programs that encourage active living for school children.
6A - Implement the City's Parks, Trails and Open Space System Plan.
6B - Ensure that physical activity facilities are accessible and affordable.
• 6C - Support programming that promotes active living within the Park, Trails and Open Space system.
7A - Keep pedestrian routes free from crime.
7B - Ensure pedestrians and bicyclists feel safe crossing streets.
8A - Establishing long term funding mechanisms for programming as well as active living infrastructure
construction and maintenance,
City of Roiemount Pedestrian Facilities Map (2008)
This map depicts existing and planed trails and sidewalks within the
developed portion of Rosemount and is included in the exiting conditons
and needs section of this plan.
Rosemount Interpretive Corridor Plan (2006)
This City of Rosemount Plan identifies a future trail alignment linking
Downtown to the Mississippi River & Spring Lake Regional Park Reserve.
Interpretive and ecological restoration opportunities are addressed along
the alignment.
Development Frameworkfor Downtown Rosemount
( July 2004)
This plan sets a vision for and is a guide for public and private investment
Downtown. One component of the plan is a strong vision of Downtown
Rosemount as a walkable environment.
Concept Master Plan for the University of
Minnesota's New Sustainable Community at UMore
Park (January 2009)
The land use concept for the UMore park in south - central Rosemount
envisions future site development focused on a walkable & bikeable
community with a balance of residential neighborhoods, open space and
employment opportunities and commitment to open space with the idea
that residents can work and play in the community in which they live.
Dakota County Safe Routes to School Comprehensive
Plan (In Progress)
This plan makes specific recommendations to increase walking and biking
to Rosemount's public schools.
Dakota County Greenways Collaborative (In Progress)
This document builds on the 2008 Dakota County Park System Plan's
vision of interconnected system of regional greenways for water quality,
habitat, recreation and nonmotorized transportation. The plan outlines
a collaborative framework for the long -term establishment of regional
greenways.
Dakota County 2030 Park System Plan (2008)
Dakota County envisions regional greenways with trails connecting
Rosemount to Lebanon Hills Regional Park, Spring Lake Regional Park
Reserve and a new regional park in Vermilion Township.
Dakota
County 2030 Park
System Plan -
Rosemount Interpretive
Dl--
UMore Park
Concept Master
Plan - January 2009
PLANNING PROCESS
Stakeholder and community involvement were key components of the
planning process to further the public dialog on active living as well as to better
understand existing conditions, partnership opportunities and community
needs and desires. Public participation included:
A Partners and Stakeholders Roundtable, held March 31, 2010, where
stakeholders and potential partners discussed issues, needs and
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Library and the Community members were invited to provide input on issues, needs and
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• On -Line Pedestrian and Bicycle Questionnaire, available in March and
April which had 41 respondents.
A Community Open House held June 2, 2010, to review components
of the draft plan.
During busy • Monthly presentations to the Rosemount Parks and Recreation
morning commuting Commission in April, May and June.
hours, the sun is low in
the sky adding to the unsafe . A final presentation to the Rosemount City Council.
conditions. Please address the
safety of our children as a first
priority for this project" �� y
We find the walking
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This section provides a summary of existing travel characteristics, walk -bike
conditions and needs.
EXISTING TRAVEL CHARACTERISTICS
As discussed in Section 1, the intent of this plan is to provide walking and
bicycle facilities that make walking and biking more convenient for people of
all ages and abilities. Demographic characteristics necessitating this goal:
• Approximately 32% of Rosemount's population is under 18, so providing
safe routes to schools, parks, the community center and library is a
priority.
• Approximately 6.2% of the population is over 65. Nationally, 21%
of people over 65 years old do not drive. Providing safe walking and
biking routes to the community center, shopping and other activities is
important for this segment of the population.
• Less than 0.5% of workers commute by walking and less than 2% of
workers commute to work by bicycle even one day a week, yet 24% of
these trips are less than 5 miles. (2007 Dakota County Active Living
Survey). Providing bike facilities to nearby employment centers and
programs encouraging bike commuting would support the community's
active living goals.
70 to 74 years
1.6%
5 to 79 years
1.4%
80 to 84 years '
5%
85 years and over
0.3%
Source: 2008 American
Community Survey
Less than two miles 9%
Three to five miles 14%
Six to ten miles 9%
Over ten miles 8%
Source. 2007 Dakota
livingsurvey. Results.
EXISTINI'G CONDITIONS
Parking lot encroachment on
Downtown sidewalks.
Bicyclists on Downtown sidewalk.
and trees enhance the pedestrian
experience Downtown.
The City of Rosemount consistently builds pedestrian and bicycle facilities as
it develops. This has resulted in an extensive sidewalk and trail network with
50 miles of sidewalks and 34 miles of trails. Yet these facilities are underused.
The 2007 Dakota County Active Living Survey found that while many residents
have access to the City's sidewalk and trail system and live relatively close to
work or school, few actually bike or walk to those destinations. Why aren't
people using the trails and sidewalk more? The answer lies in the more than
50 years of automobile dominated culture in the U. S. that has favored roadway
design, land use and development patterns for the automobile at the expense of
pedestrians and cyclists and is contributing to the nation's obesity epidemic.
General Land Use Patterns
Development in Rosemount today is in a relatively compact area, 2 miles by
4 miles, making most destinations within the city a short walk or bike from
home. The city has a traditional Downtown with a mix of land -uses in its core.
More auto oriented commercial businesses are located along CR 42 and there
is a small business park southeast of the Highway 3 & CR 42 intersection. Parks
are distributed throughout the developed portion of the City. Rosemount High,
Middle and Elementary Schools as well as the Community Center are located
in a large park and school complex northwest of the Downtown area. Shannon
Park Elementary is located in a residential neighborhood north. The eastern
two thirds of the city is a mix of agricultural and industrial uses. Land use
challenges to greater pedestrian and bicycle use include relatively low density
development city-wide and a small job base; forty-eight percent of residents
travel over ten miles to work, a distance out of easy biking range.
Downtown
Rosemount's traditional, mixed use Downtown has strong potential as a
pedestrian destination. The community's vision for Downtown, as expressed
in the July 2004 Development Framework for Downtown Rosemount, is a
community gathering place with a mix of housing and residential uses, where
the needs of cars and people are balanced. Recent mixed -use redevelopment
at Waterford Commons and pedestrian improvements support this vision
and have gone a long way in creating a pedestrian friendly place. Recent
improvements include: special crosswalk materials, pedestrian bump -outs to
reduce crossing distances and pedestrian scale lighting.
However, there are still improvements to be made. Sidewalks are narrow: the
clear space between vehicle traffic (including room for vehicle door openings)
and pedestrians is limited; the amenity zone, which accommodates landscaping,
street trees, lighting, signage and utilities, is mixed with the travelway, causing
pedestrian movement to be constricted between street amenities and building
entrances. As redevelopment occurs, increasing the sidewalk with will be
important for enhancing the pedestrian environment Downtown.
Biking downtown is challenging; there are no trails or on -road facilities.
This makes biking for all but the most experienced cyclists intimidating and
forces novice cyclists to use the existing sidewalks, which are too narrow
to accommodate bicycle and pedestrian traffic. There are a few bike racks
Downtown: at the library, in City Center Park and near the entrance to the
Irish Look. A combination of trails, on -road bikeways and additional bike
racks near building entrances would make Downtown more bike- friendly.
Other Corninercial Areas
There are two other commercial areas in Rosemount: the County Road 42
commercial areas (south of County Road 42, between Shannon Parkway and
Highway 3 - Walgreens to McDonald's) and Rosemount Crossings.
The Highway 42 commercial area's land -use mix of shopping, restaurants and
a movie theater has great potential as a walk bike destination for the residential
areas to the south. Currently this area is automobile oriented. Gaps in the
neighborhood trail and sidewalk network, expansive parking lots and missing
connections between sidewalks and the front doors of businesses all discourage
pedestrian and bicycle visits.
The newer Rosemount Crossings commercial area on the northwest corner of
Highway 3 and County Road 42 balances pedestrian -bike needs with vehicle
access. It has pedestrian connections to the neighborhood, direct pedestrian
access to building entrances and provides a safe and comfortable experience
for pedestrians to move through the parking lot.
High visibility crosswalk Downtown.
Crosswalk in Rosemount
Commercial areas along CR 42 lack
connections between city sidewalks
and business entrances.
Some trails lack support facilities that
encourage use such as lighting, trees
for shade and benches for resting.
Existing Trails and Sidewalks
The City practice of putting a bituminous trail on one side and a bituminous
trail or concrete sidewalk on the other side of all new collector and arterial
roads and providing sidewalks in new developments has led to a sidewalk and
trail network that connects much of the City. However, gaps do exist.
Roadways, particularly arterials and collectors, remain predominantly
automobile oriented. High speeds on many roads detract from the walking
and biking experience. Controlled intersections where pedestrians and cyclists
can safely cross are not frequent enough for convenient walk -bike movement.
This, combined with high speeds, make major roadways, particularly Highway
3 and CR 42, significant barriers to non - motorized travel. The City's railroad
corridors are also barriers to movement. Many existing sidewalks and trails lack
support facilities such as pedestrian scale lighting, rest areas and landscaping
that would enhance the walk -bike experience and encourage greater use.
EXISTING PEDESTRIAN FACILITIES MAP
Pedestrian Facilities Improvement
Pedestrian Facilities Map — EMSTING BITUMINOUS PATN
F M � EXISTING CONCRETE SID
ROSE• ' OU City of Rosemount PROPOSED - PROPOSED BITUMINOUS PATN
SPIRIT Of PRIDE AND PROGRESS ism M - PROPOSED CONCRETE SI
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Pedestrian and bicycle system needs in Rosemount are organized around
the themes of making walking and biking safer, more convenient and more
enjoyable.
Pedestrian and bicycle needs were determined through:
• City tour with input from City Staff.
• Partners and Connections Roundtable held March 31, 2010.
• Community Open House held April 7, 2010.
• On -Line Pedestrian and Bicycle Questionnaire (41 respondents).
Safer
Safe Crossings
Safe and more frequent designated crossings of busy roads, particularly Highway
3 and CR 42, are needed to encourage city-wide connectivity. Depending
on the crossings, improvements could include: high visibility uncontrolled
Figure 2.1: Difficult Crossings
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Legend
Municipal Boundary
Community Destinations
_ Downtown
Other community Destinations
Park 15Qth S
Trails and Sidewalks In Adjacent Communities P
-- Planned Future nary Trails
Sidewalks
- Existing Trail
City of Rosemount Trails and Sidewalks
- Existing Trail
- Existing Sidewalk
Existing Traffic Signal -
Q Existing Underpass
Difficult Walk•Biks Crossings
ark
Dfficult Intersection
...... Busy Road (Barrier)
crosswalk treatments, pedestrian -bike improvements to existing controlled
crossings or underpasses. Difficult crossings are shown below and are listed in
the side bar below.
Safe Routes to Schools and Safe Routes for Seniors
There is a need to make walking and biking safe for the most vulnerable
populations and the populations least likely to own a car. People from 8 years old
to 80 years old and beyond need a neighborhood with a network of pedestrian
paths and bike routes that really, truly feel safe and are safe for everybody.
Comprehensive Safe Routes to School (SRTS) plans are being developed
concurrently with this planning effort for all Rosemount Schools. The plans
are being developed through Dakota County Public Health Department
Statewide Health Improvement Program (SHIP) funding. The plans seek to
increase walking and biking through education, encouragement, enforcement,
engineering and evaluation. Each plan provides a detailed analysis of existing
school site conditions, activities and surrounding infrastructure. The plans
provide short- and long -term recommendations tailored to each school that
involve actions such as activities and incentives to support walking and biking;
bike racks; wayfinding; and filling trail and sidewalk gaps. Coordination with
ISD 196 and individual schools will be necessary for successful implementation
of both plans.
Safe routes to schools are needed.
Legend
— City Boundaries
® Regional Parks
Open Water
Regional Trails
Existing State and Regional Trails
Planned Regional Trails
Dakota County Identified Greenway Corridors
More Convenient
Regional Connections
Strong connections to regional destinations are needed to enhance the existing
walk -bike network and increase longer- distance biking for both recreation and
commuting. Regional connections are needed to:
• Spring Lake Regional Park Reserve.
• Mississippi River Regional Trail.
• Lebanon Hills Regional Park.
• Connect to jobs, shopping and entertainment in neighboring
communities
• Minneapolis and Saint Paul.
Cnnnertinns
City -wide Connections
More direct routes for pedestrians and cyclists are needed. The current trail
system primarily follows roadways and existing gaps result in pedestrians and
cyclists going out of their way to reach destinations. All trail and sidewalk gaps
are shown as proposed sidewalks or trails in the Existing Pedestrian Facilities
Map on page 13. There is also a need for better connections between existing
sidewalks and trails and building entrances. Key connections are:
• Connections between the northern residential areas (McAndrew's
Road) and Downtown through the school /park /community center
campus.
• Connections within the school /park /community center campus.
• Improved railroad crossings.
• Safer bike connection to Dakota County Technical College (DCTC).
• Bicycle facilities Downtown.
• Highway 3 - from Dodd Blvd. to 140th Street.
• Biscayne Ave.
• Connemara Trail west of Shannon Parkway.
• Brazil Avenue between Erickson Park and Connemara Trail.
• Bonaire Path from Bacardi Ave to Autumn Path.
Figure 23: City Connections Diagram
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Primary Barrier
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in'ii" Other Barriers
151st Street, just south of the
commercial area and between
Shannon Parkway and Chippendale
Avenue, is a pleasant street for
pedestrians and provides a direct
route for man v residents to walk
to the CR 42 stores. However, there
are gaps in the sidewalk that force
pedestrians into the street and make
it dangerous to ,get to the front door
of the commercial area.
Highway 3 and County Road 42
are perceived barriers for traversing
across the community. Many of the
intersections lack a defined edge
between the pedestrian zone and
the vehicle zone, thus making it
dangerous and uncomfortable for
pedestrians and bikers.
Sidewalk
T • I
Busy Roads are Major Barriers
NIL
Jw 6 "
More Enj o3 able
Enhance the Experience
Even in a community like Rosemount, with plentiful sidewalks and trails,
walking or biking is often a second class experience when compared to driving.
Improving the walk -bike environment is essential to encourage use.
There is a need to:
• Provide end -use facilities (bike racks, indoor bike storage and showers)
at destinations.
• Provide benches, water, restrooms, lighting and shade along routes.
• Ensure ADA accessibility, particularly in areas used by seniors
(Downtown and community center).
• Create consistent route treatments and /or smooth transitions between
treatments (ie all trails on one side of the street and sidewalks on the
other).
• Expand the bikeway system to include on -road treatments (bike routes,
bike lanes and bike boulevards), particularly in areas where there is not
enough right -of -way for trails or where high use calls for separation of
bicyclists and pedestrians.
• Vary the walk -bike experience by including more trail corridors
independent of roads as the eastern portion of the city develops.
Events, like this 4th of July bike parade,
are agreat way togenerate enthusiasm
and build awareness.
Wayfinding
Many residents are unaware of the extent of the existing pedestrian and bicycle
system and unsure of the best way to get places. A wayfinding signage system
would be beneficial to help residents find the best routes and encourage use of
the existing system. Wayfinding improvements could include:
• Walk -bike maps, kiosks and wayfinding signs in parks, Downtown and
through the High /Middle School Complex.
• On line and printed walk -bike maps.
Awareness and Education
There is a need to raise awareness of the benefits of walking and biking to
motivate people to shift from the habit of driving to making shorter trips by
foot or bike. Tools to improve awareness include:
• Build awareness and champions for walking and biking through events,
classes, programs and promotion. These need to be on -going efforts to
change attitudes, habits and what is comfortable and easy.
• Educate motorists - making them more aware of pedestrians and
cyclists.
• Educate cyclists on the rules of the road.
• Coordinate with schools to encourage walking and biking in school age
children.
• Establish a Walk -Bike Advisory Committee.
r
1
a
This section outlines a pedestrian and bicycle network, support facilities and
programs to encourage healthy, active living and provide non - motorized
transportation alternatives for Rosemount's residents.
The first part of this chapter, the walk -bike plan, identifies walk -bike routes and
specific treatments for each route to create a safe, convenient and complete
walk -bike network. Because Downtown and the school campus at the core of
the city are important community destinations, walking and biking routes in
this area are looked at in detail.
The latter half of this chapter addresses the best practices to make walking and
biking in Rosemount safer and more enjoyable. Strategies are addressed for
improving street crossings, calming traffic, adding essential support facilities
and way- finding, and building community awareness and enthusiasm.
►ca 111ctaaTA�
The walk -bike plan consists of three sections: types of walking and biking trips
and levels of cyclists, route treatments and the walk -bike framework. The
framework outlines a hierarchy of routes as a way of aiding understanding the
proposed pedestrian and bicycle network.
Types of Pedestrian and Bicycle Trips
Types of Walking Trips
Everyone is a pedestrian at some point, whether they make their trip entirely
on foot or just the last piece between their car or bike and destination. There
are three major types of walking: utilitarian walking, recreational walking and
strolling /lingering.
• Utilitarian Walking - to get to destinations such as work, school or
errands.
• Recreational Walking - for exercise or walking the dog.
• Strolling /Lingering - standing on the sidewalk talking, walking with
children, special events and people- watching.
Sidewalks, trails and safe, convenient street crossings are the primary facilities
needed for walking. These facilities can be used for all types of walking trips
and all abilities.
Types of Cycling Trips and Levels of Cyclists
Types of cycling trips can also be categorized. The two main types of trips are
utilitarian and recreational.
• Utilitarian Cycling - to get to destinations such as work, school or
errands.
• Recreational Cycling - for entertainment or exercise.
Planning for cyclists differs from pedestrian planning in that bicyclists often
have very different needs according to their skill and experience level. An
experienced cyclist will feel comfortable on a road shoulder, while less advanced
cyclists will feel more comfortable with a physical separation from traffic.
Bicyclists typically fall into one of three major categories — advanced bicyclists,
basic bicyclists and children. Because the needs of basic bicyclists and children
are similar, these two categories are typically grouped together for planning
purposes.
• Group A / Experienced - composed of experienced riders who can
operate a bicycle under most traffic conditions. This group includes
bicycle commuters, bike club riders and other cyclists currently
following the rules of the road and riding on area streets and roadways
with no special accommodations for bicyclists.
• Group B / Average - casual or new adult and teenage riders who
are less confident of their ability to operate in traffic without special
provisions for bicycles. Nationally there will always be millions of basic
bicyclists who prefer comfortable access to destinations and well -
defined separation of bicycles and motor vehicles.
• Group C / Novice - pre -teen cyclists who typically ride close to home
under close parental supervision.
Walk -Bike Treatments
The routes identified on the framework will use a combination of treatments:
sidewalks, multi -use side -path trails, independent corridor trails, and on-
road bikeways to create a comprehensive and connected walking and biking
network that is appropriate for all ages and abilities. Suggested walk and bike
treatments along all routes are shown in the Walk -Bike Treatment Map and
are defined below. Treatments are considered 'ideal'; flexibility and time will
be needed to implement the plan. What is essential is that the system provides
continuous routes for all types of pedestrians and all levels of cyclists.
Sidewalk
Description
• Off - street treatment.
• Paved walking path.
5' min. width in residential areas, wider in commercial areas. See page
X for recommended sidewalk widths in Downtown Rosemount.
Uses
• Walking.
• Running.
Independent Trail Corridor
Description
• Off - street treatment.
• Trail corridor independent of street.
• Often follows natural resources, railroad corridors or other utility
corridors.
• Used for recreation and commuting. These trails offer safe, scenic and
long- distance routes with little or no interaction with motor vehicles.
• Corridor width varies 30' -100' or more depending on goals and natural
resources.
• May contain multiple parallel trails for desired uses. In high use
situations, separate walk and bike trails are warranted.
• Paved, gravel or natural surface.
• Trail width typically 8 -14 feet depending on the anticipated volume of
use.
Uses
• Walking.
• Running.
• Biking.
• In -Line Skating.
Bike Route
Description
• On- street treatment.
• Shared roadway with signage and /or pavement markings.
• On low volume, local streets shares the road with automobile traffic.
• On high volume streets utilizes the road shoulder.
• Significantly less investment in signage, traffic calming and landscaping
than a bike boulevard.
Uses
Biking.
Bike Lane
Description
• On- street treatment.
• Road lane solely for bike use.
• Bike lane striping, pavement markings and signage increases motorist
awareness.
• One -way travel.
• 4 — 7 feet wide, depending on the traffic volume, available space and
presence of on- street parking.
• Differs from a bike route or bike boulevard in that there is a designated
lane solely for bike use.
Uses
. Biking.
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Bike Boulevard
Description
• On- street treatment.
• A technique used to better accommodate bicyclists and vehicles on
low traffic volume streets. The intent is to design a bike route in a
manner that emphasizes the presence of bicyclist.
• Innovative approach that incorporates complete streets design
standards and traffic calming techniques.
• Traffic volumes typically less than 3,000 ADT.
• On- street environment is designed so bicycle travel is the prominent
mode of transportation.
• Heavy emphasis on traffic calming. Traffic calming techniques may
include bump -outs, median islands, diverters, roundabouts and
landscaping.
» Safe intersection crossings for cyclists.
High impact pavement markings to increase awareness.
Bike boulevard - specific signage to give identity to neighborhoods and
boulevards.
» Differs from a bike route in that there is a heavy emphasis on traffic
calming, pavement markings, landscaping and signage.
Uses
• Biking.
• Often used in conjunction with sidewalks for pedestrian travel.
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Walk -Bike Framework
The walk -bike framework identifies pedestrian and bicycle routes within
the City of Rosemount to create a comprehensive and connected walk -bike
system. The framework is based on a hierarchy of routes: main routes, county
bike routes, local routes, access routes and neighborhood sidewalks. Each type
preforms a specific function. Main routes and county bike routes facilitate
long distance travel for commuters and recreation and create connections
to regional trails, adjacent communities and regional parks. The difference
between these is treatment. Treatments suggested for main routes are trails
and /or bike lanes. County bike routes are identified and maintained by Dakota
County and typically have wide - shoulders that are appropriate for experienced
cyclists. Local routes allow for mobility within the city and provide connections
to city destinations: Downtown, schools, parks and commercial areas. Access
routes, neighborhood streets and sidewalks provide door to door access to and
from home and destinations. Access routes are routes where side -path trails,
bike boulevards (see previous page) or bike routes are desirable. Other local
streets also provide access but are streets where bicycles are compatible with
vehicles without special designation or treatments. Figure 3.1 summaries the
route hierarchy with definitions of route purpose, intended users, preferred
treatments and support facilities that respond to the route purpose, anticipated
users, traffic conditions and available space.
City -wide the framework:
• Identifies greater community routes to make connections to adjacent
cities, townships, regional parks and regional trails.
• Creates a % to 1 mile grid of city-wide routes that facilitate shorter
trips within the city. This grid adds to the existing trail and sidewalks
to make it more complete.
• Provides fine grain connections from the city route network to the
neighborhoods and destinations on neighborhood connectors and
neighborhood sidewalks.
• Suggests conceptual alignments for a spine system of multi use trails in
independent corridors in the growth area to create recreational loops
of varying distances away from major roads. Trails and sidewalks
along streets would be added along with future road construction.
11X17
FRAMEWORK
PURPOSE:
Provide connections between citywide or regional trail system and regional destinations
N
USERS:
Walkers, all cyclists - novice to experienced
IW
Focus:
Shared transportation and recreation function, safety, experience, improved travel time, route continuity
QBIKE
BIKE TREATi
Emrs.
On -road: paved multi -use trail (side -path ortraii corridor), off -road: bike lane
WALK TR
Ears:
Sidewalks and paved mu*use trail (side -path or trail corridor]
1ZWALK
TRE04
ENTS:
Paved multi -use trail (side-path ortrail corridor)
Z
WAYFINDIN
IGNAGE:
Informational kiosks, directional, route sign and bike button (see pg .47 )
J
PREFERRED S
EEr C7iNes:
Controlled intersections, underpasses, high visibility crosswalk treatments at uncontrolled at -grade crossings
EXAMPLES:
145th Street West, Chippendale Avenue -Chili Way, Bloomfield Path
SUPPORT F
ILmES:
Trail -heads with vehicle parking, rest areas with benches and water, visible bike parking at destinations
ExAMPLEr.
Shannon Parkway, Connemara Trail, Rosemount Interpretive Trail
PURPOSE:
To provide safe routes to significant city destinations such as Downtown, schools and community center
USERS:
Walkers, all cyclists - novice to experienced
IW
Focus:
Transportation for shorter local trips, recreation loops, safety, user experience, route continuity
QBIKE
TREA
EM
Off-road: paved multimuse trail (side -path ortrail corridor}, On -road: bike lane, bicycle boulevard, bike mute
WALK TR
Ears:
Sidewalks and paved mu*use trail (side -path or trail corridor]
WAYFMDIN
ISIGrMC
Informational kiosks„ directional, route sign, bike button (see pg. 47)
V
PREFERRED
EEr CROSSImes:
Controlled intersections, underpasses, high visibility crosswalk treatments at uncontrolled at-grade crossings
J
SUPPORT
LmES
Trail -heads with vehicle parking„ [ost areaswith benches and water, visible bike racks at destinations
EXAMPLES:
145th Street West, Chippendale Avenue -Chili Way, Bloomfield Path
11X17
WALK -BIKE TREATMENTS
Downtown and School Campus Focus Area
The Downtown and school campus area is a major destination for walking
and biking. Downtown businesses and restaurants, schools, community
center library, parks, post office, city hall and transit stop are all community
destinations, particularly for those segments of the population who do not
drive, the young and elderly.
The Downtown and School Campus Focus Area Plan (page 31) suggests
improvements to facilitate greater pedestrian and bicycle access to this area.
Recommended trail and bikeway segments in this area fill existing gaps between
schools, neighborhoods, and downtown and create a primary north -south and
a primary east -west route for pedestrians and bicyclists (Figures 3.2 and 3.3).
School Access
The Dakota County Safe Routes to Schools Plans for Rosemount High, Middle
and Elementary Schools, which are being developed concurrently with this
plan, provide detailed recommendations for facilities, programs and policies to
improve pedestrian and bike access to the schools. This plads recommendations
support the school plans and looks at broader connections from the campus to
the community center and Downtown.
Figure 3.2: Primary Walking Routes
Figure 3.3: Primary Biking Routes
DOWNTOWN AND SCHOOL CAMPUS DETAIL
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Proposed Bike Lane (bike)
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Trail connections, which follow the Safe Routes to School recommendations,
are suggested to facilitate movement to and through the school campus. Due
to slopes, wet areas and athletic fields in these areas, detailed study of trail
alignments will be needed prior to implementation.
In front of the high school, a pedestrian -bike plaza is recommended along with
re- routing of traffic through the parking lots in the main parking lot to reduce
pedestrian /vehicle conflicts. 142nd Street in front of the high school would be
blocked at the parking lot entrances on each end and traffic would flow along
the outside of the lot. More information on this recommendation can be found
in the Rosemount High School Safe Routes to School plan.
Community Center Access
Today, trails and sidewalks fall just short of the front door of the Community
Center. Suggested improvements include extending existing trail to the
Highschool and providing a link through the existing south parking lot to the
front door. This could be achieved adjacent to the parking area, or, if there
is excess parking, by eliminating a row of parking. From the north, a trail is
recommended along the existing access road. More detailed study will be
required to determine the exact alignments of these connections.
Underpass Crossing of Highway 3
An underpass at Highway 3 is recommended to connect the schools and
community center to Erikson Park. An underpass in this location would
provide a safe and a direct link to the school campus from the residential areas
in the eastern portion of the City.
The plan also identifies an opportunity to create a gathering space for trail users
at the underpass of Highway 3 - a prime location for an enhanced experience
and amenities such as a trail kiosk, benches, landscaping and other features.
Trail Head Locations
Because of the extensive exiting trail system in Erickson, Schwarz Pond and
Carolls Woods parks, two trail head locations are suggested. The trail heads
could include bike parking, restroom access, maps, benches, water and vehicle
parking. The trail head in Central Park would serve as the primary trail head
for the planned Rosemount Interpretive Corridor Trail that would connect to
Spring Lake Regional Park Reserve and the Mississippi River.
Pedestrian Improvements Downtown
Creating a pedestrian friendly Downtown has long been a City goal. The
Downtown and School Campus Detail suggests enhanced pedestrian zone on
145th street, Lower 147th Street, Highway 3 and Burma Ave. Recent installation
of pedestrian scale lighting, banners and special crosswalk treatments have
imnrnvPd nPdPCtrian conditions Downtown.
Strategies to continue improving the pedestrian experience include:
• Continue to install streetscape amenities such as pedestrian scale
lighting, benches, plantings and special crosswalk treatments.
• Increase the sidewalk width when opportunities arise with
redevelopment.
• Separate the parking and pedestrian zone with planting areas and /or
fencing to reduce sidewalk obstruction.
• Implement traffic calming techniques where appropriate.
• Provide additional pedestrian crossings where appropriate.
to Iil
allow -roam for vehicle door openings.
+ Amenity Zone. The amenity zone serves
three functions: buffering pedestrians from
the street, providing aesthetic values by
including landscaping to "green" the street;
and accommodating utilities (hydrants, trash/
recycling receptacles, signage, light fixtures,
benches and bike parking).
• Travelway. The travelway is used for pedestrian
movement. It should be free of all obstacles
and wide enough to allow pedestrians to pass
one another with ease.
• Frontage Zone. This area next to the building
is for ingress and egress between the walkway
and the building. In certain - locations the
building frontage zone should be designed to
create gathering places such as outdoor seating,
plazas and pocket parks.
:9•_� Travelway
M 19
Amenity
fee
9e
Downtown Sidewalk Widths
The recommended width of these zones and the
overall width of the walkway varies with the type of
street and is influenced by space availability.
Zone
Constrained
Recommended
Street Edge
1.5 ft.
2.5 ft.
Amenity
4 ft.
8 ft.
Travelway
6 ft.
10 ft.
Building
Frontage
2.5 ft.
3 ft. + for outdoor
seating, plazas,
etc.
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Bicycle Improvements Downtown
Today, there are no bicycle facilities in Downtown. Though most businesses
front Highway 3, space constraints, high traffic volumes and speeds all make
biking on Highway 3 challenging. Therefore, this plan recommends that bike
circulation occur on streets parallel to Highway 3.
Strategies for improving the biking of Downtown include:
• Explore the use of bike lanes on 145th between Chippendale Avenue
and CR42 (see Figure 3.4 below) and on Cameo Avenue.
• Sign Cambrian Avenue, Burma Avenue and Lower 147th, through
Downtown, as bike routes.
• Monitor use and explore the potential for a stop sign or other traffic
calming measures at 145th and Cameo Avenue for safer pedestrian and
bicycle movements through this intersection, after bike lanes /routes
are established. This is the intersection of two important walk -bike
routes to the School Complex, Downtown and Rosemount Crossings.
Slowing or stopping traffic at this intersection would provide a safer
environment for pedestrians and cyclists.
Figure 3.4:
Visualization of the Proposed Bike Lane on 145th - Before and After
This visualization conceptually demonstrates how bike lanes can be added st
to 145th Street within the existing 42' roadway by reducing lane widths and `';
eliminating one on- street parking on one side of the street.
a
i
2 -Lane Road with On- Street Parking
r
42i road: two 9' parking lanes, two 12
travel lanes
r Agi+
One 11' vehicle travel lane in each
direction.
8' On- street parking remains on one
side of the street.
BEST PF',!ACTICE RECOMMENDATIONS
The previous section outlined a walk -bike route network to make biking and
walking convenient. Equally important to increasing and encouraging walking
and biking is making the system safe and pleasant; if it is not fun, people will
not use the system. This section outlines best practices that can move the
Rosemount's bike and walk network beyond functional to enjoyable.
Complete Streets
Adoption of a Complete Streets Policy is one way for a city to formally encourage
multi -modal street access. The emerging Complete Streets movement strives
to plan streets to accommodate pedestrians, transit riders, bicyclists and all
other users regardless of age or ability instead of focusing solely on optimizing
automobile travel. The movement recognizes that as many as 30% of residents
in a community may not or cannot drive due to age (young or old), physical
limitations or economic challenges. Complete Street policies do not prescribe
that all modes be equally accommodated on all streets but that the overall
transportation network be a safe and accessible environment for foot, bike or
transit.
Instituting a Complete Streets policy ensures transportation agencies design
and operate the entire right -of -way to enable safe access for all users. As with
other practices that support walking and biking, Complete Streets are beneficial
in numerous ways, including providing safer streets and business districts,
creating more predictable non - motorized and motorized interactions, reducing
air pollution, creating vibrant neighborhoods and lessening transportation
costs for families.
Mn /DOT's Complete Streets Report, published in December 2009, found that
although there are incremental costs associated with implementing Complete
Streets, the benefits and end product provided a better long -term value.
Potential additional costs include the purchase of additional right -of -way,
increased travel time for motor vehicles, shifting of traffic to other routes in
the network and additional infrastructure to maintain and operate. For urban
projects with spatial constraints, the primary issue is not cost but the allocation
of available space among the various transportation modes. The report also
notes that costs can be reduced by changes in the planning and design process
that integrate transportation and land use planning across all jurisdictions
early in the process.
It is important to note that having a Complete Streets policy does not necessitate
the redirection of funds to retrofit projects. Instead, a typical Complete Streets
process focuses on new construction and reconstruction to be most cost -
efficient. Opportunities do exist to implement Complete Streets on existing
facilities, such as through restriping.
The number of Complete Streets policies in the United States is rapidly
increasing. According to the National Complete Streets Coalition, by mid -2010
there were nearly 150 jurisdictions that have adopted policies or have written
commitments to do so. The State of Minnesota passed a Complete Streets bill
in May 2010 (Sec. 52 MN Statutes 2010 Section 174.75 Complete Streets). The
City of Rosemount adopted Resolution 2010 -10 in February 2010 expressing
its support of this statewide Complete Streets policy.
Complete Streets policies exist at every governmental level. Several Minnesota
cities and counties, including Albert Lea, Duluth, Independence, Rochester, St.
Paul and Hennepin County, have adopted policies or ordinances. Rosemount
should explore adopting a Complete Streets ordinance /policy to assure that as
streets and bridges are rebuilt either by the City, County or State, provisions
are made to accommodate all modes of movement safely and conveniently.
According to the National Complete Streets Coalition (NCSC), an ideal policy
has the following elements:
• Vision for how and why the community wants to complete its streets.
• Specifies that "all users" includes pedestrians, bicyclists, trucks, buses
and automobiles.
• Encourages street connectivity and aims to create a comprehensive,
integrated, connected network for all modes.
• Is adoptable by all agencies to cover all roads.
• Applies to both new and retrofit projects, including design, planning,
maintenance, and operations, for the entire right of way.
• Makes any exceptions specific and sets a clear procedure that requires
high -level approval of exceptions.
• Directs the use of the latest and best design criteria and guidelines
while recognizing the need for flexibility in balancing user needs.
• Directs complete streets solutions to complement the context of the
community.
• Establishes performance standards with measurable outcomes.
• Includes specific next steps for implementation of the policy.
Traffic Calming
A key element of bicycle and pedestrian friendly routes and bicyclist's safety is
lower traffic speeds. Lower traffic speeds can be accomplished through use of
proven traffic calming measures. Techniques include:
• Lowering and enforcing speed limits.
• Physical devices.
• "Road diets' where lanes widths are reduced or lanes are eliminated
create space for bike lanes and slow traffic.
The Federal Highway Administration (FHWA) defines traffic calming as a
combination of mainly physical measures that reduce the negative effects of
motor vehicle use and improve conditions for non - motorized street users. For
the purpose of bike and walk planning, the objective is to provide physical
improvements that will create safe and pleasant conditions for motorists,
bicyclists and pedestrians. Some successful traffic- calming techniques are
included in the table to the right.
In Rosemount, traffic calming would be beneficial to pedestrians and cyclists
on all suggested routes where speed limits exceed 30 MPH. These streets
include: CR 42, Highway 3, McAnderew's Road, Shannon Parkway, Connemara
Trail, Dodd Blvd, Bonaire Path, Chippendale Ave and Biscayne Ave. Detailed
engineering study that closely examines traffic patterns, pedestrian and
bicycle needs as well as coordination with each road's jurisdictional agency is
recommended to determine appropriate traffic calming devices.
30
55%
40
1,5 %
..
Forced Tarn Lanes
Raised islands located on approaches
to an intersection that block certain
movements.
4
Median Barriers
Raised islands located along
j "
the centerline of a roadway and
continuing through an intersection to
block cross traffic.
Roundabouts
Barriers placed in the middle of an
intersection, directing all traffic in the
same direction.
[i
Speed Tables/
Flat- topped speed humps often
Textured
constructed with a brick or other
Pavement/
textured material to slow traffic
Raised Crossings
Neighborhood
Barriers placed in the middle of an
Traffic Circles
intersection, directing all traffic in the
same direction. Usually larger than
roundabouts.
A Road Diet
One way to achieve the dual goals of creating a complete street
and calming traffic within in the existing right -of -way and /or road
pavement is "a road diet" The purpose of a road diet is to "slim down"
it's existing footprint by reducing lane widths and /or eliminating lanes
to improve safety, mobility and access for all modes of transportation,
including biking and walking.
A typical road diet would achieve a series of the following
initiatives:
• Reclaim street space for bikeway treatments or sidewalks.
• Reduce the number of lanes of traffic & conflict points.
• Reduce motorized vehicle speeds.
• Improve bicycle and pedestrian safety.
• Increase visibility and sight distance.
• Encourage an active streetscape and support the pedestrian
realm.
• Improve the roadways aesthetics and visual qualities.
Recent improvements to Shannon Parkway, illustrated to the left, are
a local application of the road diet concept. Figure 3.5 illustrates how
the west end of Connemara Trail could be configured to calm traffic
and accommodate bike lanes by reducing the number of traffic travel
lanes from four to two and adding a center median / turn lane with
landscaping to define the street.
This technique has potential to be applied on any existing street where
a bike lane and /or traffic calming is desired. Streets recommend for
bike lanes that may have potential for reduced lane widths include:
McAndrews Road W., Chippendale Ave., 145th Street, Cameo Ave.,
and Connemara Trail.
Improvements to Shannon Parkwayfrom 145th
to Connemara Trail achieve the dual goals of
calming traffic and better accommodating
cyclists.
Shannon
Parkway with
the new 3 lane
configuration.
Before bike
lane pavement
markings have
been added.
Figure 3.5: "Road Diet" Visualization on Connemara Trail - Before and After
This visualization conceptually illustrates the road diet concept applied
to Connemara Trail east of Shannon Parkway. Here, the four lane road is
reduced to two lanes with a center turn lane /planted median and bike lanes
are added all within the existing road 50' road width.
■
After
FY( 3$6k F:
13' Vehicle travel lane
12' Median /turn lane
13' Vehicle travel
Underpass
Bike lane continues to crosswalk
Safe Crossings
The safest place for pedestrians to cross is at intersections with stop signs or traffic
signals. In Rosemount, these are often spaced further apart than most pedestrians
and cyclists are willing to travel. Without safe crossings, collector roads, particularly
Highway 3 and CR 42, act as major barriers for non - motorized transportation
across the city. The following strategies are recommended for consideration in
improving crossing conditions.
Underpasses
Underpasses are recommended to make safe connections across CR 42 and
Highway 3. As new collector and arterial roads are constructed, opportunities
for additional underpasses should be thoroughly explored. Underpasses not only
provide for safe pedestrian and bicycle crossings but can also be designed to achieve
other community goals such as stormwater movement and habitat connectivity.
Improvements to signalized intersections
Improvements for pedestrians and bicyclists at signalized intersections are needed.
Though detailed design and engineering is needed to balance vehicle and bicycle
movement needs, the following techniques can be considered.
• High visibility pavement markings such as zebra, ladder, continental or
triple four.
• Increase signal time for pedestrians and separate vehicle movements from
pedestrian - cyclist crossings.
• Pedestrian countdown signals.
• Where bicycle lanes exist, extend them to the crosswalk
Bicycle signal.
• Adequate driver visibility through proper sight distance triangles.
• Design for slow vehicle right turn movements (tighter turning radii:
5 -25 ft).
• Eliminate right -turn on red.
• Break up complex intersections with pedestrian refuge islands.
• Adequate lighting.
Pedestrian signal Bicycle signal
Improvements at uncontrolled intersections
New uncontrolled crosswalks can be used to concentrate crossings at the
safest locations, where there is a high level of pedestrian activity or a history
of conflict. Crosswalks should be designed in accordance with the Manual
on Uniform Traffic Control Devices (MUTCD). The following guidelines are
recommended for consideration of placement of unsignalized or mid -block
crosswalks.
Marked pedestrian crosswalks maybe used under the following conditions:
• Crossings in designated school zones. Use of adult crossing guards,
school signal and markings, and /or traffic signals with pedestrian
signals (when warranted) should be used in conjunction with the
marked crosswalks, when needed.
• At non - signalized locations where engineering judgement dictates
the number of vehicle lanes, pedestrian exposure, average daily traffic
(ADT), posted speed limit and geometry of the location would make
the use of specially designated crosswalks desirable for traffic and
pedestrian safety and mobility. Locations to be considered include:
» Locations where a marked crosswalk can concentrate pedestrian
crossings.
» Crossings at a park.
» Crossings to a bus stop.
» At intersections of identified walk - bike routes (framework plan)
so that a safe crossing (combination of grade separated, signalized,
stop signs) of collector roads or higher is provided approximately
every 1/4 -1/2 mile.
» Downtown, where pedestrian activity is encouraged.
» Other locations with high numbers of pedestrian /cyclist crossings
and /or pedestrian /vehicle conflicts. A higher priority should be
placed on locations with a minimum of 20 pedestrian crossings
per peak hour or 15 or more elderly and /or child pedestrians per
peak hour.
Marked crosswalks alone are insufficient without traffic calming treatments,
traffic signals or pedestrian signals and should not be used alone under the
following conditions:
• Where the speed limit exceeds 40 mph.
• On roadways with four our more lanes without a raised median or
crossing island that has an ADT of 12, 000 or greater.
• On roadways with four or more lanes with a raised median or crossing
island that as an ADT of 15,000 or greater.
mw*ed crosswdk or not?"
the-question should lie: 7s
a apppria tvrrlr,ettng
pedestrians across the she))
Regardless of whedw marAvd
crosswalks are users there r
the, fundament l obUgadan to
get pedestrians safely .a oss the
street"
- Safety effects of Marked
-vs.- Unmarked Crosswalks at
Uncontrolled Locations: Executive
Summary and Recommended
Guidelines.
Pedestrian safe crossing reminders
Pedestrian activated flashing lights
Where a marked crosswalk alone is insufficient to provide pedestrian safety,
the following treatments can be considered to reduce vehicle speeds, shorten
crossing distance, or increase the likelihood of motorists sopping and
yielding.
• Pedestrian activated flashing lights.
• Speed limit enforcement.
• In- street crossing signs.
• Refuge islands.
• Split pedestrian crossover.
• Overhead signs.
• Speed limit reduction.
• Speed limit enforcement.
• Dynamic driver feedback signs.
• Roundabouts — to reduce vehicle speeds and improve pedestrian
safety.
• Street narrowing measures, such as curb extensions.
• Providing adequate lighting for night visibility.
In- street crossing signs
Refuge island
11X17
INTERSECTIONS FOR CROSSING
IMPROVEMENTS
Universal Design
Universal design means designing the walk -bike network to be usable by
all people, regardless of age or ability to the greatest extent possible. Good
pedestrian and bicycle system design must account for the needs of all ages,
including the young and old and those with physical or mental limitations. If
the system is designed for the most vulnerable populations, it will better meet
the needs of all users. Universal Design goes beyond meeting the requirements
of the American's with Disabilities Act. Strategies outlined in this chapter for
traffic calming, safe crossings and providing support facilities such as shade,
benches and restrooms enhance the system for all.
Well Maintained Walkways and Bikeways
Sidewalks and bikeways cleared of snow encourage winter use. Efforts to
regularly maintain trails, bike lanes and walks can be done with a combination
of enhanced public and private efforts. The City has the following ordinances
and policies that support winter use currently in place:
• Plowing the street fully to the curb, wherever possible, to maximize
bike and vehicle travel. Loss of three to four feet of travel space is
especially detrimental to winter bike travel.
• A snow shoveling ordinance to ensure that sidewalks are clear in
winter.
• Paved trails are plowed after the streets.
To further support well maintained walkways and bikeways the following
initiatives should be considered:
• Continued enforcement of the shoveling ordinance to ensure that
sidewalks are clear in winter.
• Coordinate with the State and County to ensure that walkways and
bridges on State Highways and County Roads are plowed.
• Plow paved trails at the same time as streets.
• Sweep shoulders for cyclists.
Wayfinding
Wayfinding is the way in which people orient themselves and navigate from
place to place and is a vital component of an effective bicycle and walkway
system. People need to be able to easily understand and navigate bikeways and
walkways in order to conveniently and safely get to their destination.
Wayfinding signs for pedestrians and bicyclists typically show destination,
direction and distance. Signs are placed where routes change or there is a
change of direction and periodically along the route. For cyclists, pavement
markings can be easier to see and can be used to supplement signage. Types
of wayfinding signs are described below.
Wayfinding is recommend to improve system awareness throughout Rosemount. This plan recommends installing
signs in a pilot area on 145ht Street. The diagram below conceptually illustrates sign types and placement on 145th
Street and in the Downtown area.
Figure 3.6. Conceptual wayfinding plan for 14Sth Street and Downtown area.
pedbikeimgaes.org-
Carl Sundstrom
o.; Al
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Support Fa,:;ihties
Pedestrian and bicycle support facilities such as trailheads, benches, showers,
and bicycle parking are recommended to enhance the walk -bike experience
and make it fun. Adequate pedestrian scale lighting is also essential for safety
and visibility.
Bicycle Parking and Support Facilities
Safe, secure bike parking and support facilities such as showers supports
increased bicycle use. Short -term parking (1 -4 hours) should be provided in
bike racks near the front door of destinations. Long -term bike parking for
commuters, employees and residents can occur in bike lockers or inside of
buildings. Recommended strategies:
• Develop an ordinance requiring bicycle parking and shower facilities
ordinance for new construction. A sample ordinance is included in
Appendix B.
• Continue to install bike racks at all parks and public buildings.
• Provide bike lockers at the transit station (existing and future
Downtown). Consider providing locker and shower facilities at the
new transit station.
• Develop a cost -share program to encourage existing businesses to
install bike racks.
Trailheads and Rest Stops
Trailheads are recommended at Schwarz Pond Park and Central Park.
Amenities at trailheads include:
• Vehicle parking
• Bike parking
• Kiosk with trail information
• Benches
• Water
• Restrooms
Rest stops are smaller -scale than trailheads and typically include benches,
water, bike parking, and landscaping. Installation of benches along walk -bike
routes at parks, overlooks and natural areas is recommended.
Lighting
Pedestrian - cyclist scale lighting is essential to creating a safe and pleasant
environment, particularly in the winter months when days are short. Lighting
improvements are recommended on Biscayne Ave from 145th Street to
Connemara Trail and Connemara Trail from Biscayne Ave to Bloomfield
Path.
Kiosk with trail information
Bike Parking
Bike Storage
Benches, landscaping
signage
Education, Programs and Events
Improvements to the physical environment are most effective if coupled with
on -going marketing, promotion and awareness efforts. Walk -bike information
should be provided in digital format on the City's website. If people are aware
of the amenities already in Rosemount, they will use them more. The City
should also create and widely distribute walk -bike map with existing routes,
safety information and events.
Programs and events to generate local enthusiasm and support and can be an
important component attracting visitors.
Ideas for potential programs and activities include:
• Hold walk /bike with the Mayor /City Council days.
• School and community education classes.
• Classes for bike safety, bike commuting, bike maintenance and bike
purchasing.
• Hold weekly /monthly ride of Rosemount through local walk and bike
clubs.
• Coordinate events with non -profit groups.
• Hold quarterly bike events. Events could include: Rides with the Mayor,
National Bike Month, Leprechaun Days Ride, International Walk to
School day.
Hold walk /bike rodeos /carnivals — theme contests, art /costumed bikes,
tricycle racing, bike light /pedometer giveaways, bike parade, walking
parade, dog walking parade.
s
rr y.
The pedestrian and bicycle plan (Section 3) outlines the long term (25 years
or more) goals for the walk -bike network in the City. This section focuses
on moving from plan to reality. It first recommends top priorities and ways
to measure progress and then identifies on -going actions needed to complete
the plan. Lastly, it identifies potential funding sources and partnership
opportunities.
PRIORITIES & MEASURING PROGRESS
Tools for Success
Three items are essential to success in implementing this plan: establishment of
a walk -bike advisory commission, hiring a pedestrian and bicycle coordinator
and dedicated funding.
Walk -Bike Advisory Commission
A Walk -Bike Advisory Commission is an advisory board to the City Council
that would help with the implementation of the walk -bike network. Other
functions of the Commission may include:
Provide technical advice on safe walking and bicycling.
• Encourage and support walking and bicycling as transportation.
• Assist in promotion of walk -bike events.
• Instituting an annual walk -bike count program to track progress.
Pedestrian- Bicycle Coordinator
Typically, a pedestrian /bicycle coordinator's primary responsibility is to
implement the programs and projects in the pedestrian and bicycle plan. Other
duties of the pedestrian - bicycle coordinator may include:
Reviewing development proposals to ensure that local bicycle/
pedestrian requirements are incorporated.
• Developing and implementing programs.
• Securing grant funding.
• Serving as the public contact for walk -bike issues and complaints.
• Staffing the pedestrian - bicycle advisory commission.
• Coordinating the walk -bike projects across city departments.
• Coordinating with adjacent cities, other jurisdictions and support
groups.
Policy Changes and Funding
A first class pedestrian and bicycle network cannot be achieved without
dedicated funding to design, build and maintain the system. Implementation
of this plan will require not only money for capital projects like trails and bike
lanes, it will require on -going funding for operations and maintenance. In
addition to identifying physical projects, this plan suggests a number of policy
changes that may have cost implications. These are:
• Plowing trails at the same time as streets for winter use.
• Plowing streets their full width may require additional space for snow
storage on new streets.
• Increasing the standard trail width from 8' to 10:
• Formalizing the subdivision ordinance to require 5' sidewalks on both
sides of the street.
• Bike lanes, and landscaping may necessitate additional right -of -way
acquisition on new streets.
• Establishment of a bike parking and support facilities ordinance for
new construction.
Prior to implementation individual recommendations in this plan, detailed
analysis of development, capital, maintenance and operation costs should be
conducted and compared to available funding.
Pedestrian and bicycle projects and programs can be funded from numerous
sources including general funds and tax measures approved by voters, such as
a bond issue. Additional funding sources and strategies are discussed in the
potential funding sources of this chapter.
Priority Projects and Measuring Success
Identifying priorities and demonstrating visible, measurable progress is
essential to implement the plan to maintain enthusiasm, generate political
support and obtain funding.
Priority projects and action items are outlined on the table that follows.
Annual progress toward plan goals can be tracked with the table; the progress
button should be filled out as an annual report card of successes. Priorities and
actions are not static, they should be updated annually as needs change or new
funding sources are identified.
In addition to measuring progress towards the goals of this plan, the City of
Rosemount should consider pursuing Bicycle Friendly Community Status from
the League of American Bicyclists. This program provides incentives, hands —
on assistance and recognition for communities that support bicycling. The
application process requires an in -depth assessment of bicycling in Rosemount
compared to peer cities across the nation and establishes an independent
baseline for measuring future progress.
Other measures of progress should be instituted by the walk -bike advisory
commission (after it is established) as facilities and programs are put into
place. Potential measures include:
• Annual or biannual pedestrian counts.
• Vehicle- bike - pedestrian crash rates.
• Number of participants at walk -bike events.
• Number of participants in walk -bike classes.
• Miles /numbers of pedestrian - bicycle facilities: on -road bicycle
facilities, trails, sidewalks, bike racks, benches, etc.
TheLeague ofAmerican
Bicyclists has an in-
depth scoring process to
award Bicycle friendly
community status.
ENGINEERING
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TheLeague ofAmerican
Bicyclists has an in-
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award Bicycle friendly
community status.
Figure 4.1: Priorities and Progress Benchmarks
PRIORITIES
. •
Build gr a separated
crossings
Improve at -grade
crossing conditions
•ROGRESS •
0 3 w
d �
N � O
000 ......•••• Build Highway 3 underpass and rest area
Improve railroad
crossings :M
EDUCATION
ACCESS TO SCHOOLS
......•••. Engage Dakota County in a discussion on acquiring
land for a grade separated crossing on County Road
42
......•••. Improve crossings at Diamond Path /145th, Diamond
Path /150th, Diamond Path /Connemara Trail,
Shannon Parkway /145th, and Shannon Parkway/
Evermoor Parkway
......•••. Improve railroad crossing at Biscayne Ave.
...... __ Design and implement or partner with accredited
agencies to provide bicycle education courses for
both adults and children
000
......••• . Educate all road users on their rights and
responsibilities through such programs as Share
the Road, the League of American Bicyclists, the
Pedestrian and Bicycle Information Center, the
Minnesota Bicycle Alliance, etc.
000
......•••. Partner with local health care providers to promote
the advantages of active living (walking and biking)
and their impact on health
000
......•••. Continue to hold the Bike Rodeo at Safety Camp
000
......••• . Establish a walk -bike area on the City's website
with safe biking and walking tips, suggested routes,
trail maps and event information
000
......••• . Coordinate pedestrian and bicycle improvement
between the City's Pedestrian and Bicycle Master
Plan and the individual school's Safe Routes to
School plans
000
......•••. Participate in the Safe Routes to School programs at
the Federal, State, and School District levels
H
Z
W
Z
`W
Z
0
V
'PRIORITIES
SCHOOLS & PARKS
DOWNTOWN
Create bicycle network
connections Downtown
Connect to Transit
REGIONAL CONNECTIONS
Connect to Dakota
County Technical
College and Future
Athletic Complexs
PROGRESS AC IONS
o Q
w 3
o 0
Q � °
000
......•... . Build trail on east side of Chili Ave from 145th St.
West to High School
000
......•••. . Create pedestrian -bike plaza in front of High School
and divert traffic to the parking lot drives (pg 32)
000
.•.......• . Connect existing trails in Schwarz Pond Park and
school campus
OOO
......•••• . Improve pedestrian - bike access to the Community
Center (pg 32)
OOO
......•••• . Install bike lanes on 145th Street from Chippendale
Avenue to CR 42 and Cameo Avenue from 143rd
Street to Lower 147th Street
000
......•••• . Create bike routes with signage and pavement
markings on Lower 147th Street, Cambrian Avenue
and Bruma Avenue
0 O
Create connections to the future Downtown park
and ride and provide secure bike parking
OOO
......•••• . Add bike lanes on Shannon Parkway from 160th
Street to 145th
000
......•••• . Add bike lanes on Shannon Parkway from 145th to
McAndrews Road
000
......•••• . Add bike lanes on Connemara Trail from Diamond
Path to future athletic complex at Akron Rd.
000
......••••. Add and trail on Akron Avenue from Connemara
Trail to County Road 42
LU
m
O
Z
W
PRIORITIES PROGRESS ACTIONS
Map the system
GATHER AROUND IT
Improve Lighting
Improve trail
maintenance
PROMOTE IT
0 3 w
d �
N � O
OOO
......•••• . Create on -line and printed walking and biking
maps
000
......••••. Install way - finding signage in a pilot area along
145th Street
000
•••....•••• Expand way - finging signage throughout Downtown
and the school campus
000
........... Expand way- finding signage to other walk -bike
routes
000
.......•••. Create trail heads with bike parking, benches and
water at Central Park and Schwarz Pond Park
000
•••••.••••. Create rest areas with bike parking, benches and
water on the School Campus and on Shannon
Parkway north of 133rd Court West
000
••......••. Install benches at parks on walk -bike routes at
parks, natural areas and other places of interest
000
......••••. Develop bike parking and trip end facility ordinance
for new development
OOO
......••••. Install bike racks at all parks and public buildings
000
......••••. Create a cost -share program to encourage existing
businesses to install bike racks
000
......••••. Install pedestrian scale lighting on Biscayne
Ave from 145th Street to Connemara Trail and
Connemara Trail from Biscayne Ave to Bloomfield
Path
OOO
......••••. Regular sweeping of shoulders to improve biking
conditions
000
........... Snow removal on trails at the same time as roads
OOO •.••.....•. Hold a quarterly walk -bike events
11X17
PRIORITIES
ON -GOING ACTIONS
Priority projects and actions will go a long way to creating a walk and bike
friendly community, there are several on -going actions that need to occur as
well.
The Mississippi River Trail
1`T The Mississippi River Trail (MRT) provides an opportunity for bicyclists to
follow one of America's great rivers. This trail passes through Rosemount as
it extends 3,000 from the headwaters of the Mississippi in Lake Itasca State
Bicycle and Pe-
destrian Access
to Commercial
Building
I I6 4
m
t'
This diagram illustrates providing
pedestrian and bicycle access to the
side of new buildings and avoids travel
through the parking lots. Source:
2008 MnDOT Pedestrian and Bicycle
Toolbox.
Parking lot striping can improve walk -
bike access in existing developments.
Park all the way to the Gulf of Mexico. The MRT currently passes through
Rosemount on the shoulder of County Road 46 and Minnesota State Highway 3.
The Minnesota Department of Transportation (MnDOT) is currently meeting
with communities and road /trail authorities to review the present route in the
hope of forming mutually beneficial partnerships that will allow this nationally
significant trail route to meet its full potential. The City should continue to look
for opportunities to formalize the route though the community in conformance
with its transportation, parks and recreation, and economic development goals.
Learn more about the MRT and follow the planning process at www.dot.state.
mn. us /bike /mrt.
Detailed Design
The plan outlines priority routes and the vision for a complete walk -bike system.
It remains a guiding framework and routes will need more detailed planning
and design prior to implementation and construction.
Complete Trail and Sidewalk Gaps
The City should continue to work toward building all of the sidewalk and trail
segments identified on the Existing Pedestrian Facilities Map on page 9 when
roads are reconstructed, as funding becomes available or other opportunities
arise.
Create Door to Door Connections
Bicycle and pedestrian circulation within private development should not
only safe, but as direct and convenient as vehicle circulation; large parking
lots that separate the bicyclist and pedestrian from business front doors do
not encourage active transportation. The City should continue to analyze the
door -to -door pedestrian and bicycle movement in all new development and
redevelopment proposals to assure that building front doors are located as
close to the walk -bike network as possible and entrances and site circulation
minimizes interaction between vehicles, pedestrians and cyclists.
Build for pedestrians and bicyclists in conjunction
with new streets and street reconstruction projects
Trails
The City should continue to provide pedestrian and bicycle facilities along
with new development. Current City practice is to provide paved off -road
pedestrian /bikeways on both sides of all collector and arterial roads. This plan
recommends that for collector roads and higher, 10' foot trails (current City
practice is 8') be placed on both sides of collector or arterial roads. Consistent
treatment will reduce street crossings needed by cyclists and increase legibility
of the system. The wider trail will reduce conflicts between pedestrians and
cyclists.
On -road Bikeways
New collectors should be planned with enough right -of -way for future
dedicated bike lanes. As more people start biking, there will be conflicts with
pedestrians on trails. On -road bikeways will reduce the pressure on the off -
road trail system and reduce conflicts between pedestrians and cyclists.
24' is recommended from the
face of curb on collector streets to
accommodate a planted boulevard,
10'trail with appropriate clear zones.
L"Alit ate � ' 4 f�
•
Example of how bike lanes, planted boulevard and 10' trails on both sides of the street can be incorporated
into design of a collector street in Rosemount. The 86' wide R.O.W. is the approximate width of Connemara
Trail, west of Highway 3. Depending on needs for vehicular traffic, this design could be adapted to a two
lane road with a wider boulevard (10' or more) would allow for greater separation from the street, more
robust plantings and a more pleasant environment for all transportation modes. For new roads, increase
R.O.W may be desirable to meet needs of all travel modes.
Bikeway Design Selection for Urban (Curb and Gutter) Cross
Section - English Units
Motor Vehicle ADT
5,000-
(2 Lane)
<500
500 -1,000
1,000 -2,000
2,000 -5,000
10,000
>10,000
Motor Vehicle ADT
N/A
N/A
2,000 -4,000
4,000-
10,000-
'20,000
( Lane)
10,000
20,000
25 mph
SL
WOL
WOL
WOL
BL = 5 ft
Not
Applicable
30 Mph
SL with sign
WOL
BL = 5ft
BL = 5 ft
BL = 6 ft
BL = 6 R
'35•40**
WOL
BL =5ft
BL =5ft
BL =6ft
BL =6ft
BL =6ft or
pS =Bft
BL =5ft
BL =5ft
BL =6ft
BL =6ft
BL =6ftor
PS =8ft
SUP or
PS= 10ft
BL = Bicycle Lane, SL = Shared Lane, WOL = Wide Outside Lane, SUP = Shared -Use
Path, PS = Paved Shoulder
This table, from the March 2007 MnDOT Bikeway Facility Design Manual,
gives standards for appropriate bikeway treatments based on traffic lanes and
volumes. Typically, bike lanes are 5' or 6', but can be 4' in space constrained
situations.
Bike Lane on 64' Wide Street with Parking on Both Sides
f--1' 1'--
- — .- - - ---- _. _ - -- — NOTE: Measured
12'
IT IT 6' 8' curbface to
I curbface
Bike Lane Stripe
Thermoplastic
pavement marking
line - 6" [150mm]
solid white
I!
Parking Stripe
Thermoplastic
pavement marking
line - 4" [SOOmm]
solid white
Image from Chicago Bike Lane Design Guide
Dimensions are adapted for local conditions
IFBike Lane
„_ , _.;. A Symbol & Arrow
Pre -cut
thermoplastic
I'.
NOTE: Bike lane and
11 „, parking stripes remain
continuous when
passing alley and
driveway entrances
Example of incorporating bike lanes on a street where on- street parking is desired.
Require sidewalks along with new development & redevelopment.
Current requirements for sidewalks on local streets are determined on an
individual project basis. City ordinances should be formalized to require
developers to provide 5' sidewalks, separated by a planted boulevard on both
sides of all local streets, unless they are found to be unnecessary by City staff,
to ensure a consistent and complete sidewalk network.
As outlined in Chapter 3, wider sidewalks should be installed Downtown when
redevelopment opportunities arise.
Rosemount neighborhood without Here, the sidewalk abruptly ends.
sidewalks.
Sidewalks and planted boulevard providing shade and separation from
the street create a pedestrian supportive environment in this recently built
Rosemount neighborhood.
Integrate dedicated trail corridors into new developments
When new developments are planned, trail connections in dedicated corridors
or linear parks should be considered. The city should use park dedication
to assure that the new development pays its fair share and contributes the
necessary trail right -of -way and /or easements.
The Dakota County Greenway Collaborative's Greenway Guidebook outlines
a framework for trail and greenway corridors in the county. This guide and
standards can be used as a starting point for trail corridor planning along with
new development. The image below is a conceptual trail corridor layout from
that guidebook.
naLuiQi
paved infiltration trail
trail
Example of a tr,dl corridor within a greenway from the Dakota County Greenway Collaboraitve Guidebook.
POTEN111AL FUNDING SOURCES
A funding strategy is needed to design, build and maintain the pedestrian and
bicycle system. This includes the initial capital costs and on -going maintenance
costs. The quality of a city's walk -bike system is a reflection of City priorities
and allocation of resources. In general, public investment in trails pays for itself
through increased property values and tax revenue, tourism spending, quality
of life, desirability of the community and a healthier population. In addition to
city funds, other funding sources such as partnerships, grants and donations
should be explored.
Many factors contribute to a community's success in securing non -city funding
for trail systems. Selecting an appropriate project is probably one of the most
important. In preparing the trail system funding strategy, projects that have
the best potential for non -city funding should be identified. Projects with the
potential for success include those that have a high number of users, address
a significant safety issue, protect natural areas, connect to a regional or state
trail, have an interesting story and /or have demonstrated community support.
For example, a proposed trail which connects a new neighborhood along a
busy road to a school and downtown has more potential for success than
the completion of a gap in the sidewalk system on a street that already has
a sidewalk on the other side. These types of necessary but limited interest
projects are better candidates for inclusion in the city's capital improvement
program (CIP) or for the use of park dedication funds.
Park and Trail Dedication
Minnesota Statutes allow local governments to require dedication of land or
cash in -lieu of land for parks and trails from new subdivisions. The dedication
must be reasonable and rationally related to the recreation demand created
by the development. Cities can also require dedication of right -of -way or
easements for sidewalks or trails. Park and trail dedication is a frequently used
tool to help pay for recreation facilities. Some cities, such as Chanhassen, MN,
have adopted a separate trail fee or dedication requirement.
Partnerships
Partnerships with both public and private organizations are an essential
component to achieve individual projects outlined in the plan. Organizations
with partner funding can also provide assistance with design, outreach and
maintenance. Local trail clubs can be used to help maintain trails. Partnerships
and relationships with private businesses can also result in easements and use
agreements for trails across private land.
Potential partnership organizations include:
• Dakota County.
• Dakota County Active Living Partnership.
• Rosemount Bicycle Club.
• Rosemount Area Athletic Association (RAAA).
• Rosemount Hockey Association.
• School District.
• Rosemount Downtown Business Council.
• Northern Dakotka County Regional Chamber of Commerce.
• Northern Dakota County Chamber of Commerce.
• Friends of Dakota County Parks.
• Area Businesses including SKB Environmental and Flint Hills.
• Rotary Club.
• Lions Club.
• Railroads.
Donations
Private donations are another potential funding source. These may be
financial donations from individuals or area corporations or donations of labor
from recreation clubs or use agreements or trail easements from landowners.
Programs such as "adopt -a- trail" by an organization, business, or individuals
have successfully been used in many communities to help with maintenance
tasks and raise awareness.
Grants
Grants are a way to make the City's dollars go further. Below is a sample of
some grant opportunities that may be available along with websites to visit for
more information.
Dakota County State Health Improvement Project (SHIP)
Website: http: / /www. co. dakota. mn. us /DepartmentsIPublicHealth /Projects/
SHIP
The State Health Improvement Program (SHIP) provides funds to reduce
the burden of chronic diseases through increasing physical activity, improving
nutrition, and reducing tobacco use. These funds are administered by the
Dakota County Public Health Department and the City has access to them
through participation in the Dakota County Active Living group. Grant
requests associated with increasing physical activity are most closely related
to this funding source and must focus on policy (laws or regulations), system
(organizations or institutions operation) or environmental (land use, zoning
or community design) changes. Examples of related projects funded through
SHIP include pedestrian /bike master plans, wayfinding signs, bike racks, and
trail master plans, as well as Safe Routes to School (SRTS) comprehensive
plans for local schools and funds for events to promote walking and biking to
school. While SHIP funds cannot be used for construction projects, Dakota
County has contracted with a local firm to seek and write grants for projects
that meet the goals of Active Living and SHIP.
Bikes Belong
Website: www.bikesbelong.org
The Bikes Belong Grant Program strives to put more people on bicycles more
often by funding important and influential projects that leverage federal
funding and build momentum for bicycling in communities across the U.S.
These projects include bike paths and rail trails, as well as mountain bike trails,
bike parks, BMX facilities and large -scale bicycle advocacy initiatives.
Minnesota DNR
Website: www.dnrstate.mn.us /grants /index.html
The Minnesota DNR is one of the most comprehensive resources when it comes
to state funding for trail programs. They offer a variety of grant programs and
technical assistance. Current programs provide assistance for cross country
skiing trails, all- terrain vehicle trails, snowmobile trails and recreational trails.
Each program may vary in funding and differ in timing. The DNR should
be consulted with before pursuing a grant to clarify funding availability and
qualifications.
NPS Rivers, Trails, and Conservation Assistance Program
Website: www.nps.gov /ncrc /programs /rtca/
The National Parks Service's (NPS) "Rivers, Trails and Conservation Assistance
Program" (RTCA) is designed to provide communities technical assistance
to conserve rivers, preserve open space, and develop trails and greenways.
The RTCA program also implements the natural resource conservation and
outdoor recreation mission of the National Park Service in communities across
America. The NPS highly encourages communities to contact them before
submitting an annlication for assistance.
Recovery and Reinvestment Act
Website: wwwrecoverygov
The Recovery and Reinvestment Act was signed on February 17, 2009
and infused our government with a number of new grants and technical
assistance programs. These programs and others are a great opportunity for
local governments to fulfill the funding gaps they've seen with the economic
downturn. These funding sources have a small window of opportunity and
require quick action. These opportunities are focused heavily on energy
efficiencies and job growth, but trail projects may also be eligible.
Surface Transportation Authorization Act of 2009
Website: http:// www. .jhwa.dotgovlsafetealulindex.htm
Since June 9,1998 we have seen three federal bills (TEA -21, ISTEA & SAFETEA -
LU) enacted to fund the bulk of our transportation improvements. The current
program in place today, SAFETEA -LU expired on September 30, 2009. The
reauthorization of this bill will likely occur in some form and fashion and will
fund transportation improvements across the United States for the next six
years.
The essence of these bills has primarily supported roadway and safety
improvements. However, roadway projects that have integrated trails have
faired better than others during the solicitation process. The City should begin
collaborating with roadway jurisdictions to prioritize projects for the next
round of federal transportation dollars. Building early support across multiple
jurisdictions will better position the City in obtaining federal dollars.
Minnesota DOT
Website: http: / /www.dot.state.mn.us /grants/
The reauthorization act described above will likely open the door for new
dollars. In turn, these dollars will help fund various programs at the state
level. For instance, SAFETEA -LU helped fund past programs such as, "Safe
Routes to Schools" A program designed to help build safe routes for kids to
walk and bike to school.
Programs of this nature are likely to reoccur with the reauthorization of
SAFETEA -LU. The City will need to continue to collaborate with roadway
jurisdictions in order to stay up to date on potential State funding sources.
Environment & Natural Resources Trust Fund
Website: www lottery.state.mn.us /etfhtml
The Environment and Natural Resources Trust Fund is a program funded
through the Minnesota State Lottery proceeds. Between 2003 and 2008 the
Trust Fund has shown a strong support for trail projects.
CURA —University of Minnesota
Website: www.cura.mn.edu
The Center for Urban and Regional Affairs (CUBA) is an all- University applied
research and technical assistance center. The program is designed to connect
the University with nonprofit organizations, businesses, neighborhoods,
local governments, and state agencies in Minnesota by providing grants and
technical assistance programs.
One program in particular, Center for Community and Regional Research
is located on the University of Minnesota Duluth Campus. The program is
designed to provide research and technical assistance to local agencies on
community projects that serve a local importance. The community is linked
with faculty and staff and typically requires a cost sharing agreement. This
program and others offered through CURA offer a unique opportunity to
partner with the academics for further planning initiatives.
Clean Water, Land and Legacy Amendment
On Nov. 4 2008, Minnesota voters approved the Clean Water, Land and Legacy
Amendment to the Minnesota State Constitution which increased the general
sales and use tax rate by three- eighths of one percentage point (0.375 %) to
6.875% and dedicated the additional proceeds as follows:
14.25% to a newly created Parks and Trails Fund to support parks and
trails of regional or statewide significance.
• 33% to a newly created Outdoor Heritage Fund to be spent only to
restore, protect, and enhance wetlands, prairies, forests and habitat for
game, fish and wildlife.
33% to a newly- created Clean Water Fund to be spent only to protect,
enhance, and restore water quality in lakes, rivers, streams and
groundwater, with at least 5% of the fund spent to protect drinking
water sources.
19.75% to a newly created Arts and Cultural Heritage Fund to be
spent only for arts, arts education, and arts access, and to preserve
Minnesota's history and cultural heritage.
Funding from the Legacy Amendment is administered by a variety of agencies
such as the Department of Natural Resources, Pollution Control Agency,
Department of Health, Historical Society, and regional art councils. A
number of new grant programs were created, including the Parks and Trail
Legacy Grant Programs, Solar Energy Legacy Grant Program, Lessard -Sams
Conservation Partners Legacy Program and Minnesota Historical and Cultural
Foundations & Non- Profits
There are foundations and non - profits throughout the State and Country that
are interested in fulfilling their missions by supporting local projects. Identifying
these sources can be an overwhelming task. There are a number of on -line tools
that can assist with this process. The Minnesota Council of Foundations is a
great starting point for identifying local foundations. Another good starting
point is to consider the businesses within your community and using their
websites to see if they have a foundation or charitable giving department. In
addition to retailers and manufacturers, be sure to consider businesses such as
the railroad, energy providers and communications companies.
Before pursuing a foundation, it is important to recognize that each one operates
differently. An applicant should be cognizant of the foundation's mission and be
sure the proposed project aligns with the foundation's priorities. It is important
to contact a foundation early -on in the solicitation process to clarify whether
a project would be considered. It is also important to recognize that most
funders do not want to be the sole source of funding for a project. Rather they
want to see that community members, businesses and organization are actively
supporting the project and have committed some of their own funds, however
small. A funding strategy for an individual trail project would be to engage the
community and foster some small amounts of financial support and then start
writing funding requests to foundations and non - profits.
One challenge for local governments in pursuing foundation and non -profit
funding is that many require the applicant to be non -profit with federal
501(c) designation. Opportunities to partner with local non - profits should
be considered and relationships built so these partnerships are ready when
there is a funding opportunity to pursue. Starting a new nonprofit, such as a
"Friends of Rosemount Parks and Trail" may be an option. However, starting
a nonprofit is neither easy nor quick. The Minnesota Council on Foundations
provides a 15 step process on their website, www.mncn.org, that includes steps
such as determining the organization's mission, recruiting board members,
adopting articles of incorporation and bylaws and state and federal filings and
registrations.
�Y�AI) W11 A
s
k�' N ^ 5• � rte, h #� ���
FF... T
Cr`
How walkable is your community?
Take a walk with a child
and decide for yourselves.
Everyone benefits from walking. These benefits
include: improved fitness, cleaner air, reduced risks
of certain health problems, and a greater sense of
community. But walking needs to be safe and easy.
Take a walk with your child and use this checklist
to decide if your neighborhood is a friendly place
to walk. Takc heart if you find problems, there are
ways you can make things better.
Getting started:
First, you'll need to pick a place to walk, like the
route to school, a friend's house or just somewhere
fim to go.
The second step involves the checklist. Read over
the checklist before you go, and as you walk, note
the locations of things you would like to change.
At the end of your walk, give each question a
rating. Then add up the numbers to see how you
rated your walk overall.
After you've rated your walk and identified any
problem areas, the next step is to figure out what
you can do to improve your community's score.
You'll find both immediate answers and long -term
solutions under "ImprovingYour Community's
Score..." on the third page.
s
.h0.
Pedestrian and Bicycle Information Center
U.S. Department
of Transportation
Take a walk and use this checklist to rate your neighborhood's walkability.
Location of walk
1. Did you have room to walk?
❑ Yes ❑ Some problems:
❑ Sidewalks or paths started and stopped
❑ Sidewalks were broken or cracked
❑ Sidewalks- were blocked with poles, signs,
shrubbery, dumpsters, etc.
❑ No sidewalks, paths, or shoulders
❑ Too much traffic
❑ Something else
Locations of problems:
Rating: (circle one)
1 2 3 4 5 6
7
Rating Scale: t i i a s b
awful any some good very good excellent
problems problems
2. Was it easy to cross streets?
❑ Yes ❑ Some problems:
❑ Road was too wide
❑ Traffic signals made us wait too long or did
not give us enough time to cross
❑ Needed striped crosswalks or traffic signals
❑ Parked cars blocked our view of traffic
❑ Trees or plants blocked our view of traffic
❑ Needed curb ramps or ramps needed repair
❑ Something else
Locations of problems:
Rating: (circle one)
1 2 3 4 5 6
3. Did drivers behave well?
❑ Yes ❑ Some problems: Drivers...
❑ Backed out of driveways without looking
❑ Did not yield to people crossing the street
❑ Turned into people crossing the street
❑ Drove too fast
❑ Sped up to make it through traffic lights or
drove through traffic lights?
❑ Something else
Locations of problems:
Rating: (circle one)
1 2 3 4 5 6
4. Was it easy to follow safety rules?
Could you and your child...
• Yes ❑ No Cross at crosswalks or where you could
see and be seen by drivers?
• Yes ❑ No Stop and look left, right and then left
again before crossing streets?
• Yes ❑ No Walk on sidewalks or shoulders facing
traffic where there were no sidewalks?
• Yes ❑ No Cross with the light?
Locations of problems:
Rating: (circle one)
1 2 3 4 5 6
5. Was your walk pleasant?
❑ Yes ❑ Some unpleasant things:
❑ Needed more grass, flowers, or trees
❑ Scary dogs
❑ Scary people
❑ Not well lighted
❑ Dirty, lots of litter or trash
❑ Dirty air due to automobile exhaust
❑ Something else
Locations of problems:
Rating: (circle one)
1 2 3 4 5 6
How does your neighborhood stack up?
Add up your ratings and decide.
1.
26-30
Celebrate! You have a great
2
neighborhood for walking.
3-
21 -25
Celebrate a little. Your
neighborhood is pretty good.
4
16-20
Okay, but it needs work.
5
11 -15
It needs lots of work. You deserve
better than that.
Total _
5 -10
It's a disaster for walking!
Now that you've identified the problems,
go to the next page to find out how to fix them.
Now that you know the problems,
_ you can find the answers.
community's score...
What you and your child What you and your community
can do immediately can do with more time
1. Did you have room to walk?
Sidewalks or paths started and stopped
pick another route for now
speak up at board meetings
Sidewalks broken or cracked
tell local traffic engineering or
write or petition city for walkways
Sidewalks blocked
public works department about
and gather neighborhood signatures
No sidewalks, paths or shoulders
specific problems and provide a
nuke media aware of problem
'too much traffic
copy of the checklist
work with a local transportation
engineer to develop a plan for a safe
2. Was it easy to cross streets?
walking route
Road too wide
pick another route for now
push for crosswalks /signals/ parking
Traffic signals made us wait too long or did not
share problems and checklist with
changes /curb ramps at city meetings
give us enough time to cross
local traffic engineering or public
report to traffic engineer where
Crosswalks /traffic signals needed
works department
parked cars are safety hazards
View of traffic blocked by parked cars, trees,
trim your trees or bushes that block
report illegally parked cars to the
or plant
the street and ask your neighbors to
police
Needed curb ramps or ramps needed repair
do the same
request that the public works
• leave nice notes on problem cars
department trim trees or plants
3. Did drivers behave well?
asking owners not to park there
make media aware ofproblem
Backed without looking
pick another route for now
petition for more enforcement
Did not yield
set an example: slow down and be
request protected turns
Turned into walkers
considerate of others
Auk city planners and traffic engineers
Drove too fast
encourage your neighbors to do
for traffic calming ideas
Sped up to snake traffic lights or drove
the same
ask schools about getting crossing
through red lights
report unsafe driving to the police
guards at key locations
• organize a neighborhood speed
4. Could you follow safety rules?
watch program
Cross at crosswalks or where you could see and be seen
educate yourself and your child
encourage schools to reach walking
Stop and look left, right, left before crossing
about safe walking
safely
Wilk on sidew lks or shoulders facing traffic
organize parents in your
help schools start safe walking
Cross with the light
neighborhood to walk children to
programs
school
encourage corporate support for flex
schedules so parents can walk
5. Was your walk pleasant?
children to school
Needs grass, flowers, trees
point out areas to avoid to your
request increased police enforcement
Scary dogs
child; agree on safe routes
start a crime watch program in your
Scary people
ask neighbors to keep dogs leashed
neighborhood
Not well lit
or fenced
organize a community clean-up day
Dirty; litter
report scary dogs to the animal
sponsor a neighborhood beautification
Lots of traffic
control department
or tree - planting day
• report scary people to the police
begin an adopt -a -street program
• report lighting needs to the police or
initiate support to provide routes with
appropriate public works department
less traffic to schools in your
• take a walk wilt a trash bag
community (reduced traffic during am
• plant trees, flowers in your yard
and pm school commute times)
• select Alternative route with less
A Quick Health Check
traffic
Could not go as far or as fast as we wanted
Were tired, short of breath or had sore feet or muscles
Was the sun really hot?
Was it hot and hazy?
• start with short walks and work up
to 30 minutes of walking most days
• invite a friend or child along
• walk along shaded routes where
possible
• use sunscreen of SPF 15 or higher,
wear a hat and sunglasses
• try not to walk during the hottest
time ofday
• get media to do a story about the
health benefits of walking
• call parks and recreation department
about community walks
• encourage corporate support for
employee walking programs
• plant shade trees Along routes
• have a sun safety seminar for kids
• have kids learn about unhealthy ozone
days and the Air Quality Index (AQI)
How bikeable is your community?
Riding a bike is fun!
Bicycling is a great way to get around and to get
your daily dose of physical activity. It's good for
the environment, and it can save you money. No
wonder many communities are encouraging
people to ride their bikes more often!
Can you get to where you
want to go by bike?
Some commuunities are more bikeable than others:
how does yours rate? Read over the questions in
this checklist and then take a ride in your
community, perhaps to the local shops, to visit a
friend, or even to work. See if you can get where
you want to go by bicycle, even if you are just
riding around the neighborhood to get some
exercise.
At the end of your ride, answer each question and,
based on your opinion, circle an overall rating for
each question.You can also note any problems you
encountered by checking the appropriate box(es).
Be sure to make a careful note of any specific
locations that need improvement.
Add up the numbers to see how you rated your
ride. Then, turn to the pages that show you how
to begin to improve those areas where you gave
your community a low score.
Before you ride, snake sure your bike is in good
working order, put on a helmet, and be sure you
can manage the ride or route you've chosen.
Enjoy the ride!
,� @a!) U.S. Department
ISM of Transportation
National Highway Traffic
Safety Administration
Pedestrian and Bicycle Information Center
This diagram was taken from the web site www.bicyclinginfo.org.
The checklist is to be used as a tool to gather community input on existing bicycle routes within a community to help establish performance goals. It can also bt
used as a tool to evaluate the network after it has been established. See pages 5, 6 and 15. The checklist is NOT a tool to evaluate existing conditions. Refer to'
6.1 for existing roadway conditions to be evaluated for a bicycle network.
Go for a ride and use this checklist
to rate your neighborhood's bikeability.
■ • ■ ■ ■ •
your community?
Location of bike ride (be specific):
Rating Scale: IN
2 3 I I ° s I
awful many some good very good excellent
problems problems
1. Did you have a place to bicycle safely?
a) On the road, sharing the road with motor
vehicles?
❑ Yes ❑ Sonic problems (please note locations):
❑ No space for bicyclists to ride
❑ Bicycle lane or paved shoulder disappeared
❑ Heavy and /or fast - moving traffic
❑ Too many trucks or buses
❑ No space for bicyclists on bridges or in
tunnels
❑ Poorly lighted roadways
Other problems:
b) On an off -road path or trail, where motor
vehicles were not allowed?
❑ Yes ❑ Some problems:
❑ Path ended abruptly
❑ Path didn't go where 1 wanted to go
❑ Path intersected with roads that were
difficult to cross
❑ Path was crowded
❑ Path was unsafe because ofsharp turns or
dangerous downhilLs
❑ Path was uncomfortable because of too
many hills
❑ Path was poorly lighted
Other problems:
Overall "Safe Place To Ride" Rating: (circle one)
2 3 4 5 6
2. How was the surface that you rode on?
❑ Good ❑ Sonic problems, the road or path had:
❑ Potholes
❑ Cracked or broken pavement
❑ Debris (e.g. broken glass, sand, gravel, etc.)
❑ Dangemms drain gates, utility covers, or
mead pl te$
❑ Uneven surface or galas
• Slippery surfaces when wet (e.g. bridge
decks, construction plates, mad markings)
• Bumpy or angled railroad tracks
❑ Rumble strips
Othcr problcnns:
Overall Surface Rating: (circle one)
1 2 3 4 5 6
3. How were the intersections you rode
through?
❑ Good ❑ Sonic problems:
❑ Had to wait too long to cross intersection
❑ Couldn't see crossing traffic
❑ Signed didn't give me enough time to cross
the road
• Signal didn't change for a bicycle
• Unsure where or how to ride through
intersection
Other problems:
Overall Intersection Rating: (circle one)
1 2 3 4 5 6
�1 1 1 1► �1 1 1 ��!
4. Did drivers behave well?
❑ Yes
❑ Some problems, drivers:
❑ Drove too fast
❑ Passed me too close
❑ Did riot signal
❑ Harassed me
❑ Cut me off
❑ Ran red lights or stop sign
Other problems:
Overall Driver Rating: (circle one)
1 2 3 4 5 6
5. Was it easy for you to use your bike?
❑ Yes ❑ Some problems:
❑ No maps, signs, or road markings to help
me find my way
❑ No safe or secure place to leave my bicycle
at my destination
❑ No wary to take my bicycle with me on the
bus or train
❑ Scary dogs
❑ Hard to find a direct route I lilted
❑ Route was too hilly
Other problems:
Overall Ease of Use Rating: (circle one)
1 2 3 4 5 6
How does your community rate?
Add up your ratings and decide.
(Questions 6 and 7 do not contribute to your community's score)
1.
26 -30
Celebrate! You live in a bicycle -
friendly community.
2.
21 -25
Your community is pretty good,
but there's always room for
improvement.
3.
16 -20
Conditions for riding are okay, but
not ideal. Plenty of opportunity for
4,
improvements.
11 -15
Conditions are poor and you
deserve better than this! Call the
5"
mayor and the newspaper right
away.
Total
5 -10
Oh dear. Consider wearing body
armor and Christmas tree lights
before venturing out again.
6. What did you do to make your ride
safer?
Your behavior contributes to the bikeability of your
community. Check all that apply:
❑ Wore a bicycle helmet
❑ Obeyed traffic signal and signs
❑ Rode in a straight line (didn't weave)
❑ Signaled my turns
❑ Rode with (not against) traffic
❑ Used lights, if riding at night
❑ Wore reflective and /or retroreflective
materials and bright clothing
❑ Was courteous to other travelers
(motorist, skaters, pedestrians, etc.)
7. Tell us a little about yourself.
In good weather months, about how many days a month
do you ride your bike?
❑ Never
❑ Occasionally (one or two)
❑ Frequently (5 -10)
❑ Most (more than 15)
❑ Every day
Which of these phrases best describes you?
❑ An advanced, confident rider who is
comfortable riding in most traffic situations
❑ An intermediate rider who is not really
comfortable riding in most traffic situations
❑ A beginner rider who prefers to stick to the
bike path or trail
Did you find something that needs to
be changed?
On the next page, your find suggestions for improving
the bikeability of your community based on the problems
you identified. Take a look at both the short- and long -term
solutions and commit to seeing at least one of each through
to the end. If you don't, then who will?
During your bike ride, how did you feel physically?
Could you go as far or as fast as you wanted to? Were you
short of breath, tired, or were your muscles sore? The next
page also has some suggestions to improve the enjoyment of
your ride.
Bicycling, whether for transportation or recreation, is a
great way to get 30 minutes of physical activity into your day.
Riding, just like any other activity, should be something you
enjoy doing. The more you enjoy it, the more likely you'll
stick with it. Choose routes that match your skill level and
physical activities. If a route is too long or hilly, find a new
one. Start slowly and work up to your potential.
Now that you know the problems,
you can find the answers.
community's
score...
What you can do What you and your community
1. Did you have a place to immediately can do with more time
bicycle safely?
a) On the road?
No space for bicyclists to ride (e.g. no bike Line or
shoulder; narrow lanes)
Bicycle lane or paved shoulder disappeared
Heavy and /or fast - moving traffic
Tito many trucks or buses
No space for bicyclists on bridges or in tunnels
Poorly lighted roadways
b) On an off -road path or trail?
• pick :mother route for now
• tell load transportation engineers
or public works department about
specific problems; provide a copy
of your checklist
• find a class to boost your
confidence about riding in traffic
• participate in local planning meetings
• encourage your community to adopt a
plan to improve conditions. including
a network of hike lanes on major made
• ask your public works department to
consider "Sham the Road" signs at
specific locations
• ask your state department of
transportation to include paved
shoulders on all their rural highways
• establish or join a local bicycle
advocacy group
Path ended abruptly
slow down and take care when
ask the trail manager or agency to
Path didn't go where I wanted to go
using the path
improve directional and warning signs
Path intersected with roads that were difficult to cross
find an on- street route
petition your local transportation
Path was crowded
use the path at less crowded times
agency to improve path /roadway
Path was unsafe because of sharp turns or
tell the trail manager or agency
crossings
dangerous downhills
about specific problems
ask for more trails in your
Path was uncomfortable because of too many hills
that the problems are fixed)
community
Path was poorly lighted
organize a community effort to
establish or join a "Friends of the Trail"
Kumble strips
clean up the path
advocacy group
2. How was the surface you rode on?
Potholes
report problems innnediately to
work with your public works and parks
Cracked or broken pavement
public works department or
department to develop a pothole or
Debris (e.g. broken glass, sand, gravel, etc.)
appropriate agency
hazard report card or online link to
Dangerous drain grates, utility covers, or metal plates
keep your eye on the road /path
warn the agency of potential hazards
Uneven surface or gaps
pick another route until the
ask your public works department to
Slippery surfaces when wet (e.g. bridge decks,
problem is fixed (and check to see
gradually replace all dangerous
construction plates, road markings)
that the problems are fixed)
drainage grates with more bicycle -
Bumpy or angled railroad tricks
organize a community effort to
friendly designs, and improae railroad
Kumble strips
clean up the path
crossings so cyclists can cuss them at
90 degrees
• petition your state DOT to adopt a
bicycle-fciendly rumble -strip policy
3. How were the intersections you
rode through?
Had to wait too long to cross intersection
pick another route for now
• ask the public works department to look
Couldn't see crossing traffic
tell local transportation engineers
at the timing of the specific traffic signals
Signal didn't give me enough time to cross the road
or public works department about
• ask the public works department to
The signal didn't change for a bicycle
specific problems
install loop - detectors that detect bicyclists
Unsure where or how to ride through intersection
take a class to improve your riding
• suggest improvements to sightlines that
confidence and skills
include cutting back vegetation; building
out the path crossing; and uwving
parked cars that obstruct your view
• organize community -wide, on -bike
training on how to safely ride through
intersections
�i
4. Did drivers behave well?
Drivers:
Drove too fast
passed me too close
Did not signal
Harassed me
Cut me off
Ran red lights or stop signs
5. Was it easy for you to use
your bike?
What you can do
immediately
• report unsafe driven to the police
• set an example by riding
responsibly; obey traffic Ltws; don't
antagonize driven
• always expect the unexpected
• work with your community to raise
awareness to share the road
(continued)
What you and your community
can do with more time
• ask the police department to enforce
speed limits and safe driving
• encourage your department of motor
vehicles to include "Share the Road"
messages in driver tests and
correspondence with drivers
• ask city planners and traffic engineers
for traffic calming ideas
• encourage your community to use
cameras to catch speeders and red
light runners
No traps, signs, or road markings to help me find
plan your route ahead of time
• ask your community to publish a local
My way
find somewhere close by to lock your
bike map
No safe or secure place to leave my bicycle at my
bike; never leave it unlocked
• ask your public works department to
destitution
report scary dogs to the animal
install bike parking racks at key
No way to take my bicycle with me on the bus or train
control department
destinations; work with them to
Scary dogs
learn to use all of your gears!
identify locations
Hard to find a direct route I liked
skills and knowledge
• petition your transit agency to install
Route was too hilly
bike racks on all their bases
pedestrians, etc.)
• plan your local route network to
minimize the impact of steep hills
• establish or join a bicycle user group
(BUG) at your workplace
6. What did you do to make your
ride safer?
Wore a biccyycle helmet
go to your local bike shop and buy a
ask the police to enforce bicycle Ltws
Obeyed trafitc signals and sign,
helmet; get lights and reflector if you
encourage your school or youth
Rode in a straight line (didn't weave)
are expecting to ride at night
agencies to teach bicycle safety
Signaled my turns
always follow the rules of the road
(on -hike)
Rode with (not against) traffic
and set a good example
start or join a local bicycle club
Used lights, if riding at night
take a class to improve your riding
become a bicycle safety instructor
Wore reflective materials and bright clothing
skills and knowledge
Was courteous to other travelers (motorists, skaters,
pedestrians, etc.)
rf 7, 4m!
s
t�arad IJSe Bicycle Spaces Required Type
Residential
Single Family/Two I milly
N/A
N/A
Apartmenu'Townhome
I per unit plus 6 space rack at each building entrance
Class I - 100%
Class II - 6 space rack
Commercial
Hotel /Motel
>75 rooms - 1 per 15 rooms
< 75 rooms - 6 space visitor rack
Class I - 60%
Class II - 40%
Office, retail sales of goods and services, restau-
rants, research estabP shments, laboratories
l per 750 SF gross floor area for first 15,000 SF and I per 1,500
SF of additional area
Class I - 50%
Class 11- 50%
I.
Shopping Centre *
1 per 750 SF of gross leasable area for the first 15,000 SF and 1
per 1,500 SF for gross leasable area for any additional area
Class I - 30%
Class II - 70%
Industrial
All
1 per 3,000 SF
Class I - 80%
Class 11- 20
Institutional
Hospitals
1 per 1,500 SF
Class I - 75%
Class II - 25%
Schools
All Levels: 1 per 10 employees
Class I - 10%
Class It - 90%
Elementary
I per 10 students
Class II - 100%
Junior Secondary
1 per 8 students
Class II - 100%
Senior Secondary
I per 8 students
Class 11- 100%
Conege
I per 5 students
Class H -100%
University
1 per 5 students (fun time, relax. attendance
Class H - 100%
Churches
1 per 50 members
Class U - 100%
Library/Museum/Art Gallery
1 per 300 SF gross floor area
Class I - 20%
Class 11- 80%
Personal CaelHmsit Home/Group Home
I per 15 dwellings
Class I - 75%
Class H - 25%
Correctional Institutions
I per 50 beds
Class I - 70%
Class II -30%
e�
Community Centre
1 per 240 SF of gross floor am
Class I - 20%
Class 11- 80%
Stadium, Arena, Pool, Exhibition Hag
I per 300 SF of surface area
Class I - 20%
Class U - 80%
Gymnasium, Health Spa
1 per 240 SF of surface area
Class 1- 20%
Class u - 8096
Bowling Ailey
1 per 2 alleys
Class I - 20%
Class U - 80%
Class I bicycle parking provides complete protection for bicycles and equipmen
Class II facilities are racks that bicycles can be securely locked to.
Bicycle Parking Requirements are requirements for Vancouver, British Cohunbla. They are from the Victoria
10
i "
ROCHE'')TER MN COMPLETE STREETS RESOLUTION
RESOLUTION ESTABLISHING A
COMPLETE STREETS POLICY
WHEREAS, the mobility of freight and passengers and the safety, convenience, and
comfort of motorists, cyclists, pedestrians - including people requiring mobility aids, transit
riders, and neighborhood residents of all ages and abilities should all be considered when
planning and designing Rochester's streets; and,
WHEREAS, integrating sidewalks, bike facilities, transit amenities, and safe crossings
into the initial design of street projects avoids the expense of retrofits later; and,
WHEREAS, streets are a critical component of public space and play a major role in
establishing the image and identity of a city, providing a key framework for current and future
development; and,
WHEREAS, streets are a critical component of the success and vitality of adjoining
private uses and neighborhoods; and,
WHEREAS, Active Living integrates physical activity into daily routines and Active Living
communities encourage individuals of all ages and abilities to be more physically active; and,
WHEREAS, Active Living improves health by lowering risk for poor health conditions
such as obesity, diabetes, and heart disease; and,
WHEREAS, communities that support Active Living strive to create amenities that will
enhance the quality of life of its residents, improve the physical and social environment in
ways that attract businesses and workers, and contribute to economic development; and,
WHEREAS, a Complete Streets policy supports implementation of the City Council's
Resolution Affirming Activity - Friendly Commitments; and,
WHEREAS, City policy as stated in the adopted Long Range Transportation Plan
includes the goal of creating a multi -modal transportation system that encourages walking,
bicycling, and transit use as part of a safe, accessible, convenient transportation system that
meets the needs of people of all abilities, whether they are pedestrians, bicyclists, transit
riders, or motor vehicle occupants, including children, elderly or disabled; and,
WHEREAS, rights -of -way are constrained in many developed areas of the city, which
limits the ability to expand roadways to accommodate continued growth in traffic volumes,
suggesting that alternatives to single occupant vehicles must also be pursued; and,
WHEREAS, a goal of Complete Streets is to improve the access and mobility for all
users of streets in the community by improving safety through reducing conflict and
encouraging non - motorized transportation and transit, which will enhance the promotion of
Active Living as a means to improve the health of the community residents, and improve
environmental conditions, including air quality; and,
WHEREAS, it is recognized that there are some streets or corridors in the City which
would not fully satisfy a complete streets environment - where it would not be advisable to
have non - motorized travel, but that the transportation system will support a comprehensive
network of complete streets to serve all users.
NOW, THEREFORE, BE IT RESOLVED that the Common Council of the City of
Rochester establish a Complete Streets Policy that provides as follows:
The City of Rochester will seek to enhance the safety, access,
convenience and comfort of all users of all ages and abilities, including
pedestrians (including people requiring mobility aids), bicyclists, transit
users, motorists and freight drivers, through the design, operation and
maintenance of the transportation network so as to create a connected
network of facilities accommodating each mode of travel that is consistent
with and supportive of the local community, recognizing that all streets are
different and that the needs of various users will need to be balanced in a
flexible manner.
2. Transportation improvements will include facilities and amenities that are
recognized as contributing to Complete Streets, which may include street
and sidewalk lighting; sidewalks and pedestrian safety improvements such
as median refuges or crosswalk improvements; improvements that
provide ADA (Americans with Disabilities Act) compliant accessibility;
transit accommodations including improved pedestrian access to transit
stops and bus shelters; bicycle accommodations including bicycle storage,
bicycle parking, bicycle routes, shared -use lanes, wide travel lanes or bike
lanes as appropriate; and street trees, boulevard landscaping, street
furniture and adequate drainage facilities.
3. Early consideration of all modes for all users will be important to the
success of this Policy. Those planning and designing street projects will
give due consideration to bicycle, pedestrian, and transit facilities from the
very start of planning and design work. This will apply to all roadway
projects, including those involving new construction, reconstruction, or
changes in the allocation of pavement space on an existing roadway
(such as the reduction in the number of travel lanes or removal of on-
street parking).
4. Bicycle, pedestrian, and transit facilities shall be included in street
construction, re- construction, re- paving, and re- habilitation projects,
_______i __�J__ ____ _� ____�_ .t 11_ 2.11 ____•__� __._J.1:_�_.
A. A project involves only ordinary maintenance activities designed to
keep assets in serviceable condition, such as mowing, cleaning,
sweeping, spot repair, concrete joint repair, or pothole filling , or
when interim measures are implemented on temporary detour or
haul routes.
B. The City Engineer determines there is insufficient space to safely
accommodate new facilities.
C. The City Engineer determines there are relatively high safety risks.
D. The City Council exempts a project due to the excessive and
disproportionate cost of establishing a bikeway, walkway or transit
enhancement as part of a project.
E. The City Engineer and the Director of the Planning and Zoning
Department jointly determine that the construction is not practically
feasible or cost effective because of significant or adverse
environmental impacts to streams, flood plains, remnants of native
vegetation, wetlands, steep slopes or other critical areas, or due to
impacts on neighboring land uses, including impact from right of
way acquisition.
5. It will be important to the success of the Complete Streets policy to ensure
that the project development process includes early consideration of the
land use and transportation context of the project, the identification of
gaps or deficiencies in the network for various user groups that could be
addressed by the project, and an assessment of the tradeoffs to balance
the needs of all users. The context factors that should be given high
priority include the following:
A. Whether the corridor provides a primary access to a significant
destination such as a community or regional park or recreational
area, a school, a shopping / commercial area, or an employment
center;
B. Whether the corridor provides access across a natural or man-
made barrier such as a river or freeway;
C. Whether the corridor is in an area where a relatively high number of
users of non - motorized transportation modes can be anticipated;
D. Whether a road corridor provides important continuity or
connectivity links for an existing trail or path network; or
E. Whether nearby routes that provide a similar level of convenience
and connectivity already exist.
6. The design of new or reconstructed facilities should anticipate likely future
demand for bicycling, walking and transit facilities and should not preclude
the provision of future improvements. [For example, under most
circumstances bridges (which last for 75 years or more) should be built
with sufficient width for safe bicycle and pedestrian use in anticipation of a
future need for such facilities].
7. The City will maintain a comprehensive inventory of the pedestrian and
bicycling facility infrastructure integrated with the Roadway Network
Database and will carry out projects to eliminate gaps in the sidewalk and
trail networks.
8. Complete Streets may be achieved through single projects or
incrementally through a series of smaller improvements or maintenance
activities over time.
9. The City will generally follow accepted or adopted design standards when
implementing improvements intended to fulfill this Complete Streets policy
but will consider innovative or non - traditional design options where a
comparable level of safety for users is present.
10. The City will develop implementation strategies that may include
evaluating and revising manuals and practices, developing and adopting
network plans, identifying goals and targets, and tracking measures such
as safety and modal shifts to gauge success.
BE IT FURTHER RESOLVED that the feasibility report prepared for a street project shall
include documentation of compliance with this Policy.
BE IT FURTHER RESOLVED that the City of Rochester Comprehensive Plan is
amended so as to include the Complete Streets Policy provided for in this resolution.
BE IT FURTHER RESOLVED that this Policy shall become effective as of ,
2009.
PASSED AND ADOPTED BY THE COMMON COUNCIL OF THE CITY OF
ROCHESTER, MINNESOTA, THIS DAY OF .2009.
PRESIDENT OF SAID COMMON COUNCIL
ATTEST:
CITY CLERK
(Seal of the City of
Rochester, Minnesota)
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