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EEAC workshop pkt. 01-18-11
AGENDA ENERGY AND ENVIRONMENT ADVISORY COMMISSION WORKSHOP TUESDAY, JANUARY 18, 2011 6:30 P.M. CONFERENCE ROOMS 2A & 2B SECOND FLOOR/EAGAN CITY HALL L ROLL CALL AND AGENDA ADOPTION II. VISITORS TO BE HEARD III. BRAINSTORM NEXT STEPS ON GREENSTEP CITIES PROGRAM IV. ADJOURNMENT 4 , 1 ' b City of Evan Me�o TO: ENERGY AND ENVIRONMENT ADVISORY COMMISSION FROM: ASSISTANT TO THE CITY ADMINISTRATOR MILLER DATE: JANUARY 12, 2011 SUBJECT: JANUARY 18, 2011 EEAC WORKSHOP / BACKGROUND AND RESPONSE TO CHAIR GOFF'S E -MAIL The Energy and Environment Advisory Commission (EEAC) has a workshop scheduled for Tuesday, January 18, 2011 at 6:30 p.m. in Conference Room 2A &B (second floor, inside Administration/Finance). The purpose of the workshop is to provide for an informal opportunity for the Commission to brainstorm recommendations for the Council in terms of next steps on the GreenStep Cities program. Once the Commission has developed a list of GreenStep actions that they are interested in learning more about or pursuing further, the Commission can then share those recommendations with the City Council at a future Council workshop, and continue to receive input from City staff on opportunities or considerations that the Commission and City may want to consider as the various recommendations are considered. Also, as a reminder, the Commission will have the opportunity to receive a thorough presentation from the Director of Community Development at the February 8 workshop, which will address many of the GreenStep actions that could be considered for future implementation. Any recommendations developed at the workshop can certainly be amended at the February (or future) meeting if the Commission so chooses. The following is a response to the e -mail sent by Chair Bruce Goff with eleven questions pertaining to the status of the GreenSteps program in the City of Eagan, which he asked that 1 share with the Commission as a whole. From: Bruce Goff [mailto:09bgoff @gmail.corn] Sent: Sunday, January 09, 2011 11:40 AM To: Dianne Miller Subject: Green Steps Working Meeting Info Request Dianne, In anticipation if our working group meeting, I would like to request the following information from the city or other sources you have available. Could you also send this out to the other commission members as a gentle reminder to brush up on the report and develop their own information requests. With that in mind, I also encourage the commission to think of ways to better include citizens in what we are doing. THANKS! 1. Does the Green Step program manager anticipate that they will develop a Tier 4 program in light of state budget constraints, staff time, etc...? Response from Philipp Muessig: We will create a Tier 4 so as to map out what continuous progress looks like for each of the best practices. We are looking at benefits' calculators for specific actions, hoping that cities will find more comfort in taking risks to do more if we can help estimate the benefits. Energy and Environment Commission Workshop Memo January 18, 2011 Page 2 2. Best Practice 11: Could we get a summary of what would be required by Eagan to adopt a Complete Streets policy? This would include sources of the policy, typical costs, and expected benefits to the city who adopts. Response: Enclosed on pages 9 through 30 ( http:// www. mncompletestreets. org /gfx /MnCSLocalGovtToolkit.pdf) is a Complete Streets Local Toolkit, which includes elements that should be included in a Complete Streets policy or resolution. Also enclosed on pages 31 through 56 for the Commission's information are the Complete Streets policies from the cities of Albert Lea, Red Wing, Rochester, Duluth, Hennepin County, and the Mid - Ohio Regional Planning Commission. These policies were provided by Blue Cross Blue Shield of MN Center for Prevention. In speaking to Public Works Director Tom Colbert, he said it is difficult to project whether there will be any added costs that could result from adopting a Complete Streets policy, as the concept is fairly new in practice, and thus we do not have much in terms of outcomes from other cities to determine cost impacts. Rather, most cities that have a Complete Streets. 3. Best Practice 14: Could we get a summary of what is meant by a Travel Demand Management Performance Standard and Transit- Oriented Development district ordinance? Were either of these incorporated into the Cedarvale Plan? Is the Planning Commission looking into these changes in the City Code as we re- develop? For No. 5, and the Housing and Jobs Proximity standard, will Cedarvale meet that goal? Do we have any plans related to the Cedar Bus Rapid Transit (BRT) to encourage demand -side travel planning strategies. Response: Enclosed on pages 57 through 71 are model ordinances pertaining to Travel Demand Management (TDM) Performance Standards ( http: / /www.crplanning.com /pdfs /susdo6 09 /tdm.pdt) and Transit Oriented Development (TOD) (http: / /www.crplanning.com /pdfs /susdo6 09 /tod.pdt) According to Community Development Director Hohenstein, he would be surprised if a TDM ordinance could be enforced in a suburban environment even in a strong economy and, even then, it would need to be very closely tied to a Planned Development zoning that offers substantial benefits to the owners /users and /or public financing, because it would be restrictive enough to the uses that the users would be financially incented to go next door to any nearby city that did not require it. Cedar Grove is a TOD zoning district and has many, if not most, of the characteristics in the model provided. Response from City Engineer Russ Matthys pertaining to Cedar BRT: Dakota County has no demand -side travel planning strategies associated with the Cedar Avenue Bus Rapid Transit (BRT) project. Their perspective appears to be that the BRT will provide another opportunity for others to incorporate in to their strategies. I think the question may have been meant for us; i.e. what is the City of Eagan doing for demand -side travel planning strategies associated with the BRT. 3 Energy and Environment Commission Workshop Memo January 18, 2011 Page 3 Demand -side strategies typically focus on targeted travelers (i.e. employees, visitors, etc.) to reduce trips during congested travel times. We have some items mentioned in the Transportation Plan that could be considered general strategies for the City. On- the - ground strategies may be designed and implemented by organizations with a role to play in mitigating traffic congestion, including state /regional /local governments, transportation management associations, non- profit transportation services providers, transit agencies, employers, special event managers, property managers, and many others (i.e. Dakota County Regional Chamber of Commerce). Action strategies can include "general" strategies that have a broad impact on a variety of travel choices. For example, financial incentives can be used to impact travel choices in a variety of ways. In addition to the general strategies available, there are also many "targeted" strategies that focus on a specific travel choice. For example, implementation of workplace "flextime" policies is a demand -side strategy specifically targeting travel departure -time choices. Organizations designing and implementing demand-side strategies frequently tailor appropriate packages of both general and targeted action strategies to facilitate the most appropriate blend of traveler choices. General Strategies "General" demand -side strategies impact the full range of traveler choices — from mode choices to departure - time choices and route choices. Ranging from infrastructure investments like high- occupancy vehicle lanes and preferential parking spaces, to more programmatic investments like tax -based incentives, these broad-based, general strategies often work in conjunction with the targeted strategies described below. The full range of general demand -side strategies are described in greater detail in the sections below, and are organized in four primary categories: • Technology Accelerators • Financial Incentives • Travel Time Incentives • Marketing & Education Targeted Strategies Often complementing the more broad - based, general demand -side strategies, an array of demand -side strategies are targeted to specific traveler choices — such as choices regarding travel mode or trip departure time. These targeted strategies are described in detail in the sections below, and are organized around the five primary categories of choices that affect overall transportation demand: • Mode Strategies • Route Strategies • Departure -Time Strategies • Trip Reduction Strategies • Location /Design Strategies So, to answer the question, no, we don't have any specific plans, but we do have general strategies within the Transportation Plan and as part of the Cedar Grove Redevelopment Area concept. Energy and Environment Commission Workshop Memo January 18, 2011 Page 4 4. Best Practice 15: Could you provide a summary of where the city is at on #1 and #5, #7, #8? Response: Best Practice #15.1: The City meets the 30% envirocopy recycled paper requirement, but we do not have a formal policy in place. We also do not have an EnergyStar equipment /appliance requirement, but this is something that could be recommended and a policy would need to be prepared. In speaking to both Superintendent of Parks Olson and Building Maintenance Engineer Sipper, they both said that we rarely purchase appliances, but certainly could consider adopting a policy that any purchases would be energy star certified. In teinis of equipment, Superintendent Olson stated that the opportunities to utilize EnergyStar equipment in a large scale maintenance operations are few. Mr. Olson added that there is limited EnergyStar commercial grade equipment available that would be suitable for City maintenance operations. Lastly, Mr. Olson added that for the City's maintenance operations, energy savings are being realized through the comprehensive equipment maintenance programs we employ, such as maintaining equipment and vehicles on a preventative schedule versus reactive schedule to ensure efficient operations, which equates to less fuel use and a cleaner operation. Best Practice #15.5: While there are no policies in place, the City currently purchases office paper made of at least 30% recycled content, green cleaning supplies, and recycled paper products, such as paper towels and toilet paper. An environmentally preferred purchasing policy could be considered as a recommendation from the GreenSteps program. For additional background, Tim Plath, Transportation and Operations Engineer, provided the following list of efforts the City is taking to use recycled materials (however, they are not purchased per se and thus do not apply specifically to this best practice): • Recycling existing bituminous surfaces for use in the production of new bituminous mixes during our contractual overlay projects • Use of recycled shingles as an ingredient in new bituminous mixes during our contractual overlay projects • Use of bituminous millings produced during certain street maintenance operations as aggregate in other maintenance activities. • Recycling and reusing aggregate from our sealcoating operations for future year's sealcoating projects. • Reusing sand, soil and other grading materials generated during excavation as fill material in other project areas. • Recycling and/or reusing engine oil, filters, and other engine fluids in the equipment fleet • Reusing wood chips generated from boulevard tree trimming /removal as mulch in park facilities. Best Practice #15.7: The City has not done anything to date to adopt a policy to lower the environmental footprint of meeting and events hosted by City government. Dakota Valley Recycling has taken such measures in large meetings they have held, including use of "green" eating supplies /cups that contain recycled content. Best Practice #15.8: As noted in the Green Steps report, Eagan purchases green cleaning products, recycled content carpet and recycled paper products. Since the report was completed, staff also learned that the Information Technologies (IT) staff purchases remanufactured (recycled) printer cartridges for black ink printers (such cartridges do not work well operationally for color printing). This best practice action could be Energy and Environment Commission Workshop Memo January 18, 2011 Page 5 completed by specifying the state and national green standards /guidelines for these products. 5. Best Practice 16: Could you provide a summary of the certification requirements around being a Tree City? Will #2 be covered under a Cedarvale development plan? Where are we at on 3 and 5 Response: To become a Tree City, a program of the National Arbor Day Foundation, a City must establish a tree board or department, pass an ordinance on tree care, establish an annual tree budget of at least $2 per resident; and plan an annual Arbor Day celebration. Eagan has been certified as a Tree City. The City has not adopted the MN Tree Trusts' best practices, nor will Cedar Grove meet the specific best practices of the Tree Trusts' program. According to Community Development Director Hohenstein, while street trees and shared urban green space are guiding principles in the Cedar Grove area, this is one of the examples of trade -offs between higher residential and mixed use density as a basis for sustainability and extensive green space as a basis. Mr. Hohenstein added that there may be other developments that could qualify, but the high quality green space for Cedar Grove will be in streetscaping, the urban park in the middle of the development, the conservation easement in the middle of Nicols Ridge, existing Woodhaven Park and being 1 /2 mile from the trails through the Eagan portion of Ft Snelling State Park. More information will be forthcoming on these efforts in the Community Development presentation at the February 8 EEAC meeting. There is no change on best practice 16.3 pertaining to tree canopies. Eagan has an aggressive tree mitigation program where trees are replaced from either a 1:1 ratio, up to a 12:1 ratio depending on the type of development. It is likely that Eagan's tree preservation ordinance meets the same intent as the prescribed canopies, but aerial photos or use of pictometry technology would be necessary to determine if Eagan meets the canopy standards. With regard to best practice 16.5, city staff has developed the low maintenance yard management policy enclosed on pages 72 through 74, which applies primarily to Commercial /Industrial property and backyards of residential properties. This policy has been shared with the Council and is on track for formal approval. 6. Best Practice 20: Where is the City at on task 1? Response: The City's progress has not changed with regard to comparing energy use of our water treatment facility to other treatment plants. As recorded in the master spreadsheet, according to GreenStep Cities, to complete this best practice the city can use a variety of free tools such as the state's B3 database, Energy Star's Portfolio Manager or U.S. EPA's Check Up Program for Small Systems. The City currently works closely with Dakota Electric to monitor energy use at the treatment plants, maximize rates, and alter pumping sequences to reduce electrical demand. According to the Superintendent of Utilities, each treatment plant is a unique operation that do not lend themselves well to comparisons with others. In fact, Eagan has difficulty even comparing their two water treatment plants in terms of energy usage given the complexities and differences in how the two plants operate. Similar to other best practices, it would appear that perhaps Eagan is meeting the intent of this best practice action in that energy savings are being realized in collaboration with Dakota Electric, but the specific tools that the MPCA is recommending are not being used. Energy and Environment Commission Workshop Memo January 18, 2011 Page 6 7. Best Practice 24: Is the summary saying that if we complete 24 then we do not need to complete 25 to get credit for Econ and Community Development? Also, could you provide a estimate of what resources we would have available to create the online report? If we can generate volunteer effort to report on our progress, what are some of the limitations and impediments we would have to deal with? (e.g. security, access, editorial review, etc.) Under the Economic and Community Development section of the GreenSteps program, a Type A City such as Eagan must complete three of the five best practices. Of those three, we are required to complete BP 24 (Benchmarks & Community Engagement) and BP 25 (Green Business Development). To complete BP 24, Eagan is required to report progress annually to the community on implementation of GreenSteps City best practices, including energy /carbon benehmarking data if gathered. Dakota County has greenhouse gas data County wide that could be communicated to the public, which can be accessed at http:// gis2. co. dakota .mn.us /maps2 /EnergyGHG.htin, Once BP 24 is completed, it is our understanding that Eagan will have met the Economic and Community Development requirements since we will have three of the five completed. The City's primary resource to communicate the efforts/progress in the GreenSteps report comes in the form of staffing. That said, staffing is always limited, but if the Council deems the GreenStep reporting as a priority, than resources will be allocated appropriately. For security reasons, however, the City would not allow a resident or commission member to have direct access to post items on the website, but certainly there could be a role for volunteers. to assist with the process. 8. Best Practice 26.1.a. What are the next steps to adopt the solar energy standards model legislation? Response: Should the EEAC wish to consider pursuing either or both solar and wind energy standards /ordinances, the Commission should include that recommendation in its overall work planlGreenSteps recommendations to the City Council. If the Council accepts the EEAC recommendations with regard to solar or wind ordinances, then the process is the Council would direct the preparation of an ordinance(s) (at a City Council meeting), a public hearing at the Advisory Planning Commission (APC) would be held, and then a recommendation from the APC would be forwarded to the City Council, along with the ordinance, for Council consideration. 9. Best practice 26.2.a. What are the issues and limitations around Eagan, through our EEAC web site, promoting Dakota Electric and Xcel energy wind purchase and energy efficiency rebate programs? The City of Eagan has a web link policy that only allows for links to: • Other Governmental agencies (i.e. Dakota County, State of MN, U.S. Government Agencies) • Agencies /organizations which have been retained by the City of Eagan to provide information specifically for the purpose of making that information available to the public via the City's website. (i.e. Eagan City Code) • Agencies /organizations which have a current Joint Powers Agreement in place with the City of Eagan • Events /partnerships co- sponsored by the City of Eagan. That said, should it be the desire of the Commission to further explore and /or partner with Dakota Electric or Xcel Energy on their wind purchase and energy efficiency rebate programs, the Commission could make that recommendation to the Council. If the Council concurs, a partnership between the two agencies could provide some flexibility to promote the programs via the City's website. Also, for clarification, while the EEAC has a Energy and Environment Commission Workshop Memo January 18, 2011 Page 7 dedicated place on the City's website, it remains part of the City's overall website and thus the same web link policies apply. 10. Best practice 26.1. What is the next step to get approval? How does Eagan add their influence to get credit for supporting? Response: See response to Question 8 (above). Enclosed on pages 75 through 102 are the Model Solar Energy Standards ( http: / /www.crplanning.com /pdfs /susdo6_09 /solar.pdf) and Model Wind Energy Standards (http: / /www.crplanning.com/ pdfs /susdo6_09 /windenergy.pdf), which are included in the 2009 Model Ordinance for Sustainable Development. Perhaps Chair Goff and the Commission can expand further at the workshop as to what is meant by Eagan's "influence ". 11. Best Practice 26.3 What opportunities does the city have to influence Lockheed Martin and Delta Airlines as those properties turn over? Is there any way to create a credit for telecommuting for businesses located within Eagan? May also work with Best Practice 14 Response from Community Development Director Hohenstein: Generally speaking, the City will have land use /zoning control if the LM property is proposed to be redeveloped If the existing facility is refilled by a business that fits the R &D zoning district standards, the main controls will be standard zoning and building code standards. As with the TDM answer, if is proposed requires special consideration through a PD or public financing assistance, the City may have more room to require public benefit considerations, but if it is a privately financed, arm's length sale between private parties and the buyer 's use fits the zoning district, there would not be a legal basis on which to require more than the codes require. The Commission is welcome to further discuss their recommendations pertaining to telecommuting. In staff's review of the GreenStep Cities program, we are not seeing any best practices that directly call for telecommuting recommendations. Nonetheless, the topic warrants further discussion whether a part of the GreenSteps program or not. /s/Dianne E. Miller Assistant to the City Administrator g Complete Streets Supporting safe and accessible roads for everyone Local toolkit Minnesota Complete: Streets Coalition The photos in this toolkit show some of the many creative ways communities are moving toward Complete Streets that work for all users. Fresh { OF T01103WESOTO /a TRANSIT Pr untie Table of Contents Introduction 2 Benefits of Complete Streets 3 Steps to creating, adopting, and implementing a local Complete Streets policy 5 Elements of a Complete Streets resolution and policy 7 Frequently asked questions 8 Sample Complete Streets resolution (Hennepin County) 12 Talking about Complete Streets 13 Sample letter to the editor 15 Sample opinion piece /editorial 16 Sample opinion piece /editorial for elected officials 17 Links to additional re sources 18 Coalition members 19 Nearly every Complete Streets policy begins with a i 4 ``m e _tea t g p� k s p y ...:_.., itt he,. °fair [ o ected of -.fieal, a - person, or an advocate. Consider becoming that champion in your community! Introduction Transportation has broad impacts. At the most basic level, our trans- portation system zmpacts our ability to get around, but it also has a big impact on safety, economic development, quality of life, the environment and public health. "Complete Streets" recognizes and maximizes the benefits of all aspects of our transportation system. For the past 50 years, most road design has focused primarily on one goal -- moving as many cars as possible, as quickly as possible, This has often meant that the safety and accessibility needs of pedestrians, bicyclists; arid transit riders are forgotten or addressed atthe en d a xoad project ifthere 1s street trzght of-way space and moneyleft. Too often, the road- binldingprocess has also neglected to fully consider the impact on local residents and businesses along a road with a focus on cars m • oving through the area rather than on how a road can contribute to a successful and vibrant community. Not surprisingly, this paradigm has resulted in roads that move cars fairly well but often are not safe forseniors,' • children, people with disabilities, and others walking, bilang, or taking transit. Because many people don't feel safe, theydrive to their destinations rather than use other options. Complete Streets seeks to change this paradigm so that pedestrian, bicycle, arid transit accommodations are no longer seen as "amenities" to be included when `,`possible," but rather: as core elements of road design and imple nientatiori, left out only if there is a truly compelling • reason. Complete Streets is about making sure: our kids • can safely, walk to s chool, seniors have time tocross the street safely, and parents feel comfortable bicyclizigto nearby park or grocery store. Complete Streets is not a one-size-fits-all solution and will not leadto sidewalks iti cornfields or bike lanes on every street —it is about making sure that ourtrans.portation and road building systems work for everyone Complete Streets is:a growing movementinMinnesota and across the country: In 2010, Governor Tim Pawl enty signed a Complete; Streets law for Ailinnesota which directs a supportive MinnesotanepartmentofTransportation to transition to Complete Streets. Local resol bons or policies have also been adopted inizochester, Hennepin County,...St Paul, Albert Lea Bloomington; Duluth, and Independence. Numerous other cities and counties are movrngto supportComplete Streets Nationally more than 120 communities and states are supporting Complete Streets. This toolkit;will help you understand the value of Complete Streets and how you can help make Complete Streets part of your Minnesotacommunity. Mia.ch of the information is condensed and:lacalized kr Minnesota. There are links to the best of many rational resaurces on Complete Streets. This is the first version of this toolkit, Arid it will be updated regularly. We anticipate adding technical infoii station in pall 2010. If you have unanswered questions, or ideas, please contact Vayong Moua at Blue Cross and Blue Shield of Minnesota at vayongrnoua @bluecrossmn.co n This too ' t was created bytheMinnesata , Complete Street s, Coalition, which includes more than 65 organizations promoting safer roads for everyone Special thanks to Blue cross and Blue :Shield of Minnesota, Fresh Energy, and the Minnesota Department of Health for creating most of the content and design Benefits of Complete Streets A local Complete Streets policy can help a community set the path to a transportation system that provides safer access for all road users by articulating the benefits of Complete Streets and providing political support for moving in that direction. By discussing and collaborating on Complete Streets as part of policy discussions, a community can learn to look beyond the current pavement and think about the many impacts of our transportation system. Some of the many benefits of Complete Streets include: ® Safety. The core reason for Complete Streets is to improve safety for all road users. In the past decade, more than 500 pedestrians and bicyclists have been killed on Minnesota roads and more than 20,000 have been injured. We can and must do better. 20,000 number of pedestrians and bicyclists injured or killed in Minnesota in the past decade O Public health. More than 60 percent of Minnesotans are overweight or obese and at risk for serious illness, such as type 2 diabetes, heart disease and some cancers. If left unchecked, obesity will add another $3.7 billion in health care expenses for Minnesotans by 2020 (Obesity and Future Health Care Costs, Blue Cross and Blue Shield of Minnesota and the Minnesota Department of Health, 2008). By building roads that help support more walking and biking, communities can help create opportunities for people to be more physically active, while improving public health and reducing health care costs. )5 60% P ercent of Minnesotans who are overweight 0 Access and transportation equity. About 40 percent of Minnesotans do not drive, including children, seniors, people with disabilities, and people who cannot afford a car. Complete Streets helps to ensure that everyone has safe access to lead active and independent lives, while ensuring full compliance with the Americans with Disabilities Act. Whether you live in the city, countryside, suburbs, or reservation, Complete Streets supports the ability of all people in their local context to have viable transportation choices. 40% p ercent of all Minnesotans who don't drive 0 Affordable transportation choices. Rising and erratic gas prices are taking a larger part of family budgets — money that goes nearly entirely out of the local economy. Complete Streets helps support options that make communities more resilient to gas price spikes and keeps more money in the local community. 0 Economic development. "Complete" streets are built to it a community's context to attract people and encourage business by making sure that our roads are places that people want to be. Designing roads with all users in mind from the beginning saves costly retrofits ® Environment. Transportation accounts for more than 70 percent of our oil consumption, 25 percent of global warming pollution, and a large portion of local air pollution, like ozone and particulate matter that lead to "air quality alert" days, increased rates of asthma, and even cancer. Complete Streets supports many transportation options that help lessen dependence on oil and promote cleaner air. 14- 0 Cost effectiveness. Road networks typically make up about 30 percent of the land area of cities and account for a significant portion of local budgets. Complete Streets helps ensure an efficiently plannedtranspartation system that reduces gaps, improves traffic flow, and maximizes the investment while also ensuring that we build roads right the first time, rather than having to come back later for costly retrofits. ® Quality of life. Complete Streets can help calm traffic on residential streets, create walkable neighborhoods, and increase community interaction. Steps to creating, adopting, and implementing a local Complete Streets policy While every community has a different context and different needs and concerns that can be addressed by a Complete Streets policy several general steps are applicable anywhere. The most important thing to remember when crafting a Complete Streets policy is that the goal is to work collaboratively to shift the focus of road design from "moving cars quickly" to "providing safe mobility for all modes of transit" Redefining the problem this way frees engineers to use their skill and talent to imagine creative solutions that a narrower focus precludes. To ensure broad support, it's important to invite the contributions of a wide range of stakeholders, including engineers, other relevant city staff, elected officials, and the public. A municipality can pass, or begin implementing, Complete Streets as a stand -alone initiative or as part of a comprehensive plan, transportation plan, or an update of subdivision requirements. ® Research how your community can benefit from Complete Streets. Official action toward Complete Streets requires a compelling impetus, so start with a general and basic evaluation of the problems that Complete Streets can help solve. This might include statistics related to safety concerns on a major road, local obesity and chronic disease rates, public health care costs, or rates of walking and biking to school. Begin to collect and understand personal stories of barriers that come from "incomplete" streets or the positives that have resulted from existing well- designed "complete" streets. This initial scan of problems may also provide an opportunity to find and reach out to potential allies across many different fields. ® Decide who should be involved in creating and implementing a Complete Streets policy, and determine how and when to engage the public. Common participants include elected officials, planning, public works, and public health staff, community stakeholders, and the public. Most communities begin the process with a relatively small task force and then seek broader input at different stages. It is important to ensure an authentic and transparent public process. ® Determine a process for moving forward with Complete Streets. Some communities, fueled by a tragic event or a strong champion, move very quickly while others take a more deliberative approach. Some communities require local council or board action, while a few have created and implemented a Complete Streets policy solely through work performed at the staff level. A more engaged and collaborative approach that includes as many stakeholders and implementers as possible tends to be more broadly supported. Complete Streets is about supporting a culture change in road building and that takes leadership, time, patience, listening, understanding, and compromise. The most common process in Minnesota has included the following steps: • A small task force of city staff, elected officials, and community stakeholders drafts a Complete Streets resolution for consideration by the local council or board. • The council or board approves the resolution, which confirms the community's intent to support Complete Streets, and directs city staff to craft a full Complete Streets policy and implementation plan. • Local government staff members from all relevant departments work with stakeholders to create a proposal for a Complete Streets policy that includes concrete implementation steps and accountability. • The council or board approves the Complete Streets policy and implementation plan. • Local government staff members implement the policy on transportation projects in the community, evaluate implementation, and report on progress. ® Articulate how Complete Streets relates to your community's vision (and pass a resolution). Connecting Complete Streets to the core values of your community helps build community ownership and commitment and deepen understanding of the diverse impacts of road building. Creating a vision for Complete Streets can be done by the public, policy makers, staff or, ideally, a combination of interested stakeholders. Many communities have already defined their vision as part of comprehensive planning or through various sub -area or neighborhood plans. The Complete Streets process should build on information shared in these processes while also allowing for a separate discussion about the vision solely in the context of Complete Streets. A common outcome of the Complete Streets visioning is a set of "whereas" statements that makes the case for Complete Streets in a resolution. It is often at this point that a community drafts and passes a council or board resolution in support of Complete Streets, ® Determine steps your community can take to support Complete Streets. Once your community commits to Complete Streets, the focus of discussion shifts to specific elements of a policy and its implementation. Each community has different opportunities for and barriers to Complete Streets, which often include technical engineering policies and funding allocations. Given the technical nature of implementing Complete Streets, this stage should include considerable input from Public Works staff as well as an examination of best practices. Complete Streets policies are normally implemented by providing greater flexibility in road design as new roads are built and existing roads are rebuilt or repaved, and by allocating more capital improvement dollars toward features that support Complete Streets, such as sidewalks, bike lanes and trails, accessible curb ramps, and transit stops. Complete Streets policies provide a unified purpose for these investments so that residents can see, for example, that the sidewalk in front of their house contributes to a growing and connected system and serves a broad public purpose. Complete Streets should also address stafftraining and ongoing community outreach to ensure that engineers and planners have the implementation tools they need and communities understand what Complete Streets may mean for them. Initial steps typically focus on the numerous cost - neutral, low -cost, or cost - saving steps that communities can take toward Complete Streets. Work with engineers and planners to find underutilized 4 -lane roads that could be converted to 3 -lane roads with the extra space going toward bike lanes or sidewalks. Reevaluate standard lane widths— narrower lanes can help reduce speeding, save money, and provide space for sidewalks or bike lanes. For more information on technical ideas, see the Institute of Transportation Engineers guide Designing Walkable Urban Thoroughfares: A Context Sensitive Approach. (See link in Resources section) ® Decide how you'll evaluate progress on Complete Streets and ensure implementation. An often overlooked part of a successful Complete Streets policy process is a discussion about feedback loops and check -in points to measure progress. These can include reports to elected officials and the public, as well as performance measures or other strategies. Evaluation creates a sense of ongoing purpose and accountability, while also providing an opportunity to update the policy as a community learns from its implementation efforts. No comprehensive plan is a static document, and no Complete Streets policy is, either. Elements of a Complete Streets resolution and policy Complete Streets resolutions and policies come in many forms and contexts. Some communities, like Rochester, created and passed a resolution and policy in one package while others, like Hennepin County, passed a resolution first and a policy later. Still others, like Albert Lea, jumped straight to the policy. While most communities in Minnesota have taken a significant amount of time to create Complete Streets resolutions or policies, Bloomington and many other communities around the country moved quickly to craft and adopt a policy, confirm an existing policy direction, or begin the shift to Complete Streets. Similarly, there is variety in the ways communities implement Complete Streets. Many aim for a comprehensive approach that covers all aspects of road building, while others focus simply on future subdivisions, a comprehensive plan, or street rebuilding and repaving. Below are a few broad elements and some sample language to help in your community. Complete Streets resolution A Complete Streets resolution is often used as a City Council's first official action in support of the concept and lays the ground for future work. Typically, resolutions 1) define Complete Streets; 2) cover the reasons that the community supports Complete Streets; 3) declare support for Complete Streets; and 4) direct next steps for work on Complete Streets. A sample resolution for Hennepin County is included in the Resources section of this toolkit. Complete Streets policy A Complete Streets policy specifies how work will proceed on Complete Streets. A policy can range from a simple declaration to provide accommodations for all modes of transit as part of every future transportation project to a total reworking of transportation planning and design manuals. l? The National Complete Streets Coalition has identified ten elements of an ideal Complete Streets policy (more details available at http: / /www.completestreets.org/ changing - policy /policy- elements/): ® Includes a vision for how and why the community wants to complete its streets ® Specifies that "all users" includes pedestrians, bicyclists and transit passengers of all ages and abilities, as well as 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 that complete streets solutions will complement the context of the community 0 Establishes performance standards with measurable outcomes 0 Includes specific next steps for implementation of the policy Frequently asked questions How much will it cost to create and implement a Complete Streets policy? A Complete Streets policy is about maximizing public return on investment. It is not about spending more money, but allocating money differently to support broader transportation outcomes. In some cases, Complete Streets may mean that an individual project costs more money. On some Complete Streets projects, a community can save money by right - sizing the automobile accommodations on a road, building a more connected system, and planning a road to fit into the local context. On all Complete Streets projects, valuable long -term public benefits can be gained from reduced health care costs and increased property values. Complete Streets also provides a process that helps ensure that we build roads right the first time, rather than fixing them after a tragedy occurs or a problem emerges, when the costs will be much greater. Complete Streets applies to projects as they come through the normal funding process, providing an opportunity to improve safety, rather than focusing on costly retrofits. Complete Streets is not about creating more process, it is about implementing a better process. Complete Streets will help speed project delivery—which reduces costs — by thinking about local context and needs throughout the process, rather than at the end when it becomes more costly to make changes. The Minnesota Department of Transportation has prepared a report on Complete Streets. The report recommends implementing a state Complete Streets policy because the Department found, after engaging many experts and stakeholders, that "the general consensus is that the benefits of Complete Streets offset the incremental costs." The report also recognizes that Complete Streets fits in very well with other efforts the Department is taking to maximize the value of transportation investments by making sure that projects are built for local contexts and needs. What impact will this have on drivers and truck access? Implementation of a Complete Streets policy will help improve safety for everyone, including drivers. It will also help support more transportation options and reduce congestion. A Complete Streets policy should also help ensure a connected system for trucks and include that as part of the ongoing consideration of road design. Why do we need a IocaI Complete Streets policy? Minnesota's state law on Complete Streets is a key step toward safer roads for all modes and users. The state law applies only to Mn/DOT -owned and - funded roads. The need for local Complete Streets policies still exists for local transportation authorities so that city and county roads belong to a Complete Streets network. In many Minnesota communities, people do not feel safe walking or biking in their neighborhoods or letting their kids walk to school. Too often, roads are built primarily to faciliate the movement of motor vehicles, and the needs of children, seniors, and others are overlooked. This can result in roads that are simply unsafe for pedestrians, people with disabilities, bicyclists, transit riders, and drivers themselves. It can also result in roads that harm the economic vitality of main streets and the quality of life that draws people to our communities. Everyone is impacted by unsafe roads, which can lead to more injuries and fatalities — very real barriers in our transportation system and disincentives for walking, bicycling, and transit use. A Complete Streets policy can help identify solutions to help communities move forward with a balanced approach to transportation investments that maximize total public benefit. While many communities are moving in a Complete Streets direction without a specific policy, a formal policy supports progress locally and across the state. What are the impacts of Complete Streets for rural areas? Local context is a key consideration with Complete Streets. Complete Streets will help us provide safe access where it is needed and in ways that are reasonable and cost effective. The new statewide legislation specifically recognizes that needs may vary in urban, suburban, and rural contexts. In many rural areas, there is not as much need for pedestrian or bicycle facilities, or there is so little traffic that people feel safe walking or bicycling. In these cases, the existing road is a "complete" street already. Other rural roads serve as key connecting points for regional centers or pedestrian and bicycle trails, and people want to be able to walk or bike on those roads. In these cases, a paved shoulder may be warranted to provide safe access, depending on the context. Complete Streets is very important for small towns, which are often bisected by a state highway. A Complete Streets policy will help ensure that the state highway can still serve as the vital main street that helps a small town thrive. It will also help ensure that children have the opportunity to safely walk or bike to their small -town school. Streets that work for everyone "Complete streets" are different in every community, but all are designed to balance safety and convienence for everyone using the road. Clear signage is welcoming to pedestrians, Streetlight on raised median makes intersection safer for walkers. Raised median creates a pedestrian refuge. Raised median at right turn lane slows traffic and protects pedestrians. Clear bike lane allows room for cyclists. Street allows for multiple modes of transit: light rail, bus, cars and bicycles. Well- marked crosswalk creates a space for pedestrians. Narrow lanes slow traffic. ©n- street parking slows traffic. Sample Complete Streets resolution (Hennepin County) WLIEREAS, Complete Streets are designed and operated to assure safety and accessibility for all; the users of our roads, trails and transit systems, including pedestrians, bicyclists, transit riders, motorists, commercial and emergencyvehicles and for people of all ages and of all abilities; and WHEREAS Complete Streets reduce congestion by providing safe travel choices that encourage non-motorized transportation options, increasing the overall capacity of the transportation network as well as decreasing consumer transportation costs; and WHEREAS, Complete Streets will help Hennepin County achieve our Cool Counties goal to reduce greenhouse gas emissions as more people choose an alternative to the single occupant vehicle, thereby improving air quality and alleviating public health concerns such as asthma and WHEREAS, Complete Streets support economic growth and community stability by providing: accessible and efficient connections between home, school, work, recreation and retail destinations by improving the pedestrian and vehicular environments throughout communities, and WHEREAS, Complete Streets enhance safe walking and bicycling options for school-age children, m recognition of the objectives of the national Safe Routes to School program. and the Centers for Disease Control and Prevention's Physical Activity Guidelines; and WHEREAS, Complete Streets can help reduce crashes and injuries and their costs, and WHEREAS, Complete Streets is consistent with the Board- approved ,principles of Active Living Hennepin County, to promote the integration of physical activity into the daily lives of Hennepin County and WHEREAS, Active Living' Hennepin Court t y Blue Cross and Blue Shield of Minnesota, andthe Hennepin County Transportation Department sponsored a Complete Streets workshop. on December 5, 2008, Where national experts metwith county, city and state leaders and our Active Living . partners; therefore Bi fT RESOLVED, that m order to develop and maintain a safe, efficient, m balanced- and environentallyu sound County transportation system for people of all: ages and abilities, transportation and development projects shall!- incorporate a Complete Streets philosophy that expands . transportation choices, and BE IT 'FURTHER RESOLVED, that in keeping with the County's Active Living principles, the Board directs the Active Living Interdepartmental'aWorkgroup along with other key staff as selected by the county administrator, Coi.m ty Complete S to develo a -.. P treets policy and report back annually to the County Board on how the poli_, y be n implemented into all types and phases of Henepin County's transportation and development prolecrs- and ... BE',IT FURTHi R RESOLVED, that the Hennepin County Board of Commissioners encourages cities, counties, and the state to work together to make Complete,: Streets a reality throughout Mirmesota . Talking about Complete Streets Because the new Complete Streets policy is about community and helping to assure the safety of Minnesota's residents, actively communicating the benefits of the new law is critical in order to get public and policyrnaker buy -in and support for implementing the new law. One way to do that is to seek earned media (newspaper, radio, etc.) and general communications opportunities (conversations, community discussions, etc.). This will initiate a dialogue that will help the public and policy - makers understand the new law and its importance to local communities. Before you embark on a public communications effort it's important to understand the best ways to talk about the new law. Through polling and message - testing, we have found that the best way to talk about Complete Streets is from the standpoint of safety, and especially the safety of seniors and children — two populations especially impacted by road design. While other benefits of Complete Streets (health benefits, positive fiscal impacts, etc.) can and should be discussed, every communications effort should emphasize safety. To help you communicate the benefits of Complete Streets, we've developed a set of messages: Lead messages ® Safety. Currently, too many Minnesotans do not feel safe walking or biking in their neighborhoods or letting their kids walk to school. Too often, Minnesota roads have been built primarily for vehicles, and the needs of children, seniors, and others have not been seriously considered. This can result in roads that simply aren't safe for pedestrians, people with disabilities, bicyclists, transit riders, and drivers themselves. Supporting fact: In the last decade, more than 500 pedestrians and bicyclists were killed, and another 20,000 injured on Minnesota's roads. ® Choices, accessibility, and equity. All Minnesotans deserve roads that help them get around their community safely and independently. Complete Streets will help remove transportation barriers for seniors, children, and people with disabilities, and give people cheaper transportation choices. Supporting fact: 40 percent of Minnesotans do not drive because they are too young, too old, cannot afford a car, have a disability, or choose not to drive. ® Health. Roads designed strictly to move vehicles have created disincentives for physical activity, a critical component of the effort to reduce the obesity epidemic that Minnesota, like many other states, is facing. Complete Streets will help to assure that Minnesota's roads, highways and streets are safer for pedestrians and other non - motorized users and thereby encourage increased physical activity by people of all ages. Supporting fact: If left unchecked, the obesity epidemic is projected to add $3.7 billion to Minnesota's total annual health care spending by 2020. Supporting messages O Cost effectiveness. Complete Streets is a commonsense process that uses taxpayer money more efficiently by better responding to local needs and making sure we build roads right the first time, rather than fix them after atragedy occurs, when the costs will be much greater. Supporting fact: In De Pere, Wisconsin, the county highway department saved money by building a narrower major street with roundabouts and bicycle facilities in place of the initially planned four -lane street with traffic signals at two intersections. The changes saved the county $347,515 (16.5 percent) off the original project estimate. ® Community development. Roads designed strictly for cars hurt the economic vitality of many small towns and cities. Everyone is impacted by unsafe roads, which lead to more injuries and fatalities and disincentives for walking, bicycling, and transit use — key components of attractive and livable communities that help support vibrant and profitable businesses and attracts tourism and investment. Supporting fact: There are countless examples in small towns all across Minnesota where a busy state highway bisects a community, ® Community engagement. Complete Streets encourages community participation in developing transportation systems that best meet local safety, health, and community needs. Supporting fact: Before the implementation of the Complete Streets law, local communities often faced many state - created barriers to designing roads through their towns in a way that served their residents best — barriers that were difficult and often impossible to overcome. ® Environment. Complete Streets will support more walking and bicycling, clean transportation choices that reduce our dependence on costly energy sources and help protect Minnesota's rivers, lakes, and air quality. Supporting fact: 70 percent of oil consumption is used for transportation, and automobiles are the number one source of many local air pollutants that increase rates of childhood asthma and cancer, General tips for talking about Complete Streets Broaden the name. The general public does not know about Complete Streets, so connect it immediately with safety. A statement like "Complete Streets: Mak- ing roads safer for all Minnesotans" gets the message across in positive manner. ® Stay positive. You know that Complete Streets will help your community, and recent polling shows that most Minnesotans agree. The Minnesota Department of Transportation agrees as well and has begun work on Complete Streets. a�- ® Connect with seniors and children. Complete Streets will have a big impact on these groups that everyone cares about. Key messengers ® Law enforcement officers are ideal for messages about public safety ® Individual seniors can offer compelling personal stories ® School principals drive home the need for more walking and biking to school 0 Doctors and nurses can urge action to support more physical activity About Minnesota's law ® In 2010, the Minnesota Legislature passed and Governor Pawlenty signed into law a measure known as Complete Streets. The law took effect on August 1. 0 Complete Streets requires that Minnesota roads and highways are planned and designed to be safe and accessible for drivers, pedestrians, transit riders, and bicyclists — for all users, regardless of age or ability. 0 Specifically, the Minnesota Department of Transportation is required to consider local community needs and all likely road users when designing roadways, and to work with engineers and planners across the state to implement this process. The law applies to new construction, reconstruction, and repaving projects for Mn /DOT. NOTE: The new state law applies specically to roads owned or funded byMn/DOT The law can support the efforts of communities to extend the reach of Complete Streets to city, county, and other roads not covered by the law It is helpful to raise public awareness of Complete Streets through letters to the editor or opinion /editorial pieces in the local newspaper. The samples that follow are provided to help you reach out to the public and the media. Dear Editor Sincerely, letter to the editor One of tite more positive accomplishments of the 2010 Minnesota Legislature was the bipartisan passage of Complete Streets legislation This new law which took effect August 1, requires the Minnesota Department of Transportation to consider the needs of all transportation users when they design and build roads and highways What that means is that instead of building roads for the sole purpose of moving cars as quickly as possible, they will. be vrrith the safety of all users in mind including walkers, bicyclists and even drivers. The law also encourages loc communities to adopt their own Complete Streets policies, such as Rochester, Duluth and St Paul have already done. That will give our community more flexibility to integrate the needs of all road users in the future planning and building of our roads and .highways. oryears, state roads and highways were designed with a one-size-fits-all approach. Lost, in that process were the safety' needs of those who walk and bicycle— especially seniors and children. It was very difficult; if not nearly impossible, for a local community like ours to change that process to make it about something more than just automobiles. ow; with the new law, that will change The one size- fits -ally top down alproachwill be replaced with a process that gives local communities more say in integrating the needs of all road users m the planning and building of roads and highways.' We should take advantage of it for all of our residents. Sample oprnion piece /editorial One of the more significant laws to go into effect this year is a change to how the State ofMinnesota approaches road building and reconstruction Specifically, the law, which was approved by a bipartisan majority of the Minnesota Legislature, requires that the safety needs of pedestrians bicyclists and others be considered when roads are built or rebuilt Known as Complete Streets, the law is a significant departure frorn how Minnesota historically did road building. In the past, roads were designed with a one-size-fits-all mentality and the primary outcome of tile design was to. move cars andtrucles as quickly as possible._ Lost in the process were the needs of walkers and bicyclists, many of them kids and senior citizens, and the desire of towns and cities to have roads that suited the needs of community members The result of way of building roads was a staggering automobile/pedestrian fatality and injury rate In the last decade, more than 500 pedestrians and bicyclists were killed, and another :20,000 injured on ,Minnesota 's roads. So too, many communities became less livable as they were bisected by four lanes of traffic. Everyone is impacted' by unsafe roads, which result in disincentives for 'walking bicycling, and transit use - key components of attractive and livable communities that help support vibrant and profitable businesses and attract tourism and invest/ [tent Thanks to the new law, opportunities to change the old way of road building now exist,` including many right here in [name of town]. Now the Minnesota Department of'ranssportation is required to consider local community needs and all Iikely users of the road when designing roadways,: and to work with engineers and planners across the state to iznplernent this process. It applies to new construction, reconstruction, `and repaving projects for Mir OT ;And while the riew law addresses state highways exist where complete streets actua lly saved taxpayers money bypreveriting future costly retrofits when roads weren't built safe the first time and roads it encourages local communities to adopt their own. Complete Streets policies, such as Rochester, Duluth and St. Paul have already done. One of the more significant aspects of the new law is cost. It is necessarily a: stew Transportation spending program. Rather it is a new way of doing business within art existing transport ation program In fact, examples Thanks to the new Complete Streets laity Minnesota :and its communities will become safer, more vibrant and more active. We should look for opportunities in our . . community to implement the law as fully as possible and thereby share in these benefits. Sample opinion piece editorial for elected officials Creation of Complete Str law wall b an g broad benefits to Minnesota communities Assn [elected offici include specific title], one of my key priorities, in addition to managing the day to d ay workings of local: government, is to help assure the health and welfare of our citizens. When it comes to the safety ofthose citizens who walk and bike, unfortunately that has been a challenge in. the past. The fatality statistics from the..last decade p oint out the problem clearer th words can describe --- a staggering 500 pedestrians acid bicyclists were killed and another 20,000 were injured on That's why our city has taken steps to create rdore pedestrian and bicyclist friendly roads. We have done so not only because we want to make our community safer for those modes of transportation, but also because we recognize that making walking and biking easier choices helps to improve the health and fitness of residents, along with increasing the vitality of the community. Fortunately for other cities and towns throughout Min- nesota, the legislature's passage of Complete Streets l egislation this year will help them do the same. Complete Streets, which had broad bipartisan support . in the legislature, and the vocal support of the Minnesota Department of Transportation, will create greater fl exibility fox Minnesota communities to incorporate the transportation and safety needs of their citizens in the development of state road projects, it ends the top- down, one-size-fits-all approach to state road building by iriiplrfyrng and removing the existing barriers to safe, community-based road design. The policy is an essential first step for elected officials because state standards and requirements sometimes limit the ability of cities and towns to assure that roads are built safely for all users. And from the standpoint of public safety at the local level, that's critical Too often Minnesota roads have been built primarily for driving as quickly as possible, and the needs of children., seniors, and others have not been seriously consideredwhether for travel along a roadwa or to cross It This can result in roads that simply aren't: safe for 'pedestrians people with disab� ties bicyclists, transit riders, and drivers themselves The oldway of road building has created o th er problems as well Tthas resulted in roads that hurt the economic vitality of main streets and harm the quality of life that draws individuals, families and businesses to Minnesota. Minnesota's roads E veryone i i byunsafe roads which not only lead to more in'uries and fatalities .but al create j ._ - disincentives for.walking, bicycling and transit use elements that are critical to vibrant, living communities and a healthy citizenry, Fortunately, the legislature s passage of complete streets legislation spells a new day for Minnesota. Whether you are an elected official, a parent, a senior citizen, a student or a main street business' owner, you can know that, in the future, when highways and roadways through your community are built or reconstructed, they'll be done with an eye toward helping to assure your safety. We are very proud that by implementing Complete Streets policies on our own, our community will be better orit. Thanks to the new law that took effect.oi August 1st, other community leaders will have the opportunity to share in that pride by :being able to implement their; own policies, • Resources • Resources from the Public Health Law Center • Minnesota's Complete Streets Policy http : / /publichealthlawcenter.org /sites /default/ files/resources /ship- fs- cstreetpolicy- 207.O.p :1:= A summary of Minnesota's statewide Complete Streets policy Understanding Road Design in Minnesota http://publichealthlawcenter.org/sites/default/ files /resources /ship- fs- rddesign -2O O.pdf A guide to the classification system for roads in Minnesota, how road classification affects what government entity controls the project, and process for approvals organized by type of road Bike /Pedestrian Fact Sheet http : / /publiche althlawcenter.org /sites /default/ f les/ resources /ship- fs- bikepeds- 2010.pdf Traffic rules for bicycles and pedestrians • Introduction to Complete Streets http: / /rnncompletestreets .org /gfx /MNComplete Streetsintro.pptx Overview of Complete Streets frame principles and practices developed by the Minnesota Complete Streets Coalition • American Heart Association (AHA) Fact Sheet http : / /www.mncompletestreets. org /gfx /AHA %2 0 -% 20Complete% 20Streets %20Fact %20Sheet %20 - %20 %28MN %29.pdf Supports Complete Streets policies as having great potential to increase the overall activity level of Americans and in turn reduce the risk of overweight and obesity. The AHA advocates for passage of Complete Streets policies that will in turn increase physical activity and improve the health status of all Americans. Blue Cross and Blue Shield of Minnesota Fact Sheet http: / /wwwmncompletestreets .org /gfx /Blue %20 Cross% 2OComplete %20Streets %20Fact %20Sheet.pdf Outlines current attitudes of Minnesotans around the built environment and its influence on physical activity. It also illustrates the number of rural and urban Minnesotans engaged in physical activity for transportation and their level of support for policies that support biking and walking, such as Complete Streets • National Complete Streets Coalition www.completestreets.org • Minnesota Complete Streets Coalition www.rnncompletestreets.org • Complete Streets: Best Policy and Implementation Practices. 2010. American Planning Association. Available for purchase: http: / /www.planning.org/ apastore /Search /Default. aspx ?p =4060 • Minnesota Department of Transportation's Complete Streets page http: / /www.dotstate.mn.us /planning/ completestreets/ • Minnesota Case Studies From the Minnesota Complete Streets Coalition http://www.mncompletestreets.org/gfx/ Complete %20Streets %20 Case %20Stu dies.pdf op Designing Walkable Urban Thoroughfares: A Context Sensitive Approach. 2010. Institute of Transportation Engineers. Available for free: http: / /www; ite. org /emodules /s criptcontent /Orders/ ProductDetaitcfm?pc=RP-036A-E">http://www.ite. org/emodules/scriptcontent/Orders/ProductDetail. cfm ?pc= RP- 036A -E Photo credits Cover: www.pedbikeimages.org /Jennifer Campos, www.pedbikeimages.org /Andy Hamilton Inside front cover: www.pedbikeimages.org /Dan Burden, www.pedbikeimages.org /Dan Burden Page 4: wwwpedbikeimages.org /Dan Burden, www.pedbikeimages.org /Dan Burden Page 9: wwwpedbikeimages.org /Carl Sundstrom, David Gonzalez --- Mn /Dot photographer Page 10: www.pedbikeimages.org /Laura Sandt Coalition Members The following organizations and local elected officials have joined the Minnesota Complete Streets Coalition: AARP Alliance for Metropolitan Stability Alliance for Sustainability American Cancer Society Midwest Division American Council of the Blind of Minnesota American Heart Association Bicycle Alliance of Minnesota BLEND: Better Living Exercise & Nutrition Daily Bloomington Councilmember Steve Elkins Blue Cross and Blue Shield of Minnesota Blue Zones — Dan Buettner Catalyst Cedar Ave United City of Rochester City of Saint Paul Conservation Minnesota Dero Bike Rack Company Driftless Region Bicycle Coalition First Witness Child Abuse Resource Center Fit City Duluth Fresh Energy Friends of Washington County Get Fit Itasca Growth and Justice Havefunbiking.com HealthPartners Hennepin County Commissioner Gail Doi man Hennepin County Commissioner Peter McLaughlin Howard R. Green Company Joe Urban, Inc. Kimley -Horn and Associates, Inc. Laura Baker Services Association Local Initiatives Support Corporation Lutheran Coalition for Public Policy in Minnesota Minnesota Association of Small Cities Minneapolis Electric Bicycle Company Minnesota Center for Environmental Advocacy Minnesota Consortium for Citizens with Disabilities Minnesota Council of Nonprofits Mirmesota Environmental Partnership Minnesota Public Interest Research Group Minnesota Public Health Association Minnesota Public Transit Association Minnesotans for Healthy Kids Coalition National Multiple Sclerosis Society Minnesota Chapter Northfield Nonmotorized Transportation Task Force Now Bikes and Fitness Parks & Trails Council of Minnesota Pates Planning and Design Preservation Alliance of Minnesota Red Wing Housing and Redevelopment Authority Saint Paul Councilmember Russ Stark Saint Paul Riverfront Corporation Shifting Gears Bicycles Siena Club North Star Chapter St. Paul Smart Trips The Arc of Minnesota The Corduroy Studio, Inc. The Cornerstone Group Transit for Livable Communities Transportation for America's Minnesota Coalition Twin Cities Bicycling Club Twin Cities Streets for People Urban Land Institute Mirmesota 1000 Friends of Minnesota Local governments with a local Complete Streets resolution or policy City of Albert Lea City of Bloomington City of Duluth City of Independence City of Rochester City of St. Paul Hennepin County Local governments with resolutions in support of state Complete Streets policy City of Bloomington City of Brooklyn Park City of Eagan City of Edina City of Falcon Heights City of Lake Elmo City of Richfield City of Rochester City of Rosemount City of St. Louis Park City of St. Paul City of Savage City of Woodbury Ramsey County C1987A )8110) BlueCross BlueShield of Minnesota Rn Independent licensee of Om Me Cr ess and Bins 55teld Assodatian RESOLUTION NO. 6196 RESOLUTION ESTABLISHING A COMPLETE STREETS POLICY FOR THE CITY OF RED WING, MINNESOTA 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 be considered when planning, designing, and maintaining Red Wing's streets; and WHEREAS, a Complete Street is defined as one which provides safe, convenient, and context - sensitive facility for all modes of travel, for users of all ages and all abilities; 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, Complete Streets have public health benefits, such as encouraging physical activity and improving air quality, by providing the opportunity for more people to bike and walk safely; and WHEREAS, Complete Streets improve access and safety for those who cannot or choose not to drive motor vehicles; and WHEREAS, Complete Streets are essential hi providing safe routes to school for children; and WHEREAS, the City of Red Wing adopted the current Comprehensive Plan on April 9, 2007; and WHEREAS, one of the key directives of the Comprehensive Plan includes the notion that movement corridors should accommodate a variety of travel modes such as bike, walk, transit and vehicles and that such corridors should function both as a movement corridor and an amenity /identity feature for the community; and _ WHEREAS, the Comprehensive Plan encourages the development of a connected network for pedestrians and bicyclers and further states that when key streets are rebuilt, sidewalks, off-street bike trails or bike lanes should be added with special attention to reclaiming excess right -of -way for non - motorized use can create a multi- function street and help connect the community by more than just a roadway; and 3 I WHEREAS, the Red Wing Downtown Action Plan was adopted by the Red Wing City Council on November 23, 2009 and the plan establishes the fact that Highway 61 is crucial to the commercial viability of downtown Red Wing but is currently a barrier to the City's premier scenic and recreational asset -- the Mississippi River; and WHEREAS, the Downtown Action Plan further states that linking residents and visitors with the Mississippi River is a critical action element that can be done best by creating a multi -modal network of transportation that is environmentally sustainable and health conscious; and WHEREAS, on October 27, 2009 and October 28, 2009 approximately 50 Red Wing citizens attended Complete Streets workshops that introduced the concepts, policies, and implementation of a Complete Streets Policy and from those sessions a Complete Streets Policy Taskforce was established to research and draft a Complete Streets Policy for the City of Red Wing; and WHEREAS, the Complete Streets Policy Taskforce developed this Complete Streets Policy for the City of Red Wing; and WHEREAS, the Red Wing Advisory Planning Commission conducted a public hearing concerning the proposed Complete Streets Policy at their meeting held on November 16, 2010, and adopted a motion to recommend that the City Council adopt the policy; and WHEREAS, the Red Wing Sustainability Commission conducted a public hearing concerning the proposed Complete Streets Policy at their meeting held on November 23, 2010, and adopted a motion to recommend that the City Council adopt the policy; and WHEREAS, the City Council of the City of Red Wing discussed the principles of a Complete Streets Policy at a meeting conducted on December 14, 2009; conducted a more detailed discussion at a council workshop held on January 23, 2010 and reviewed this Complete Streets Policy Resolution at a meeting conducted on January 10, 2011, 2010. NOW THEREFORE BE IT RESOLVED, that the City Council of the City of Red Wing does hereby establish a Complete Streets Policy that provides as follows: 1. The City of Red Wing is committed to develop and maintain a safe, efficient, balanced and environmentally sound city transportation system and to support and promote active lifestyles and a vibrant/healthy community, The City of Red Wing is committed to provide opportunities to integrate physical activity into daily routines through activities such as biking, walking, or taking transit, The City strives to be a leader in providing opportunities and choices for its residents, and believes that a well- planned transportation system that includes Complete Streets demonstrates this leadership. 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), The City will work with other transportation agencies, such as the State of Minnesota and Goodhue County, to incorporate a Complete Streets philosophy with projects that are completed within Red Wing. Given the diversity of the natural and built environment in the Mississippi River bluff country where Red Wing is located, flexibility in accommodating different modes of travel is essential to balancing the needs of all corridor users, The City will implement Complete Streets in such a way that the character of the project area, the values of the community, and the needs of all users are fully considered, Therefore, Complete Streets will not look the same in all environments, neighborhoods, and development contexts, and will not necessarily include exclusive elements for all modes. Bicycle, pedestrian, and transit facilities shall be included in street construction; re- construction, repaving, and re- habilitation projects, except under one or more of the following conditions: 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 filing, 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 Planning Director 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 ROW acquisition. 4. Developing Complete Streets will be a priority on all corridors, and every transportation and development project will be treated as an opportunity to make improvements. This will include corridors that provide connections or critical linkages between households and activity centers, such as commercial centers, schools, other institutions, parks, and recreational facilities. The policy applies to both new and retrofit projects and will be included in design, planning, maintenance, and operations of the city's transportation system. 5. 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. 6. The City will develop implementation strategies that may include the following: O When developing feasibility reports for street projects, the City Engineer shall include a section of the report that describes how the project meets the Complete Streets policies. • The Panning Department shall complete an inventory of the pedestrian and bicycling facility infrastructure integrated with the Roadway Network Database. This shall be completed by July 1, 2011. O The Planning Commission shall draft a biking and pedestrian network plan for City Council adoption by December 31, 2011. ® The Engineering Department shall complete an initial evaluation and revision of any transportation design manuals related to Complete Streets by December 31, 2012. J`� Adopted this 10 "day of January, 2011, ATTEST: Kathy Seymour Johnson, MCMC City Clerk (seal) o The Planning Commission shall complete an evaluation and revision of the City Subdivision Code as it relates to Complete Streets by December 31, 2012. • The City Engineering Department and the City Planning Department shall jointly complete an evaluation and revision to the City Assessment Policies as it relates to Complete Streets for City Council consideration by December 31, 2012. • The Planning Commission shall complete an evaluation and review of all existing adopted transportation plans to consider their compatibility with this Complete Streets Policy, by December 31, 2011, ® The City Engineering Department and Planning Department shall jointly complete an identification of goals and targets and tracking measures such as level of safety for users, by December 31, 2011. Presented to the.Mayor at .m. on this day of 2011. Approved this day of , 2011, Ralph Rauterkus, Acting Mayor Ralph Rauterkus, Council President MORPC Complete Streets Policy MORPC Complete Streets Policy (03312010) 1. Background MORPC has long been a proponent of creating a multimodal, safe and efficient transportation system that ensures accessibility to all roadway users. In order to increase the number of projects that provide bicycle and pedestrian facilities in central Ohio, MORPC adopted a Routine Accommodation policy in 2004. This policy recognized the importance of and encouraged the construction of non - motorist facilities by putting a mechanism in place that required all project sponsors receiving MORPC- attributable federal funding to provide bicycle and pedestrian facilities in their design and construction phases as appropriate. Since 2004, MORPC has engaged in intensive research to better understand how it can help make the region as attractive, livable, and prosperous as possible. The foundation of this research was a multifaceted growth strategy called Regiona! Connections. The objectives of Regional Connections were to create an understanding of central Ohio's anticipated growth over the next 20 to 30 years, and to formulate a strategy to address this growth in a way that would enhance the region aesthetically and economically. In 2007, MORPC adopted the recommendations of Regional Connections as "a significant guiding framework for Commission policy decisions." This Complete Streets policy builds upon these efforts and promotes a multimodal transportation system that is integrated with sustainable land use developments. Its main objective is to design and build roads that safely and comfortably accommodate all users of roadways, including motorists, cyclists, pedestrians, transit and school bus riders, delivery and service personnel, freight haulers, and emergency responders. It includes people of all ages and abilities. Building complete streets provides many benefits to residents, business owners, developers, and the community as a whole. First and foremost, embracing the complete streets concept will create balanced transportation systems by providing accessible, safe, and efficient connections between destinations. It will bolster economic growth and stability while increasing property values. It will ensure job growth, reduce crashes through safety improvements, improve public health and fitness, reduce harmful emissions, and reduce the overall demand on our roadways by allowing people to replace motor vehicle trips with active transportation options. Secondly, integrating sidewalks, bike facilities, transit amenities, or safe crossings into the initial design of a project spares the expense and complications of retrofits later. 2. Definition Complete Streets are roadways designed to safely and comfortably accommodate all users, including, but not limited to motorists, cyclists, pedestrians, transit and school bus riders, delivery and service personnel, freight haulers, and emergency responders. "All users" includes people of all ages and abilities. 3. Vision /Purpose To create an equitable, balanced, and effective transportation system where every roadway user can travel safely and comfortably and where sustainable transportation options are available to everyone. The goals of this Complete Streets Policy are: 1.) To create a comprehensive, integrated, and connected transportation network that supports compact, sustainable development and provides livable communities. 11.e MORPC Compete Streets Poficy {0'312010) 2) To ensure safety, ease of use, and ease of transfer between modes for all users of the transportation system. 3) To provide flexibility for different types of streets, areas, and users. 4. Policy Policy Statement 1. MORPC will promote the Complete Streets concept throughout the region and, therefore, recommends that all local jurisdictions and the state adopt comprehensive Complete Streets policies, consistent with the Regional Policy. MORPC will seek incorporation of the Complete Streets concept and policy into the development of all transportation infrastructures within the region at all phases of their development, including planning and land use control, scoping, design approvals, implementation, and performance monitoring. 2. MORPC requires that all projects receiving MORPC - attributable federal funding adhere to this policy. MORPC members receiving MORPC - attributable federal funding shall fill out the checklist accompanying this policy. More information on the review and appeals process is available in the Applicability section. Projects utilizing any other funding sources are also encouraged to adhere to this policy. Applicability This Complete Streets Policy applies to all projects, including the new construction, reconstruction, rehabilitation, repair, maintenance, or planning of roadways, trails and other transportation facilities that will use federal funds allocated through MORPC. Review process - The following three steps will be part of the general review process of MORPC- funded projects. A MORPC checklist accompanying the policy was developed to guide project sponsors through the project definition, scoping, funding application, and project design stages. Step 1: As described in MORPC's funding application process, MORPC staff will perform an initial screening of new requests and discuss with the applicants the competitiveness of their requests in comparison to other projects and available funding. MORPC staff will also be available to discuss the different ways of adhering to the Complete Streets policy and provide technical assistance. Step 2: Projects sponsors applying for MORPC - attributable federal funding will be asked to provide a statement that their project will comply with the Complete Streets policy by accommodating all users as reasonably as possible. Questions as shown in the Complete Streets checklist Section A are only informational. Applicants will respond to these questions as part of completing the funding application itself. Step 3: After MORPC has committed funding to a project, MORPC staff will review the project throughout the design phase to ensure that the requirements are met and to provide assistance where needed. The completion of the answers in Section B of the Complete Streets checklist will assist with this process. Because of the flexibility of the policy and the variety of approaches that a sponsor may take to complete a street, MORPC staff, as stewards of the Complete Streets policy, will work with the project sponsor throughout the project development to find an acceptable solution for both parties. MORPC staff will maintain publically available information describing the nature and extent of the compliance with the Complete Streets policy. The appeals process described below would be used in those instances where sponsors and staff cannot reach an agreement. MORPC Compete Streets Policy (03312010) Appeal process - Project sponsors may request an exemption or re- review of their projects by the Appeals committee if they cannot reach an agreement with MORPC staff. The Appeals committee is made up of a total of six (6) people who are appointed by the Policy Committee Chair for two years terms. Members may be reappointed for successive terms. The voting membership consists of three (3) representatives of local communities and twa (2) public members who are all knowledgeable about transportation design. This committee is supported by one (1) non- voting MORPC staff. The Appeals committee will meet on an "as needed" basis. MORPC staff will review the requests initially and provide a report with recommendations to the committee in advance of each meeting. The applicant will have the opportunity to review the report and add comments to it prior to its submittal to the committee, During each meeting the committee shall discuss and evaluate the request(s) and vote on a recommendation. The committee may invite the applicant to attend the meeting(s). A quorum will consist of at least three (3) voting members, and a majority of the voting members of the full appeals committee is needed to act. Members with conflicts of interest on a particular project before the committee must recuse themselves from deliberation on that project. In the event that the sponsor disagrees with the action of the Appeals committee, the sponsor may appeal to the MORPC Policy Committee officers who may or may not elect to hear the appeal request. Instead of an exemption, the Appeals committee may also suggest a lesser level of accommodation. All exemptions will be kept on record and made publicly available. Over the next year, MORPC staff will prepare an exemption document that will help streamline the appeals process. Exceptions would account for issues of prohibitive costs, highways or other roads where pedestrians are not allowed, and other justifiable reasons that arise during development of projects with allocated MORPC funds. Requirements ▪ Each project shall use the most appropriate design standards and procedures. For projects using MORPC attributable federal funding, it will be necessary to meet or exceed standards and procedures acceptable to the Ohio and U.S. Departments of Transportation, such as the Ohio Department of Transportation's Project Development Process and Location & Design Manual. ▪ Project sponsors shall fill out Section B of the checklist accompanying this policy and provide completed form to MORPC. ■ Designs shall include accommodation of all users and be sensitive to the context of the project setting. It is important to note that Complete Streets may look different for every project and road type. For example, wide lanes or paved shoulders may be sufficient in a rural area, whereas sidewalks and /or bike lanes are needed in an urban setting. Also, when re- striping projects are considered, where the right -of -way will not change, options such as bike lanes, sharrows, and pedestrian crosswalks could still be implemented. More information and examples will be provided as part of the checklist and toolkit. ▪ A systems approach shall be used in developing roadway projects, especially to ensure coordination with nearby jurisdictions, projects, and plans irrespective of the project sponsor. • If there is another project planned or in development near this project the two should be coordinated to ensure consistency in the facilities serving the corridor. ■ Logical termini should be chosen to include connections through "pinch points," such as overpasses, railroad crossings, and bridges. Logical termini should not be chosen so that the project ends before such a "pinch point" unless there is a compelling reason to do so. MORI'C Complete Streets Policy (03312010) • If the project serves a destination point, such as a school, recreational facility, shopping center, hospital, or office complex, the project shall provide the opportunity for the destination to have access to the project's pedestrian and bicycle facilities. • Every project shall involve the local transit agency in the design process to ensure that sufficient accommodation of transit vehicles and access to transit facilities is provided. The project sponsor shall provide the local transit agency during Step 1 of the Project Development Process the opportunity to participate throughout the entire process. Public transit facilities shall be designed with the goals of Complete Streets in mind, by including sidewalks, bicycle connections, or secure bicycle parking, among others. Every project shall provide the opportunity for utility /telecommunications infrastructure to be appropriately accommodated to allow for existing and future growth. Efficient use of right -of -way during construction and maintenance should be considered to improve access to utility systems, including future broadband networks. This policy is not intended to create new rights for utilities outside those provided by existing law and contract. • Every project shall ensure that the provision of accommodations for one mode does not prevent safe use by another mode (e.g., a bus shelter should not block the clear walking zone on the sidewalk). 5. Recommendations • All users should be considered during the entire life cycle of a project, including planning, design, construction, operations, and maintenance. • Street furniture, such as bike racks or benches, should be considered as part of all projects as long as they do not impede any user. • When designing a facility that includes or crosses an existing or future transit route, ensure that the appropriate pedestrian and wheelchair access is provided to and from the transit stops. ■ Traffic - calming elements including, but not limited to, landscaping, street trees, and narrowing of lanes, should be considered where safe and appropriate. • Project sponsors should consider including street trees and landscape components, with careful analysis of tree, site, and design considerations. ■ Special consideration should be given to future planned facilities or services. ■ Each project design should be coordinated with appropriate access management strategies. Access management strategies should consider the placement of sidewalks and ramps to eliminate sight distance issues. • Although this policy focuses on engineering projects, the project sponsor should provide education, encouragement, and enforcement strategies during or after the project. The education component should include government officials, developers, and the public. A toolkit designed by MOIRPC staff will provide best practices, ideas, and resources to help with these efforts (see implementation section). • While this policy focuses an transportation, local governments should review their and use and zoning policies to provide for mixed land use developments and projects that provide direct non - vehicular connections within a given development. • Each local community should regularly update its project design standards and procedures and train its staff to adhere to them. • Local governments are encouraged to adopt their own Complete Streets policies, consistent with this regional policy and federal and state design standards. State governments should work with the local Metropolitan Planning Organizations to ensure consistency in polices at the state, regional and local level. MORPC Complete Streets Policy (03 312010) 6. Implementation Upon approval and adoption of this Complete Streets policy, it will become part of MORPC's planning process and project selection for MORPC - attributable funding. The principles of this policy will also guide MORPC staff in the preparation of the Regional Transportation Plan and other plans it prepares or to which it contributes. A toolkit will be developed and provided to each community in modules as they become available. The objective of this toolkit is to assist project sponsors in developing Complete Streets projects. This toolkit will contain model policies, sample design standards, examples for land use and zoning practices, educational and enforcement strategies, and information on other resources. 7. Evaluation MORPC shall, at a minimum, evaluate this policy and the documents associated with it on an annual basis. This evaluation may include recommendations for amendments to the Complete Streets Policy, including the development of exemption guidance, and subsequently be considered for adoption by the Policy Committee of MORPC utilizing its then current public and member involvement procedures. vo 5 Hennepin County Board Action Request 09-0058 Item Description: Develop a Hennepin County Complete Streets policy and report back annually to the County Board - offered by Commissioners McLaughlin and Dorfman Resolution: ww w.hennopirIMS WHEREAS, Complete Streets are designed and operated to assure safety and accessibility for all the users of our roads, trails and transit systems, including pedestrians, bicyclists, transit riders, motorists, commercial and emergency vehicles and for people of all ages and of all abilities; and WHEREAS, Complete Streets reduce congestion by providing safe travel choices that encourage non - motorized transportation options, increasing the overall capacity of the transportation network as well as decreasing consumer transportation costs; and WHEREAS, Complete Streets will help Hennepin County achieve our Cool Counties goal to reduce greenhouse gas emissions as more people choose an alternative to the single occupant vehicle, thereby improving air quality and alleviating public health concerns such as asthma; and WHEREAS, Complete Streets support economic growth and community stability by providing accessible and efficient connections between home, school, work, recreation and retail destinations by improving the pedestrian and vehicular environments throughout communities; and WHEREAS, Complete Streets enhance safe walking and bicycling options for school age children, in recognition of the objectives of the national Safe Routes to School program and the Centers for Disease Control and Prevention's Physical Activity Guidelines; and WHEREAS, Complete Streets can help reduce crashes and injuries and their costs; and WHEREAS, Complete Streets is consistent with the Board - approved principles of Active Living Hennepin County, to promote the integration of physical activity into the daily lives of Hennepin County residents; and WHEREAS, Active Living Hennepin County, Blue Cross and Blue Shield, and the Hennepin County Transportation Department sponsored a Complete Streets workshop on December 5, 2008, where national experts met with key county, city and state leaders and our Active Living partners; therefore BE IT RESOLVED, that in order to develop and maintain a safe, efficient, balanced and environmentally sound County transportation system for people of all ages and abilities, transportation and development projects shall incorporate a Complete Streets philosophy that expands transportation choices; and BE IT FURTHER RESOLVED, that in keeping with the County's Active Living principles, the Board directs the Active Living Interdepartmental Workgroup, along with other key staff as selected by the county administrator, to develop a County Complete Streets policy and report back annually to the County Board on how the policy will be implemented into all types and phases of Hennepin County's transportation and development projects; and BE IT FURTHER RESOLVED, that the Hennepin County Board of Commissioners encourages cities, counties, and the state to work together to make Complete Streets a reality throughout Minnesota. Page 2 of 3 4e Hennepin County Board Action Request (continued) WWW. Requesting Department Recommendation from County Administrator Committee Assignment Commissioner Dorfman Public Works, Energy & Environment Committee Background Approvals Department Head Deputy /Assistant Administrator County Administrator Page 3 of 3 43 Date Date Date Complete Streets Policy Final draft for the Board June 10, 2009 This Complete Streets policy was created under Hennepin County Board Resolution 09- 0058R1. The resolution demonstrates the county's commitment to develop and maintain a safe, efficient, balanced and environmentally sound county transportation system and to support Active Living -- integrating physical activity into daily routines through activities such as biking, walking, or taking transit. The county strives to be a leader in providing opportunities and choices for its residents, and believes that a well- planned transportation system that includes Complete Streets demonstrates this leadership. Hennepin County will enhance safety, mobility, accessibility and convenience for all corridor users including pedestrians, bicyclists, transit riders, motorists, commercial and emergency vehicles, and for people of all ages and abilities by planning, designing, operating, and maintaining a network of Complete Streets.•This policy applies to all corridors under Hennepin County jurisdiction. The county will work with other transportation agencies to incorporate a Complete Streets philosophy and encourages the State of Minnesota, municipalities, other counties and regional organizations to adopt similar policies. Given the diversity of the natural and built environment in Hennepin County, flexibility in accommodating different modes of travel is essential to balancing the needs of all corridor users. The county will implement Complete Streets in such a way that the character of the project area, the values of the community, and the needs of all users are fully considered. Therefore, Complete Streets will not look the same in all environments, communities, or development contexts, and will not necessarily include exclusive elements for all modes. Developing Complete Streets will be a priority on all corridors, and every transportation and development project will be treated as an opportunity to make improvements. This will include corridors that provide connections or critical linkages between activity centers and major transit connections, and in areas used frequently by pedestrians and bicyclists today or with the potential for frequent use in the future. Hennepin County will conduct an inventory and assessment of existing corridors, and develop Complete Streets implementation and evaluation procedures. The Complete Streets policy and implementation procedures will be referenced in the Transportation Systems Plan and other appropriate plans or documents. Applicable design standards and best practices will be followed in conjunction with construction, reconstruction, changes in allocation of pavement space on an existing roadway, or other changes in a county corridor. The planning, design, and implementation processes for all transitway and roadway corridors will: • Involve the local community and stakeholders, • Consider the function of the road, • integrate innovative and non - traditional design options, • Consider transitway corridor alignment and station areas, • Assess the current and future needs of corridor users, • Include documentation of efforts to accommodate all modes and all users, • Incorporate a review of existing system plans to identify Complete Streets opportunities. Hennepin County will implement Complete Streets unless one or more of the following conditions are documented: • The cost of establishing Complete Street elements is excessive in relation to total project cost. • The city council refuses municipal consent or there is a lack of community support. • There are safety risks that cannot be overcome. • The corridor has severe topographic, environmental, historic, or natural resource constraints. The County Engineer will document all conditions that require an exception. The Assistant County Administrator for Public Works will provide the Hennepin County Board with annual reports detailing how this policy is being implemented into all types and phases of Hennepin County's Public Works projects. Hennepin County will identify and apply measures to gauge the impact of Complete Streets on Active Living and the quality of life of its residents. ys 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 IY49 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: 1. 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, except under one or more of the following conditions: µ7 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 ti� 2009. 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 49 ROCHESTER, MINNESOTA, THIS ATTEST: PASSED AND ADOPTED BY THE COMMON COUNCIL OF THE CITY OF (Seal of the City of Rochester, Minnesota) Res051Resolu.CompleteStreets CITY CLERK DAY OF 2009, PRESIDENT OF SAID COMMON COUNCIL APPROVED THIS DAY OF , 2009. MAYOR OF SAID CITY 10 -0128R PURCHASING AND LICENSING COMMITTEE RESOLUTION PROVIDING FOR A COMPLETE STREETS POLICY AND REQUESTING CITY STAFF TO DEVELOP IMPLEMENTATION STRATEGIES TO INCREASE THE USABILITY OF ALL STREETS FOR ALL APPROPRIATE MODES OF TRAVEL FOR CITIZENS OF ALL INCOME LEVELS, ALL AGES AND ALL ABILITIES IN DULUTH. BY COUNCILOR CUNEO: WHEREAS, the city of Duluth wishes to ensure that all users of our transportation system are able to travel safely and conveniently on all streets and roadways within the public right -of -way in Duluth; and WHEREAS, all users includes citizens of all income levels, all ages, and all abilities, including but not limited to young children, families, senior citizens, those with limited mobility, vision and hearing; and WHEREAS, a policy which recognizes and addresses the needs of all potential user groups in a comprehensive manner is hereinafter referred to as the "complete streets policy "; and WHEREAS, automobile, pedestrian, transit and bicycle connectivity are all part of Duluth's goal of having a interconnected transportation system; and WHEREAS, the city of Duluth wants the absolute best value for the taxpayers funds put into street construction and reconstruction; and WHEREAS, integrating sidewalks, bike facilities, transit amenities, and appropriate 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 and its neighborhoods, providing a key framework for current and future development; and WHEREAS, complete streets have public health benefits, such as encouraging physical activity and improving air quality, by providing the opportunity for more people to walk and bike safely; and WHEREAS, a complete streets policy will solicit significant public input from those who both live on and use the streets; and i 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, because, according to the national weather service, the average first measurable snowfall in Duluth is October 24 and the average last measurable snowfall is April 27 (a span of more than six months), a complete streets policy should encourage design that allows for snow removal in ways that limit the impact on any particular group of users; and WHEREAS, complete streets are essential in providing safe routes to school for children; and WHEREAS, an acceptable complete streets policy and implementation strategy may include the following: (a) Specifies that "all users" includes pedestrians, bicyclists, skaters, motorcycles and motor scooters, transit vehicles, motorized and non - motorized wheelchairs and other users and includes users of all ages and abilities, including young children, families, senior citizens, and those with limited mobility, vision or hearing; (b) Recognizes the need for flexibility because all streets are different and all user needs will be considered; (c) Shall apply to both the construction of new street, the reconstruction of existing streets and incorporate certain maintenance operations when appropriate and practical and may address issues of design, planning and operations of the entire right -of -way; (d) Requires any exceptions to the provisions of the Complete Streets Plan to be specific and sets a clear procedure that requires a process involving cross - department consultation for any approval of exceptions; (e) Encourages the use of the latest and best design standards, including traffic calming where appropriate; 2 (f) Encourages environmentally friendly elements to be incorporated into road design and construction; (g) Requests that complete streets projects fit in with the context of the community; (h) Calls for the review and, if necessary, the revision of any local ly- developed design manuals to encompass the safety of all users; (i) Provides for training of planners and engineers in balancing the needs of diverse users; (j) Creates new data collection procedures to track how well the streets are serving all users; and WHEREAS, the Duluth comprehensive land use plan which is being implemented with the development of the unified development chapter of the city of Duluth Legislative Code, supports the concepts of sustainability, walkability and livability contained in a complete streets policy. NOW, THEREFORE, BE IT RESOLVED, by the city council of Duluth, that it supports the implementation of a complete streets policy in Duluth and requests city staff to develop a policy and implementation plan, and report back to the council by June 15, 2010; and FURTHER RESOLVED, that the mayor's complete streets task force work with city staff, including public works, planning, police, fire, human rights and other appropriate city offices and community organizations such as the metropolitan interstate commission, the Duluth transit authority, and other appropriate agencies, to develop a complete streets policy and a plan for how to implement such a policy that would include all forms of motorized and non- motorized transportation in the planning of future new and reconstructed city streets; and FURTHER RESOLVED, that the city of Duluth should make using complete streets principles a priority when working with other government agencies, including St. Louis County and the state of Minnesota, in developing street 3 53 designs for streets controlled by other agencies within the city limits of Duluth; and FURTHER RESOLVED. that the city council commits to including a complete streets policy and principles in all appropriate future transportation plans. Approved as to form: Attorney CCRFQ REA:jkw 3/2/2010 STATEMENT OF PURPOSE: The purpose of this resolution is to adopt a complete streets policy for the city of Duluth. The complete streets concept recognizes that there are multiple user groups for our streets in addition to traditional car and truck traffic. They include bicyclists, skaters, motorcyclists, wheel chair users, pedestrians and many other user groups. The goal of the policy is to have the needs of all user groups considered in the design and construction of new or reconstructed streets and to have their various needs met to the extent possible. The resolution calls on the city to develop such a policy by early summer, with the input from the entire transportation and planning infrastructure and to implement the Policy in the design of all new and reconstructed streets. 4 5F ORDINANCE 124,4d Introduced by Councilor Baker ORDINANCE AMENDING CHAPTER 54 OF THE CITY CODE (SUBDIVISION ORDINANCE) WHEREAS, a public hearing was held by the City Planning Commission on August 18, 2009, and WHEREAS, the City of Albert Lea Planning Commission voted unanimously to recommend to the City Council approval of an amendment to the Subdivision Ordinance by adding Section 129 (t); now, therefore THE CITY OF ALBERT LEA ORDAINS: Sec. 1. An amendment to Chapter 54 of the Subdivision Ordinance to add Section 129(t) to read: All subdivisions shall be designed with complete streets. Complete streets means a system that provides for auto, truck, pedestrian and alternate vehicle travel including bicycles, scooters, wheelchairs, and similar transport devices. These system requirements will be determined based on the most appropriate facility. Shared user paths may be appropriate and on street dedicated bicycle lanes, may also be required. If there are sidewalks they shall be not less than five feet in width and setback off the curb not less than five feet. The system shall connect to adjoining subdivisions and to destinations such as parks, churches, schools, institutions, and other public facilities. Appropriate accessible facilities shall be placed at all intersections. Sec. 2. That the reading of this Ordinance is waived by Council Consent. Sec. 3. Effective Date. This ordinance shall take effect thirty (30) days following its final passage and adoption. That the motion for the adoption of the foregoing ordinance was duly seconded by Councilor Kehr and upon a vote being taken thereon, the following voted in favor thereof: Councilors Rasmussen, Baker, Kehr, Olson, Anderson, Brooks and Mayor Murtaugh. Mayor Murtaugh declared Ordinance 124,4d passed and the following voted against the same: None Introduced, read the first time August 24, 2009 Read the second time and passed September 14, 2009 Filed and attested Secretary of the Council sss:08 -24 -09 — 9 -14 -09 Ordinance 124,4d Mayor Michael K. Murtaugh sss:08 -24 -09 — 9 -14 -09 Ordinance 124,4d s(e C7 5 0 b rzs P- Ij 4 N CI 1 0 v .H ',741 P 0 a . bA H 0 i ,,., id 0 b.,0 O }' T.', a� ' N � H C.3 bA y v '� N c a d 0 '+ till �J v �, a) Ra ° ° ': O di c) +> >..i v u, V u c. 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Density Standards as) w v r: a • a o 0 U ro 0 ct 4 k' a H 0 v p O cC p •.B r U tip a CU m w En 1.3 Pi V b ed 0 . w� kJ et 3., ..fl U �, ,n a 'W y ', v 0 Ei c _ V m E a s n ✓ U Q , o C G " v 0 .1.1 U XI OU w ' p a U Li) ri Q.) fat J g • 0 74 a 0 0 00 Q 7, U � a � a a cd � U � O H bA 0 0. -t V 0 0 b a -0 o rd W d o 0 0 a U O • � 0 0 C , � bf3 ed 0 a i b cd ° cd 0 0 41 H � � o 0 a - a C) O 4-4 0 0 ca En O - X40 0 ai ,� 4.) 0 a t O 0 L cK H To: City of Ea�ali Jon Hohenstein, Director of Community Development Mike Ridley, City Planner From: Mary Granley, Code Enforcement Date: December 20, 2010 Subject: Low Maintenance Mowing Program Standards toward GreenSteps Cities Recognition Attached are standards that have been reviewed by the Engineering, Forestry, Park Maintenance, Fire, Water Resources and Community Developments Departments. These standards have been determined by staff as the "best practices" approach to low maintenance mowing of a property, while still providing for health and safety of the general public. These are the standards we would like to pursue in the spring when the growing season begins. LOW MAINTENANCE MOWING PROGRAM STANDARDS The City is supportive of Low Maintenance Mowing Programs that benefit the environment, while at the same time providing a Less expensive approach to turf maintenance for the owner. It is important to note that there is no such thing as a "no maintenance" mowing program. Any program implemented would require at best a minimum amount of maintenance, and the impact on health and safety of individuals must be considered. Following are basic standards to apply to a Low Maintenance Mowing Program: • Continuously remove any trash or refuse that taller plants tend to gather • Maintain turf grass to a height of 8" or less within 30' of all structures (buildings, sheds, etc.) • Keep street sightlines clear at intersections, driveways, entrances, parking lots, etc, by mowing and maintaining a minimum of 3' from back of curb • Maintain walkway and pathway edging to a height of 8" or Tess within 8 -12" of walkways and pathways for pedestrian safety • Control /flail mow twice a year to eliminate and control woody plant materials on commercial properties • Maintain fence and property line vegetation to a height of 8" of less within 5' of the fence and property lines • No excess soil, vegetation or debris should collect within catch basins or other water drainage collection systems; inspect infiltration basins for excess sediment and debris on a semi - annual basis if catch basins or other water drainage collection systems are present on the property • Low maintenance mowing properties will be marked with informational signage indicating participation in the program; 6" x 6" signs shall state "Low Maintenance Mowing" and will be placed at entrance points to the site • Manage any prohibited primary noxious weeds as determined by MN Rules 1505.0730 in the non -mowed areas by cutting, hand - pulling or chemical control; the list of primary weeds are: o Bull Thistle o Canada Thistle o Garlic Mustard o Field Bindweed o Hemp o Leafy Spurge o Musk Thistle o Perennial Sowthistle o Plumeless Thistle o Purple Loosestrife o Poison Ivy • Dakota County has petitioned and added four weeds for control or eradication to this list which would also require removal; the four weeds are: o Common sunflower o Common cocklebur o Spotted knapweed o Velvet leaf • Other areas of concern will be considered and maintained as they have been historically o Low maintenance is not the same as prairie restoration, which is addressed in Sec. 10.21 of the City Code o Steep slopes are impractical to mow, but must be maintained for refuse and noxious weeds o Native natural buffers around wetlands are positive for the environment o Large unmaintained areas in parks are not mowed as they are simply too large, there is no good reason to do so, and this program is consistent with the Park's goal of letting nature take its course o Weed control within all large unmaintained City -owned areas is inconsistent, there are hundreds of acres, it would take too many staff to get the work done, and although flail mowing is used on some sites, spraying and pulling are not practical in all instances tn w a w ..1 jj �{ Ta l 61 44 ✓ � ■ ■ rr ,S∎ aft 4.1 Ld ® _ i) 7,. 2 L 0 "L7 O _ To Iri a t' 4 = = CD o CO g 2 11' c. 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