Hennepin County 2040 Bicycle Transportation Plan: Making Bicycling Safe and Comfortable

Hennepin County 2040 Bicycle Transportation Plan: Making bicycling safe and comfortable

April 14, 2015 Hennepin County, Minnesota

Hennepin County Hennepin County (county), Minnesota encompasses 544 square miles within the Twin Cities metropolitan region, and its geography ranges from the dense urban core of Minneapolis to smaller suburban communities and rural conditions. It is the most populous county in Minnesota, home to 1.15 million residents, and the 35th most populous county in the nation. Nearly one third of county residents live within the City of Minneapolis, the largest city in Minnesota. The mission of county is to enhance the health, safety and quality of life of its residents and communities in a respectful, efficient and fiscally responsible way.

Three Rivers Park District Three Rivers Park District (park district) is a special park district that serves the west suburban Minneapolis/St. Paul metro area of Minnesota, including western Hennepin County. The Minnesota State Legislature established the park district as an independent, special park district in 1957 with the charge of acquiring, developing and maintaining large park reserves and regional parks and trails for the citizens of suburban Hennepin County, the metro area, and the state. The park district manages almost 27,000 acres of park reserves, regional parks, regional trails, and special-use facilities. The name “Three Rivers” comes from the park district’s geography, situated within the watersheds that flow into three significant rivers to this region: the Mississippi, the Minnesota and the Crow. The mission of Three Rivers Park District is to promote environmental stewardship through recreation and education in a natural resources-based park system

The Hennepin County 2040 Bicycle Transportation Plan Partnership The county and park district collaborated on this planning process to update the county’s 1997 bike plan as well as the park district’s regional trail master plan. The partnership is a natural fit given the long-standing collaboration between the agencies on bikeway implementation projects. This partnership illustrates a commitment of the agencies to work together to continue to develop a world class bikeway system, and it formalizes the relationship by starting to work together earlier in the bikeway development process. Hennepin County 2040 Bicycle Transportation Plan: Making bicycling safe and comfortable

Hennepin County Board of Commissioners Three Rivers Park District Board of Commissioners Mike Opat, 1st District Penny Steele, 1st District Linda Higgins, 2nd District Jennifer DeJournett, 2nd District Marion Greene, 3rd District Daniel Freeman, 3rd District Peter McLaughlin, 4th District John Gunyou, 4th District Randy Johnson, 5th District John Gibbs, 5th District Jan Callison, 6th District Larry Blackstad, Hennepin County Board appointee Jeff Johnson, 7th District Steven Antolak, Hennepin County Board appointee

Hennepin County Administrator David J. Hough Acknowledgments Project Advisory Group (PAG) Hennepin County Bicycle Advisory Committee Hennepin County Board of Commissioners City engineering and planning staff Mike Opat, 1st District Minneapolis Bicycle Advisory Committee Linda Higgins, 2nd District Corporate bicycle representatives Marion Greene, 3rd District Metropolitan Council Peter McLaughlin, 4th District Metro Transit Randy Johnson, 5th District Minnesota Department of Transportation (MnDOT) Jan Callison, 6th District Minnesota Department of Natural Resources Jeff Johnson, 7th District (MnDNR) Nice Ride Minnesota Three Rivers Park District Board of Commissioners Minneapolis Bicycle Coalition Penny Steele, 1st District Jennifer DeJournett, 2nd District Internal Working Group (IWG) Daniel Freeman, 3rd District Transportation (Roads and Bridges) staff John Gunyou, 4th District Planning, Policy and Land Management staff John Gibbs, 5th District Community Works staff Larry Blackstad, Hennepin County Board appointee Hennepin County Regional Rail Authority staff Steven Antolak, Hennepin County Board appointee Hennepin County Facilities Services staff Three Rivers Park District staff Hennepin County Administration City of Minneapolis staff David J. Hough, county administrator Debra Brisk, assistant county administrator for Public Works Consulting team Jim Grube, Transportation (Roads and Bridges) director Alene Tchourumoff, Planning, Policy and Land Management director

Project Working Team (PWT) Bob Byers, project co-manager, Hennepin County Public Works Kelley Yemen, project co-manager, Hennepin County Public Works Dan Patterson, Hennepin County Public Works Kayla Bromelkamp, Hennepin County Public Affairs Mark Brill, Hennepin County Bicycle Advisory Committee Kelly Grissman, Three Rivers Park District Jason McGrew-King, Three Rivers Park District Rose Ryan, Hennepin County Public Works

Hennepin County 2040 Bicycle Transportation Plan Contents

Executive summary ��x

1. Vision, Goals, Context and Purpose �� 3 The value of a bikeway system ��4 Building the bicycle plan ��6 Attitudes toward bicycling �� 6 Community engagement themes �� 8 Goals, targets and indicators ��10 Existing bicycling conditions ��14 Local ridership ��14 Existing bikeway system ��16 Hennepin County’s role ��17 Background: The 1997 Hennepin County bicycle transportation plan ��17 Three Rivers Park District’s role ��17 Cities’ roles ��18 What has changed since 1997 ��19 Planning process ��21 Community engagement and participation ��23 Living document/plan updates ��23

2. The 2040 Bikeway System �� 27 Defining the system ��27 Bikeway types ��28 The 2040 bikeway system ��35 Summary of Three Rivers Park District regional trail system ��38 Bikeway corridors and gaps ��38 Building a bikeway system to serve all users ��40 Designate an enhanced bicycle network ��40 Attention to detail ��41 Support facilities ��41 Improve connections between transit and bicycling ��44 Support bike share programs ��44 Ensure integration among county, local and regional bikeways ��44 Strategies and actions ��47

3. Programs �� 55 Education and encouragement for bicycling ��55 Programs addressing system safety ��56

Hennepin County 2040 Bicycle Transportation Plan Safety evaluation ��57 Safety education ��58 Safety enforcement ��58 Wayfinding and trip planning ��59 Strategies and actions ��60

4. Policy �� 71 Connection to county plans and policies ��71 Hennepin County active living policies and partnership ��73 Hennepin County complete streets policy ��73 Hennepin County transportation systems plan ��73 Hennepin County public works strategic plan ��74 Hennepin County pedestrian plan ��74 Hennepin County Cool County Initiative ��74 Connection to Three Rivers Park District plans and policies ��75 Three Rivers Park District policy statement ��75 Three Rivers Park District vision plan ��75 Three Rivers Park District sustainability plan ��75 Connection to local plans and policies ��76 Local complete streets policies ��76 Local community comprehensive plans and bicycle plans ��76 Connection to Metropolitan Council plans and policies ��76 Metropolitan Council transportation policy plan and Twin Cities regional bicycle system study ��76 Metropolitan Council regional parks policy plan ��76 Connection to state plans and policies ��77 Minnesota Department of Transportation complete streets policy and work plan ��77 MnDOT GO Vision and statewide multimodal transportation plan ��77 Minnesota Department of Transportation statewide bicycle system plan ��77 Minnesota Department of Natural Resources (DNR) parks and trail programs ��77 Strategies and actions ��78

5. Implementation �� 83 Project prioritization ��84 Successful project development ��86 Project design ��88 Bikeway design toolkit summary ��88 Ongoing training and research ��89 Funding ��90 Existing funding sources ��90 Cost estimates ��92 Maintenance ��93 Current Hennepin County maintenance ��94 Three Rivers Park District trail operations and maintenance ��94

Hennepin County 2040 Bicycle Transportation Plan Evaluation and data management ��97 Performance measures ��97 Collecting and managing data ��100 Hennepin County bicycle count MURP capstone project (2014) �� 101 Strategies and actions ��102

Tables

Table i: Annual mileage target for full system build out ��xvi Table 1: Existing Hennepin County bikeway system mileage ��16 Table 2: Overview and characteristics of bikeway types ��29 Table 3: Hennepin County bikeway system mileage 1997 and 2040 ��35 Table 4: Hennepin County bikeway system mileage ��36 Table 5: Three Rivers Park District existing and planned trail system mileage ��38 Table 6: Planned bikeway system: Corridors and gaps ��39 Table 7: Bicycle parking locations and considerations ��42 Table 8: Minimum bicycle parking guidelines - urban areas, first ring suburbs, ¼ mile of transit facility ��43 Table 9: Minimum bicycle parking guidelines - low density suburban, exurban or rural areas ��43 Table 10: Mileage needed to be built annually to build out 2040 bikeway system ��83 Table 11: Project prioritization criteria ��84 Table 12: Prioritization criteria, factors and data elements ��85 Table 13: Top 25 planned bikeway system corridors ��86 Table 14: Hennepin County top 25 bikeway system gaps ��87 Table 15: Average annual estimated budgeting needs to build out 2040 bikeway system ��94 Table 16: Summary of relevant performance measures identified in existing Hennepin County public works planning documents ��98

Hennepin County 2040 Bicycle Transportation Plan Figures

Figure i. Hennepin County bikeway system implementation 1998-2013 �� xii Figure ii. Three Rivers Park District regional trail visits by bicycle, 2000-2012. �� xiii Figure 1: Results of user preference image survey �� 9 Figure 2: Bicycle commute to work mode share 2012 ��14 Figure 3: Bicycle commute gender gap 2005 - 2012 ��14 Figure 4: Three Rivers Park District regional trail visits by bicycle ��15 Figure 5: Key findings from the Minneapolis pedestrian and bicycling 2013 count report ��15 Figure 6: Existing bikeway system map ��16 Figure 7: Hennepin County bikeway system implementation 1998-2013 ��17 Figure 8: Annual per capita VMT on Minnesota roadways 2000 to 2013 ��19 Figure 9: Annual per capita VMT on the county highway system 2000-2013 ��20 Figure 10: 2040 bikeway system ��36 Figure 11: Three Rivers Park District proposed regional trail system ��37 Figure 12: Bikeway system gaps ��39 Figure 13: Policy framework ��72

Appendices

Appendix A. Community facilitation and engagement for the Hennepin County bicycle transportation plan Appendix B. Detailed list of the plan strategies and actions (including roles and implementation time frames) Appendix C. Bikeway design toolkit Appendix D. Full list of planned bikeway system corridors Appendix E. Full list of identified bicycle system gaps Appendix F. Bicycle parking guidelines Appendix G. Hennepin County crash analysis memo Appendix H. Project prioritization methodology and results Appendix I. 2040 bikeway cost assumptions and cost calculator Appendix J. Three Rivers Park District priority trail crossing improvements Appendix K. Maps: System plan, corridors, gaps, transit/bike integration

Hennepin County 2040 Bicycle Transportation Plan This page intentionally blank. “We don’t own a car so biking is how we get around.” Alexander H. Sheva B.

x / Executive Summary / 2040 Hennepin County Bicycle Transportation Plan Executive Summary

Hennepin County Bike plan purpose Hennepin County envisions a future where residents bicycling vision: are healthy and successful, living in safe and vibrant communities. A robust on- and off-street Riding a bicycle for bikeway system serving all ages and abilities that transportation, recreation, complements other transportation modes and land use will play a significant role in achieving this and health is a comfortable, vision, promoting economic strength, quality of life, fun, routine part of daily and community vitality. life throughout the county The Hennepin County Bicycle Transportation Plan for people of all ages and updates the 1997 Bicycle Plan to guide how, where and when the county and Three Rivers Park District abilities. build bikeways and support facilities. It sets the expectation that all people should be comfortable and safe while biking.

Why bicycling? Bicycling accounts for 2.5 percent of all trips in Hennepin County, more than double the national average. Ridership is increasing rapidly while driving nationwide has been steadily decreasing since 2007.

With the expectation that these trends will continue, the county and park district are committed to creating a bicycle environment that meets the needs of people currently biking and those who will be new to biking. A robust, well-used bicycle network benefits far more people than just the person bicycling today.

2040 Hennepin County Bicycle Transportation Plan / Executive Summary / xi A good bikeway system creates the following Health: Bicycling provides an opportunity for benefits: residents to make physical activity a routine part of daily life. Safety: The bikeway system will help reduce crashes by providing a more interconnected network Clean air: Bicycling helps reduce Hennepin County’s with fewer gaps and more separation from motor carbon footprint, improve air quality and reduce vehicles. harmful pollutants.

Livability: Increasing transportation options Recreation: Bicycling remains among the top three helps achieve broader community goals such as desired recreation activities in Metropolitan Council improved access to jobs, neighborhood schools, and surveys, especially among older residents. 160 community services. Parking and congestion alleviation: Bicycling 140 136 Mobility: Bicycling increases mobility and allows benefits128 more than just the person biking, it also 124 8 people of all ages to reach more destinations benefits4 those who drive. 120 throughout the county. 113 11 Regional economic competitiveness: Supporting

100 Economic sustainability: Bicycling is an affordable 28 bicycling helps keep and attract talented residents transportation option that reduces the cost of85 who seek to live, work and play in a vibrant 80 transportation for everyone, including the74 one-third11 community that embraces their values. Bicycling 66 of people who do not drive, seniors, people8 with infrastructure also brings in tourism spending. 57

Miles Installed 128 60 disabilities, children, and52 low-income9 populations. 124 47 5 113 5 40 35 12 85 74 19 66 17 17 52 57 10 47 20 8 2 35 7 4 2 4 17 19 4.3 8 10 0 4 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

160 Existing Facilities New Facilities

140 136 128 124 8 4 120 113 11

100 28 85

80 74 11 66 8 57

Miles Installed 128 60 52 9 124 47 5 113 5 40 35 12 85 74 19 66 17 17 52 57 10 47 20 8 2 35 7 4 2 4 17 19 4.3 8 10 0 4 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Existing Facilities New Facilities

Figure i. Bikeway system implementation by Hennepin County, 1998-2013

xii / Executive Summary / 2040 Hennepin County Bicycle Transportation Plan “It’s more affordable than a car and I like to stay fit while getting around.” Olivia Q.

Regional Trail Visits by Bicycle 2.3 M 2,500,000 2.2 M

1.9 M 1.8 M 2,000,000 1.5 M 1.5 M

1.3 M 1,500,000

1 M 1 M 1 M 1 M 1,000,000

500,000

’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09 ’10 ’11 ’12

Figure ii. Three Rivers Park District regional trail visits by bicycle, 2002-2012.

2040 Hennepin County Bicycle Transportation Plan / Executive Summary / xiii The county and park district take great pride in the current bikeway system and will continue to improve it by pursuing the following goals:

RIDERSHIP GOAL Promote the bicycle as a mode of transportation that is practical, convenient, and pleasant for commuting, health and exercise, and outdoor recreation. BIKEWAY SYSTEM GOAL Collaboratively build an integrated county bicycle system that allows bicyclists of varying skills to safely, efficiently and comfortably connect to and between all destinations within the county. SAFETY AND COMFORT GOAL Create a safe and comfortable county bikeway system.

SUSTAINABILITY GOAL Implement bikeways and support facilities as an essential tool in realizing environmental, social and economic sustainability. MAINTENANCE GOAL Protect the county’s and the park district’s investments in the bikeway system and reduce seasonal hazards through partnerships.

By 2040, Hennepin County and Three Rivers Park District will…

Quadruple the number of bicycle commuters from 2010’s 12,000 people to 48,000 people by 2040.

Halve bicycle crashes per capita from 2010 levels by 2040 and move toward zero deaths on bicycle.

Bring the ratio of bike commuters who are women to half.

Complete an average of 20 miles of the bikeway system each year.

Will have a bikeway within ½ mile of 90 percent homes in Hennepin County.

xiv / Executive Summary / 2040 Hennepin County Bicycle Transportation Plan What People Want Hennepin County and Three Rivers Park District reached out to 2,700 people to get their opinion on how to improve bicycling in Hennepin County. They said:

»» Overcome physical barriers to bicycling, such as rivers, highways, gaps and railroads. »» Connect bikeways into a continuous system. »» Separate people biking from motor vehicles. »» Reduce reliance on personal motor vehicles. »» Keep bikeways clear and safe in winter. »» Maintain a smooth and predictable bikeway surface.

2040 Hennepin County Bicycle Transportation Plan / Executive Summary / xv Hennepin County 2040 Bikeway System The existing bikeway system includes 651 miles Table i: Annual mileage target for full system build-out of on- and off-street bikeways. The 2040 Bikeway System includes 540 miles of new planned Three Rivers Hennepin Planned bikeways, with almost half of the added system Park District County system off-street. Implementing the 2040 Bikeway Off-street bikeways 7.2 1.9 9.1 System will require ongoing political and public On-street bikeways 11.5 11.5 support to build an average of 20 miles of Total 7.2 13.4 20.6 bikeway each year.

Hennepin County Bicycle Transportation Plan Planned bikeway system - March 2015

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xvi / Executive Summary / 2040 Hennepin County Bicycle Transportation Plan “We bike to get places.” Jonathan T.

2040 Hennepin County Bicycle Transportation Plan / Executive Summary / xvii

1. Vision, Goals, Context and Purpose

Hennepin County’s overall vision is for a future Hennepin County where residents are healthy and successful, living in safe and vibrant communities. A robust on- and off- bicycling vision: street bikeway system serving all ages and abilities that complements other transportation modes and Riding a bicycle for land use will play a significant role in achieving this transportation, recreation, vision, promoting economic strength, quality of life, and health is a comfortable, and community vitality. fun, routine part of daily life To help achieve the county’s vision, the 2040 Hennepin County Bicycle Transportation Plan throughout the county for explores attitudes and perceptions about bicycling people of all ages and abilities. across the entire population, as opposed to focusing solely on the needs and desires of existing bicyclists. This plan will create a safe, comfortable and efficient bicycling system that will encourage a broad range of current and future bicyclists. Riding a bicycle should feel like — and actually be — a safe way to get from one place to another. Additionally, it is important that people view bicycling as an efficient and easy option (in terms of time and cost) compared with driving and walking. In support of the overall county vision, the county has established the bicycling vision shown to the left.

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 3 This plan updates the 1997 Hennepin County people should be comfortable and safe biking. The Bicycle Transportation Plan to provide a plan will be used to prioritize investments, guide framework for the future of bicycling in the design and set county and park district policy for county based on community input, the benefits the provision of bikeways and support facilities. the system will yield, and the county’s ridership characteristics. It strengthens the collaboration between Hennepin County and Three Rivers The value of a bikeway system Parks District, and charts a course for the agencies and their partners to advance bicycling for This is a bike plan not just for bicyclists, but for transportation and recreation through 2040. everyone. A robust, well-used bicycle network benefits far more people and principles than The plan establishes an updated, aspirational just the person bicycling today. In many areas vision that builds upon the successes of the 1997 the bikeway system will be multiuse, creating plan. It envisions bicycling in Hennepin County opportunities for walking, jogging, skating, to be a convenient, safe option for many types pushing a stroller and the like. Exclusive bikeways of trips for transportation and recreation. The also will benefit these activities by removing much emphasis is on enhancing transportation facilities of the bike traffic from pedestrian areas. and programs to support and encourage a broad range of current and future bicyclists. Safety: The 2040 bikeway system will help reduce crashes by providing a more interconnected While the plan focuses on addressing the needs network with fewer gaps and more separation of new bicycle riders, the plan’s recommendations from motor vehicles and pedestrians. Increasing will also benefit the many people already the number of people bicycling has been shown biking. The plan is designed to serve the entire to lower crash rates over time due to higher community, whether they have been riding for expectation of bicycles presence on the street by years or are beginning their first journey. motorists.1 A well-designed bikeway system can The plan will guide how, where and when the also reduce conflicts between bicyclists, transit county and park district build bikeways and vehicles, motor vehicles and pedestrians, resulting 2 support facilities. It sets the expectation that all in a safer transportation system for all users.

4 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan Livability: Bicycling is a quiet, clean and fun way to travel. It increases social interaction because people biking travel at a pace that enables them to communicate with people around them. Increasing transportation options can help achieve broader community goals such as access to jobs, neighborhood schools, and community services. It can also increase the affordability of living in the region by lowering transportation costs.3

Mobility: Bicycling increases mobility and allows people of all ages to reach more destinations throughout the county. Mobility benefits are especially important for those who cannot or choose not to drive.

Health: Sedentary lifestyles contribute to the rapid increase in obesity, which is associated with many preventable diseases and raises health care costs.4 Bicycling provides an opportunity to make physical activity a routine part of daily life. Parking and congestion alleviation: Bicycling Finances: For most households, transportation benefits more than just the person biking, it also is the second largest expense after housing, benefits those who continue to drive. Nearly consuming up to 25 percent of income in half of all trips are less than three miles long, a auto-dependent communities.5 Bicycling is an distance more appropriate for a bicycle than a car. affordable transportation option that reduces the Biking these trips alleviates traffic congestion and cost of transportation while extending the reach reduces the space needed for parking. and viability of transit. Regional economic competitiveness: Economic sustainability: Lack of nonmotorized Supporting bicycling helps keep and attract transportation options disproportionately affects talented residents who seek to live, work and play seniors, people with disabilities, children, and in a vibrant community that embraces their values. low-income populations, many of whom are Bicycle-friendly communities attract businesses, among the one-third of people who do not drive. tourism and new residents. Millennials, those born Bicycling extends transportation options to in the 1980s and 1990s, are mobile, educated, and people of all socioeconomic backgrounds. interested in living in communities that provide transportation options, especially biking, walking Clean air: Bicycling helps reduce Hennepin and transit.7 County’s carbon footprint. Replacing motorized trips with bicycling trips improves air quality and Bicycling infrastructure also brings in tourism reduces harmful pollutants.6 spending: according to the U.S. Travel Association, bicycling is now the third most common vacation Recreation: Bicycling remains among the top activity.8 A 2009 report by the League of American three desired recreation activities in the Twin Bicyclists reveals that bicycling brings in $1 billion Cities, especially among older residents. As a year to Colorado’s economy, while bicycle- Hennepin County’s population ages, the bikeway related activity in Portland, Oregon, contributes system will meet expanding needs for both $90 million to the local economy and supports 850 nonmotorized transportation and recreation. to 1,150 jobs.9

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 5 Building the bicycle plan 1% Recognizing the value that bicycling brings to the county, it’s also important to understand who Strong and fearless 9% Enthusiastic rides, who doesn’t and why. This understanding of and con dent ridership characteristics, both from research and community engagement, is the basis for the goals 37% of this plan and allows the county to better build a 53% bicycle transportation system that serves all users.

Attitudes toward bicycling

Many communities, Hennepin County included, Not able or interested have succeeded in attracting experienced and Interested but concerned confident bicyclists to bike for transportation. The ●● Minimum bikeway: none different from those challenge moving forward is to encourage the serving motor vehicles majority of people who are less comfortable with the current system to ride, particularly for short ●● Preferred bikeway: shoulders or bike lanes trips. This makes it important to understand general attitudes toward bicycling, as they provide clues as ●● Support facilities: fewer stops, signals timed to which strategies are more likely to succeed. to be compatible with bicycling speed, signals that detect bicycles, secure bicycle parking The Oregon Transportation Research and Education Consortium10 identified four general attitudes and ●● Education needs: rules of the road for when perceptions about bicycling, which are expanded biking and when driving upon below. These groups are imprecise and fluid; someone might behave in a manner consistent with Enthusiastic and confident — 9 percent of people one category one day and another the next based on purpose, with whom they are biking, familiarity People in this group are comfortable sharing the or whim. As people gain experience biking, they road with auto traffic, but prefer bikeways and will often change their attitudes and perceptions. go a little out of their way for a better bikeway. Bicycling often is a secondary part of their identity and they will bike to maintain this status. They might Strong and fearless — about 1 percent of people wear clothing that works well for biking but also is This group generally is undeterred by any roadway wearable as everyday clothing. conditions or design. They often define themselves 1% by their bicycling activity, and maintaining their ●● Minimum bikeway: slow identity as a bicyclist is important to them — they streets, shoulders, bike lanes or roadside trails will bike for the sake of biking. They usually take Strong and fearless 9% EnthusiasticEnthusiastic and the shortest route when biking for transportation, confidentand con dent ●● Preferred bikeway: buffered and will seek challenges when biking for recreation. bike lanes, cycle tracks, bike boulevards, off- These riders prefer separation from pedestrians street trails all37% in a continuous network more than they do from motor vehicles. They tend 53% to wear specialized bicycle gear and ride high- ●● Support facilities: secure bicycle parking, performance bikes. Their passion for bicycling can drinking water, intersection treatments that make them vocal bicycle advocates, delineate bicycle space, trip planning but it 1%is important to consider their ● Education needs: how and where to safely bicycling experience is far different Not● able or interested from that of most people. operate a bicycle, rules of the roadInterested when but concerned Strong and fearless Enthusiastic biking and driving, advanced bicycle repair 9% and con dent

6 / Vision, Goals, Context,37% and Purpose / Hennepin County 2040 Bicycle Transportation Plan 53%

Not able or interested Interested but concerned Interested but concerned — 53 percent of people 1% This is the biggest group in the population; Hennepin County and Three Rivers Park District Strong and fearless Enthusiastic 9% mustand attract con dent them if this plan is to be successful. This group includes people who prefer off-street paths for recreation and will ride for transportation 37% where there are bikeways that make them feel safe. 53% Comfort is a priority for them when biking and they often have cushier bikes with an upright riding position. They do not identify themselves as Not able or interested Interested but concerned bicyclists and would not feel guilty if they never biked again. Their motivation for biking typically is to have a good time. One or two uncomfortable experiences can discourage these residents from getting back on their bikes for weeks or months. Many are on the cusp of falling into another group. A good bikeway network will nudge some of them into the enthusiastic and confident group, while a poor bikeway network will push others into the not able or interested group. circumstances change. They still will enjoy the benefits of a bicycling region. ●● Minimum bikeway: quiet neighborhood streets, buffered bike lanes, off-street trail, ●● Bikeways: none needed, but a safe and cycle tracks connected system over time could encourage them to give biking a second look; they would ●● Preferred bikeway: greenway with few motor typically start with short recreational rides vehicle interactions ●● Education needs: rules of the road for driving ●● Support facilities: bike parking, drinking water, and bicycling if they drive, awareness of biking rest rooms, benches, trip planning, wayfinding The greatest opportunity to increase bicycle ●● Education needs: how and where to safely ridership is with the half of people who are bike, how to bike commute, biking with kids, interested but concerned. This group needs a securely parking a bicycle,1% rules of the road significantly better connected, safer, and more when biking and driving, basic bicycle repair comfortable bikeway system if they are to bike for transportation. They also need education and Strong and fearless 9% Enthusiastic encouragement to bike with confidence. Not able or interested — 37 percent of peopleand con dent The research underlying this framework was done This group includes people who have no current 37% in Portland, Ore., and the extent to which these interest in bicycling at all for a 53% attitudes hold true for the rest of the country variety of reasons, or they are or Hennepin County is unknown. However, the unable to bike. Some in this descriptions are consistent public participation for group could transition into the this plan. More than 2,700 residents articulated their interested but concerned group attitudes toward bicycling, facilities and their travel if environmental or personal behaviors in Hennepin County. Not able or interested Interested but concerned

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 7 o Address safety from motor vehicles, safety from crime and perceived safety to address barriers to biking

o Improve end of trip facilities (e.g. secure bike parking)

o Separate bicycles from other modes (including pedestrians) where possible

Please refer to appendix A (Community facilitation and engagement for the Hennepin County Bicycle Transportation Plan) for a full report on engagement activities and results. Community engagement themes Across the spectrum of engagement activities, the Among survey respondents, bicycling routinely following key themes emerged: is used for transportation in addition to being a popular form of recreation. Respondents also ●● People recognize and appreciate the many assets identified what discouraged them from biking more for bicycling already in place often in Hennepin County. The most commonly cited barriers were: ●● People ride bicycles for transportation and recreation and want opportunities to do both ●● Too much traffic or too high speed on roads

●● 55 percent report using a bicycle for commuting to ●● Snow in on-street bikeways or trails work or school two or more days a week ●● Lack of connections to destinations ●● 58 percent report using a bicycle for recreation two or more days a week Survey respondents and public workshop participants also rated their level of comfort biking ●● People prefer bikeways with buffer space or barriers between them and motor vehicles on the photographed facility types below from one to nine (higher values are more comfortable). Figure ●● People want better conditions for bicycling 1 shows results of this outreach. throughout the county, specifically citing the following needs: Participants overwhelmingly preferred images of protected bikeways physically separated from Improve connections from o motorized traffic, rather than on-street bikeways. neighborhoods to regional trails and local destinations The cycle track images and off-street shared-use trail (images A through F), scored highest. The least o Continue to address gaps in the trail preferred bikeway images were of streets without network, intersections, and trail crossings clearly defined space for bicycling (images O, Q and R) or with shared lane markings (image P). However, o Improve coordination between jurisdictions an image of a low-volume residential street without any markings (image J) was cited as somewhat o Improve education and enforcement of comfortable by most respondents. This is consistent traffic laws with research that shows bicyclists are more comfortable sharing the street with motor vehicles Provide consistent ongoing maintenance o when travel speeds and volumes are low. for bikeways These results informed the recommended types of o Address challenges that exist on county roadways such as intersections and high bikeway design treatments and formed the basis for volume roads the goals of this plan.

8 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan Participants overwhelmingly preferred images of protected bikeways physically separated from motorized traffic, rather than on-street bikeways.

9 9 9 8.69 8 8.43 8 8.41 8 7 A 7 B 7 C 6 6 6 5 5 5 4 4 4 3 3 3 2 2 2 1 Most preferred 1 1 0 0 0

9 9 9 8.36 8 8.16 8 8 7 D 7 E 7.95 7 F 6 6 6 5 5 5 4 4 4 3 3 3 2 2 2 1 1 1 0 0 0

9 9 9 8 8 H 8 I 7.55 7 G 7.49 7 7.26 7 6 6 6 5 5 5 4 4 4 3 3 3 2 2 2 1 1 1 0 0 0

9 9 9 8 8 8 7 J 7 K 7 L 6.92 6 6.81 6 6.74 6 5 5 5 4 4 4 3 3 3 2 2 2 1 1 1 0 0 0

9 9 9 8 8 8 O 7 M 7 N 7 6.57 6 6.39 6 6 5 5 5.18 5 4 4 4 3 3 3 2 2 2 1 1 1 0 0 0

9 9 9 8 P 8 8 R 7 7 Q 7 6 6 6 5.09 5 4.83 5 5 4 4 4.69 4 3 3 3 2 2 2 1 1 1 Least preferred 0 0 0

Figure 1: Results of user preference image survey

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 9 Goals Hennepin County bicycling vision: The county’s five bicycle goals create a means to Riding a bicycle for transportation, recreation, achieve the vision and monitor progress. Each goal and health is a comfortable, fun, routine part includes quantifiable targets toward the goal and of daily life throughout the county for people indicators, which are not easily measured but which of all ages and abilities. still indicate progress at some level. Data sources follow the figures in parentheses; indicators do not have data sources, as the information typically is not including connectivity, gaps, snow/ice removal, currently available but can be anecdotally observed. maintenance, and interactions with motor vehicles.

Targets

RIDERSHIP ●● Quadruple the number of bicycle commuters Promote the bicycle as a mode of transportation from 2012’s 12,000 people to 48,000 people by that is practical, convenient, and pleasant for 2040. Meet interim targets of a 25 percent increase by 2020 and a 100 percent increase by 2030. commuting, health and exercise, and outdoor (American Community Survey) recreation. ●● Double the Hennepin County mode share of The county, park district, and their partner bicycling to work from 1.8 percent in 2012 to 3.6 agencies play a critical support role in bicycling for percent by 2040. Meet interim targets of 2 percent transportation through their projects and programs by 2020 and 2.5 percent by 2030. (American that make bicycling an easy and logical choice. Community Survey) Foremost, bicycling for transportation requires a coherent, continuous bike network throughout the ●● Double the percentage of Hennepin County county, and strong programs to support bicycling employees commuting by bicycle three or more days a week. Meet interim targets of a 25 percent and to encourage people to ride. increase by 2020 and a 50 percent increase by Eighty-one percent of those surveyed as part of 2030. (Employee Health Survey) public engagement for this plan said at least some physical barriers (rivers, highways, railroads, and Indicator bikeway gaps) kept them from bicycling more. Most of the physical barriers identified by respondents ●● Bicycling among women, children, older adults, low income and ethnic groups increases to a level are at least influenced by county practices, proportionate to their population.

10 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan BIKEWAY SYSTEM Indicators Collaboratively build an integrated county bicycle ●● The Twin Cities region, including Hennepin system that allows bicyclists of varying skills to County, continues to be recognized as a world- safely, efficiently, and comfortably connect to and class bicycling region. between all destinations within the county. ●● The region leads the nation in bicycle-friendliness A bikeway system that is safe, seamless and easy and rates of bicycling. to use regardless of who owns and operates each facility. In fact, forty-nine percent of those surveyed ranked better connections in the bikeway system in their top five priorities for improving bicycling SAFETY AND COMFORT in Hennepin County. The county, Three Rivers Create a safe and comfortable county bikeway Park District, and local partners should therefore system. collaborate to build a high quality system that closes gaps and ensures residents throughout the People want to bike where they feel safe — county have convenient and safe access to the generally on bikeways protected from motor vehicle network. The county and Three Rivers Park District, traffic and on low volume streets. Studies show as regional agencies, should play a leadership role improving the quality of a bikeway system directly in coordinating bikeway system development correlates with increased bicycling rates. Survey among local jurisdictions to provide this access and respondents heavily favored bikeways with physical continuity. separation from motor vehicle traffic — the top six preferred bikeway types are protected from motor The Hennepin County complete streets policy vehicles while the three lowest-scoring images are (adopted in 2009) guides the county to develop of shared spaces without clear mode delineation. and maintain a safe, efficient, balanced, and environmentally sound county transportation Policies and programs improve bicycling operation system. Creating a safe and inclusive transportation and behavior, contributing to a safe bikeway system system is especially important for people biking, for people biking, driving and walking. Public safety who are more vulnerable in crashes with motor campaigns, community events, law enforcement, vehicles. For people biking, safety technology and wayfinding create an attractive system in which resides not in their vehicles, but largely in the people are comfortable, competent and confident transportation system design. Improvements bicycling. Conflicts between people biking and to the design, operation and maintenance of walking, particularly on regional trails, will be transportation system as well as user education will addressed through education, enforcement and be critical to reducing the number and severity of mode separation. Implementing this plan entails bicycle crashes. the county and Three Rivers Park District increasing the comfort and safety of all users on bikeways. Targets

●● Complete an average of 20 miles of the bikeway system each year. (Internal data)

●● Close an average of five bikeway gaps each year. (Internal data)

●● Achieve an access level where 90 percent of homes in Hennepin County are within ½ mile of a bikeway or within a mile of the enhanced bikeway network. Meet an interim target of 80 percent within ½ mile by 2030. (Internal data)

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 11 Targets due to age, physical ability, income, or by choice. Thirty-four percent of survey respondents in ●● Move toward zero bicycle deaths. (Department of community outreach for this plan indicated they do Public Safety crash statistics) not own a motor vehicle.

●● Halve bicycle crashes per capita from 2010 levels Targets by 2040. Meet an interim target of a 2.5 percent reduction each year. (Department of Public Safety ●● Reduce per capita vehicle miles of travel (VMT) 20 crash statistics) percent from 2000 levels by 2040. (MnDOT)

●● Complete 90 percent of the enhanced bikeway ●● Contribute to greenhouse gas emission reductions system by 2040. (Internal data) from 2007 levels by 30 percent by 2025 and 80 percent by 2050. (Internal data) ●● Bring the ratio of bike commuters who are women to half. (American Community Survey) Indicators

Indicators ●● Increase in number, quality and prominence of bicycle support facilities offered by employers, ●● Resident satisfaction with bicycling conditions housing developments, retail establishments and improves (fewer reported issues, more positive others in the private sector. feedback through surveys, 311 systems, media, etc.). ●● Seamless integration of bicycles in to the transportation system.

SUSTAINABILITY Implement bikeways and support facilities as an essential tool in realizing environmental, social, MAINTENANCE and economic sustainability. Protect the county’s and the park district’s investment in the bikeway system and reduce Bicycling is an important part of a sustainable seasonal hazards through partnerships. community. By providing an alternative to the motor vehicle for shorter trips, bicycle-friendly Maintenance is an important consideration communities are inherently more efficient. This for people choosing whether to bike for a trip, reduces transportation costs for both people and especially if they are interested but concerned jurisdictions. Increased bicycle use also reduces about bicycling. Often the most significant pollutants in the air and water, supporting other determining factor for people deciding whether community goals related to climate change and to bike is their sense of safety. A well-maintained social equity. system, both seasonally and for long-term pavement management, will be safer and more Finally, bicycling helps to enable greater land use comfortable for people to bike on, while an ice- intensity, which creates a more energy efficient covered or rough bikeway will be less comfortable development pattern and preserves open space. and may deter riders. Maintaining the system It can also spur economic development by protects county and park district investments, attracting new businesses and development from increases the system’s utility and encourages people investors who view livability as a marketing tool, to bike. as evidenced by the boom in high-density housing development along the Midtown Greenway. Forty percent of those surveyed put snow removal from on-street bikeways in their list of top five Bicycling promotes social and economic priorities for improving bicycling in Hennepin sustainability by creating transportation options County, behind two issues related to separation for many of the approximately 400,000 Hennepin from motor vehicles, and better connections. Snow County residents who do not drive a motor vehicle and ice removal concerns factored heavily in the

12 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan decision by 49 percent of survey respondents to Indicators not bike at all during winter. Poor riding surface was cited by 25 percent of survey respondents as a ●● Provide detour notifications that are timely and effective. barrier to them bicycling more.

Targets ●● Ensure detour routes are efficient, safe and on a comparable facility type. ●● Double the ratio of bike commuters who bike through winter. Meet interim targets of 25 percent ●● Create tracking system for reported maintenance increase by 2020 and a 50 percent increase by issues and documenting response time for fixing 2030. (To be measured once year round counters problems. are installed as part of the overall county bicycle counting program) ●● Consider formation of a regional trail authority to care for the existing and future trail system. ●● Ensure 67 percent of on-street and off-street bikeways meet the transportation system plan’s ●● Implementation of recommendations from winter present serviceability rating of good or better. maintenance study with partner agencies to be (Internal data) undertaken in 2015.

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 13 Existing bicycling conditions A growing body of research shows that the Hennepin County offers an outstanding trail proportion of female bicyclists is a key indicator of network that is the envy of other communities the comfort and safety of a bikeway system. Women throughout the United States. The on-street tend to be more risk-averse and are therefore less bikeway system has grown rapidly and contributed likely to bicycle when conditions are perceived to be 15 significantly to the increase in ridership and the unsafe. Nationally, only one in four bike commuters region’s bicycling profile. This section examines are women, which would indicate a lack of perceived some of these local and national trends and research safety on bikeways. that underlie the strategies and actions in the plan described in chapters two through five. Hennepin County commute patterns are more encouraging; women now make up more than one third of commuters bicycling. Even more Local ridership encouraging, of the 5,876-person increase in bike People in Hennepin County bike significantly more commuting between 2005 and 2012, almost half than those in all but a handful of U.S. counties. (48.5 percent) were women. Female ridership is a Bicycling accounts for 2.5 percent11 of all trips in key indicator by which to measure the success in Hennepin County, more than double the national implementing this plan for a safe and comfortable average.12 Twenty-one percent of county residents bikeway system. Figure 3 shows the progress and report bicycling for transportation purposes at work that remains to close the bicycling gender gap least once a week.13 Bicycling is most prevalent in in Hennepin County. Minneapolis, where 4.5 percent of trips to work are made by bicycle. Countywide, 1.8 percent of Three Rivers Park District has experienced a commuters bike — that is three times the national substantial increase in bicycling on the regional trail average of 0.6 percent and more than double the system. Between 2002 and 2012, bicycling on the statewide average of 0.8 percent (Figure 2). In trail system more than doubled, to more than 2.3 2012, almost 12,000 people biked to work daily in million visits per year (figure 4). Hennepin County.

Bicycle Mode Share (Commute to Work) Closing the Bicycle Commute Gender Gap 5% 90% 4.5% 80% 77% 4% 70% 66% 60% 3% 50%

40% 2% 1.8% 34% 30% 23% 0.8% 20% 1% 0.6% 10%

0% 0% National Average Minnesota Hennepin County City of Minneapolis 2005 2012

Female Male

Figure 2: Bicycle commute to work mode share 201214 Figure 3: Hennepin County bicycle commute gender gap 2005 - 201216

14 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan Regional Trail Visits by Bicycle 2.3 M 2,500,000 2.2 M

1.9 M 1.8 M 2,000,000 1.5 M 1.5 M

1.3 M 1,500,000

1 M 1 M 1 M 1 M 1,000,000

500,000

’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09 ’10 ’11 ’12 Figure 4: Three Rivers Park District regional annual trail visits by bicycle17

8000 3rd Ave S Bridge Bicycle trips at 4 select locations Hennepin Ave Bridge 187% increase 2003-2014 Stone Arch Bridge Midtown Greenway 6400 at Hennepin Ave S

4800

3200 Estimated Estimated Daily Tra c

1600

0 0 2003 2007 2008 2009 2010 2011 2012 2013 2014 Figure 5: Key findings from the Minneapolis pedestrian and bicycling 2013 count report

Bicycling in Minneapolis has grown substantially 1. Between 2007 and 2014, the number of people since the early 2000s. The city has partnered with bicycling at 30 benchmark locations increased 73 agencies and volunteers to track these increases percent. through an annual counting program that tracks ridership at 30 benchmark locations. The 2014 2. Between 2013 and 2014, the number of people bicycling at 30 benchmark locations increased 1 Minneapolis Bicycle and Pedestrian Count Report percent. highlights three key findings: 3. At the top five biking locations, the estimated number of people biking per day ranged from 3,620 to 7,370.

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 15 Figure 6: Existing bikeway system

Existing bikeway system The current Hennepin County and Three Rivers Table 1: Existing Hennepin County bikeway system mileage Park District bikeway system includes 651 miles of 2014 Existing System Miles on- and off-street bikeways, 140 miles of which are regional trails operated by the park district. The Off-street bikeway 425 bikeway system is well developed and provides On-street bikeway 226 coverage across the county. Table 1 and Figure 6 Existing bikeway system 651 show existing system on- and off-street mileage.

16 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan 160 2013 system total, including prior to 1998 and other agencies: 651 miles 140 136 128 124 8 4 120 113 11

100 28 85

80 74 11 66 8 57 128 60 52 9 124 Miles Installed 47 5 113 5 35 12 85 40 74 19 66 17 17 52 57 10 47 20 8 2 35 4 7 2 17 19 4 10 0 4.3 4 8 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Previous total since 1998 New facilities

Figure 7: Bikeway system implementation by Hennepin County, 1998-2013, cumulative and single-year

Hennepin County’s role many updates and amendments have been Hennepin County plays a key role in providing added to the bikeway system map, and periodic bikeways. County roads are continuous routes refinements have been made to the design that bridge barriers such as railroads, rivers, areas guidance. Although the bikeway system focused on lacking a supportive street network, and interstates. the county roadway system, it was unusual in that Bicyclists need to surmount these barriers, and it also included other significant regional bikeways county roads often are the only option. The county planned by cities and park districts. partnered with local communities and park agencies to implement the 1997 bike plan and to date has As the bikeway system matured and the county completed 55 percent of this network. The county completed 55 percent of the identified network, will continue to partner to build and maintain the the county turned its focus to closing gaps and 2040 bikeway system, which includes bikeways on crossing natural and artificial barriers. In 2002, the county, local and state roadways. county bicycle gap study identified system gaps and prioritized the 25 most critical gaps. About half of The county will also play a role in coordinating the these critical gaps have now been addressed and efforts of local and regional agencies to implement 59 total gaps have been closed. The gap removal the policies and programs identified in this plan. program continues, with an average of four or five gaps addressed every year. Figure 7 shows the total miles of new bikeways built from 1998 to 2013. Background: The 1997 Hennepin County bicycle transportation plan The 1997 bike plan created a vision for a bikeway Three Rivers Park District’s role system that would provide full accommodation Much of Hennepin County’s reputation as a for users of all levels of riding expertise. From its premier bicycle destination can be attributed to inception, the plan was envisioned to be a living the extensive Three Rivers Park District trail system, document, to be used daily for design guidance, which attracted 2.3 million bicycle visits in 2012. reference, and system monitoring. Over the years,

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 17 Three Rivers Park District owns and operates more Cities’ roles than 140 miles of regional trail. These trails largely are a result of a 1972 concept plan for a countywide There are 45 municipalities in Hennepin trail system. The concept examined opportunities County. Each plans for bicycling as part of their and challenges of developing a comprehensive trail comprehensive plans required by the Metropolitan system and set the stage for the world-class trail Land Planning Act. Comprehensive plans define system enjoyed today in Hennepin County. development density, land uses and connectivity of the transportation network, all of which profoundly Trail development in Hennepin County was impact bicycling for transportation. increased significantly in the 1970s when the Hennepin County Regional Railroad Authority Municipalities lead planning, implementation purchased an extensive system of abandoned rail and maintenance of their local bikeway networks. corridors. Although these corridors are set aside Hennepin County collaborates with municipalities ultimately for future potential transit service, in planning and implementing the county bikeway the county has a longstanding collaborative system to ensure connectivity to local networks. arrangement with Three Rivers Park District to In some cases, the 2040 bikeway system extends design, construct, operate, and maintain off-street along local roads; the county will work with local trails as an interim use on many of these former rail governments to implement these corridors. corridors.

The regional trail network originated as a series of Underlying influences on biking recreational routes connecting people to natural Additional factors beyond the county’s control areas. These trails still are important destinations for greatly influence the biking environment. Land use recreational bicycle trips, but user surveys indicate intensity, mix of uses, fuel costs, federal funding they have also become an essential part of the priorities and residents’ resources all play significant transportation network, enabling people to connect roles. This plan cannot address every issue, to destinations throughout the county. particularly since the county has a limited role. Still, the county and park district will work with other agencies and residents to advance biking.

18 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan What has changed and evaluation. These investments contributed since 1997 to a 78 percent increase in bicycling at pilot area Since adoption of the benchmark locations between 2007 and 2013.18 1997 bike plan, Hennepin County’s transportation 2. Bike sharing system has changed dramatically, with In 2010, Minneapolis became the first U.S. city to increased mobility and launch a large-scale bike share system, dubbed access to mode choices Nice Ride Minnesota. Funded jointly through the throughout the county. NTPP and by Blue Cross Blue Shield of Minnesota, 1997 plan cover the system began with 700 bicycles at 70 stations in and around downtown Minneapolis. As of 2014, the system has expanded to more Minneapolis 1. Major federal funding neighborhoods and to downtown Saint Paul with In 2005, Minneapolis was among four communities more than 1,500 bikes and 170 stations. Ridership selected nationwide for a federal grant under the during the April to November season when the Nonmotorized Transportation Pilot Program (NTPP). bikes are available grew from 100,000 trips in 2010 The program, known locally as Bike Walk Twin Cities to more than 300,000 in 2013. The presence of bike administered by Transit for Livable Communities, sharing has been transformative where it is available allocated $28 million to Minneapolis and adjacent in Hennepin County, both in terms of increasing the cities for bicycle and pedestrian infrastructure and visibility of on-street bicycling, and in providing new programs. The pilot sought to “demonstrate the opportunities for people to bike. extent to which bicycling and walking can carry a significant part of the transportation load.” The 3. Transit-bicycle compatibility program added more than 100 miles of on- and off-street bicycle facilities, 1,504 bike parking spaces, In 1997, transit in Hennepin County was limited to provided start-up funding for Nice Ride bike share, fixed-route buses. The county now has two light a community partners bike library, and two new rail lines, commuter rail, and bus rapid transit. The bicycle centers in Minneapolis. The program also county’s bicycle advisory committee was formed funded bicycle planning, education, enforcement, in 1987 to comment on the integration of bikes

11,500 National, State, and County Per Capita VMT

11,000

10,500

10,000

9,500 Vehicle Miles Traveled Per Capita Per Traveled Miles Vehicle

9,000

8,500

8,000 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

MN Per Capita VMT National Per Capita VMT Hennepin County VMT

Figure 8: Annual per capita motor vehicle miles traveled, 2000 to 201319

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 19 and light rail. This advocacy extended to Hennepin 5. Driving habits are changing County and Minneapolis working with Metro Transit to ensure every transit vehicle is equipped to carry When the 1997 bike plan was published, for decades bicycles — up from zero in 1997. Bike parking now the U.S. had experienced steady, unrelenting is routinely included at transit stations and park increases in annual vehicle miles traveled. A few and rides, including 268 bike lockers installed and years after the plan was released, an unprecedented maintained by Metro Transit. From 1997 to 2012, trend began — Americans drove fewer miles each Metro Transit ridership increased 30 percent, serving year. Initially, theorists hypothesized it was a result 20 million new annual trips. Transit ridership and of higher gas prices and economic downturn, the bike-transit connection are forecast to continue but the trend has continued through economic increasing during this plan’s timeframe, particularly recovery. Minnesota’s driving habits have mirrored with the planned two additional light rail lines and the nation’s. Figure 8 shows the trend for annual bus rapid transit that could be operational by 2020. per capita VMT in the United States, Minnesota, and Hennepin County as reported by the Federal Highway Administration and the Minnesota 4. More people are biking Department of Transportation. National per capita VMT has declined 7.2 percent from its peak in 2004. Bicycling has rapidly increased in Hennepin In Minnesota, VMT has declined 5.3 percent along County for more than a decade in sheer numbers all Minnesota roadways since peaking in 2004. and in rider diversity. People bicycling have Minnesota’s per capita VMT in 2013 was 10,500 miles begun to better reflect the population as a whole, a year, compared with 11,100 in 2004. Per capita including increases in bicycling among nonwhite VMT on all roadways in the county decreased 4 groups, women and older people. Women, who percent after peaking at 9,700 miles in 2001. are underrepresented in bicycling, accounted for almost half of new bicycle commuters since 2005. This trend is consistent for motor vehicle travel on Anecdotally, more people bicycling are wearing the county roads in Hennepin County where per everyday clothes on average bikes — people are capita VMT for the county system has declined 6.5 biking for transportation because it works for them. percent since reaching a peak in 2004 (figure 9).

Per Capita VMT on Hennepin County Owned Roadways 1,900 1,880 1,872 1,861 1,853 1,850 1,844 1,832 1,836 1,821

1,800 1,784 1,785 1,770 1,758 1,750 1,743 1,741

1,700

1,650 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

HC Per Capita VMT VMT Trendline

Figure 9: Annual per capita motor vehicle miles traveled on the county highway system 2000-2013

20 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan National data reveal that people 34 and younger increasing support for bicycling as an everyday more often choose modes other than driving mode of transportation, especially among those and are at least partly responsible for this trend. who are interested but concerned about bicycling. From 2001 to 2009, the average number of vehicle Research suggests that meeting the safety and miles traveled decreased 23 percent among 16- to comfort needs of these nascent bicyclists will yield 34-year-olds — from 10,300 miles to 7,900 miles big returns in ridership, safety, access, mobility a year. During the same period, this cohort made and livability. The results of the Nonmotorized 24 percent more bicycling trips, 16 percent more Transportation Pilot Program specifically walking trips, and 40 percent more trips on transit.20 demonstrated that an increase in investment leads to an increase in ridership. These underlying factors combined with the county’s vision led to 6. People use the regional trail system differently the creation of this plan and shaped the goals and Use of the Three Rivers Park District regional trail strategies therein. system has increased steadily over the past decade and become important for transportation as well as recreation. Commuter use of regional trails in Planning process Hennepin County has tripled. In 2008, there were The Hennepin County bicycle transportation plan more than 200,000 bike commutes on Cedar Lake effort started in June 2013. Hennepin County and LRT and North Cedar Lake regional trails alone. Three Rivers Park District collaborated on this plan as an update of the county’s 1997 bike plan. During the 16-month planning process, the county, Three Rivers 7. The county’s approach to bicycling is changing Park District, and other partners conducted analyses, surveys, public engagement, and regular meetings Hennepin County has focused on improving with the following advisory groups: conditions so people can bike for transportation, recreation and health. As a result of these efforts ●● Internal working group (IWG) composed of and the 1997 bike plan, bikeways have become a county and park district staff from a variety of routine part of project development. The county departments, as well as staff from the Minneapolis Public Works Department has integrated design strategies such as buffered bike lanes and bike boxes. Furthermore, Hennepin ●● Project advisory group (PAG) composed of local County formally committed to bicycling and active agency representatives from municipalities, transportation with the adoption of a Complete government agencies, and bicycle advocacy groups Streets Policy in 2009. It was recognized as a top policy in the U.S. and has become a national model. ●● Hennepin County Bicycle Advisory Committee (BAC) composed of seven appointed members and The above seven factors have changed the seven alternates (representing each of the county fundamentals of how people travel and how the commissioner districts), and ex-officio members county facilitates that travel. There is strong and who represent biking organizations, governmental agencies and other groups

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 21 Hennepin County bicycle transportation plan project organization structure

Hennepin County Board of Commissioners and Three Rivers Park District Board of Commissioners • Provide policy direction for the plan • Review and comment on the plan contents • Final approval and adoption of the plan

Administrative Leadership • Provide oversight of the planning process and project direction • Provide feedback on plan goals and objectives • Review and comment on intermediate deliverables and plan contents • Assist with clarification of roles and responsibilities

Project Working Team • Involved in day to day project delivery • Help guide the direction of the project • Facilitate communication with stakeholders and periodic updates to Public Works leadership, County Board, Three Rivers Parks Board, and advisory committee • Provide initial review of items prior to wider discussion with the Internal Working Group (IWG) and the Project Advisory Group

Internal Working Group Project Advisory Group • Provides input on items • Provides input from affecting county operations partner agencies / • Helps develop procedures organizations and methodologies • Peer review function • Provides detailed technical • Facilitates communication review and feedback with other stakeholders • Assists in disseminating information within the county

Community Members and Stakeholders • Helps develop community engagement plan • Assists with web page content • Reviews newsletters and public news releases • Comments on graphic exhibits and displays • Assists with public meeting announcements

22 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan ●● Project working team (PWT) composed of and at meetings of the Northwest Hennepin County Hennepin County staff, Three Rivers Park District League of Municipalities and the Hennepin County staff, a BAC representative, and the consultant team Bicycle Advisory Committee.

The project working team reviewed previous Please refer to appendix A for a full report on and current planning efforts to ensure this plan engagement activities and results. complements other efforts by the county, park district, Metropolitan Council, the state, and other agencies. The policy framework chapter clarifies how Living document/plan this plan relates to other initiatives. updates

The plan will be a living document continually Community engagement and evaluated and updated to meet evolving participation community needs and innovations. Minor updates Working together, Hennepin County and Three will occur regularly and may address: Rivers Park District developed and implemented community engagement to identify characteristics ●● Bikeway system map and attitudes of residents regarding bicycling. This outreach provided a wealth of information, ●● Gap map (top prioritized gaps) including guidance on policy priorities, vision, ●● Measures / statistics (system mileage, miles network development, and preferred bikeway built per year, gaps removed, etc.) design treatments. More than 2,700 people contributed to this plan. ●● Design guidelines — typical sections

Public workshops ●● Appendices — any references to current capital improvement or paving projects Three large format public workshops across the county yielded public guidance. Major plan updates generally will follow a 10-year schedule to align with Metropolitan Council review Community listening sessions of comprehensive plans. The plan update will likely precede the update of the county’s transportation Ten community listening sessions with focus plan and its comprehensive plan. Due to emerging populations (including health-disparity populations) concepts and bikeway system maturity, it may be included small-group activities and discussion with prudent to initiate a partial revision at five years. assistance from community organizations. Comprehensive plans will be completed in 2018, so this plan could be revised in 2017-2018. The Online engagement Hennepin County bicycle transportation plan and updates will be posted at www.hennepin.us/bike. A public website (www.hennepin.us/bikeplan) Major plan updates may address: shared updates on engagement and project information. An online survey and an interactive ●● Policies (via board adoption) map were engaged stakeholders who preferred ●● Vision, goals, objectives those options or who could not attend events. ●● Strategies Community events and other in-person engagement ●● Cost participation policies ●● Bulk of the Hennepin County bicycle Feedback was gained during community festivals transportation plan document text and meetings, including Minnehaha Open Streets, Lowry Open Streets, the Richfield Farmer’s Market,

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 23 Chapters two, three, four, and five provide information on strategies and actions necessary Chapter 3: Programs to implement this plan. A detailed list of the 3.1 Promote the recognition of the county’s bicycle-friendly plan strategies and actions (including roles and nature. implementation time frames) is in appendix B. The strategies and actions provide a road map for 3.2 Educate the public about bicycling as a sustainable mode Hennepin County and Three Rivers Park District to of transportation that saves money, promotes healthy follow to realize the plan vision and achieve the plan lifestyles, and reduces greenhouse gases and other goals. Below are strategies listed by chapter. pollution emitted into the air.

3.3 Support efforts to make bicycling a more attractive option for those populations underrepresented on Chapter 2: The 2040 Bikeway System bicycles.

2.1 Provide elements that increase safety along corridors and 3.4 Work with partners to develop activities and events for at intersections. potential bicyclists on topics like bicycling in professional clothes, bicycle maintenance, hauling cargo, and other 2.2 Address network gaps and barriers. barriers that could be overcome by rider knowledge. 2.3 Plan and designate an enhanced bicycle network 3.5 Support and encourage the expansion of Safe Routes to composed of high comfort bikeways that provide School (SRTS) programs, including additional funding. physical separation from motor vehicles (e.g., protected bike lanes, cycle tracks, off-street trails, and 3.6 Support programs and efforts to encourage employers to other innovative designs). increase understanding and awareness that bicycling is a viable commuting option. 2.4 Work with partners to develop and implement support facilities to make bicycling a transportation mode of 3.7 Establish safety evaluation programs and processes to choice. address user conflicts.

2.5 Work with transit partners early in the planning phase 3.8 Provide a systematic and consolidated means for of corridor and station area planning to incorporate residents and visitors to identify areas of concern or bicycle supportive facilities at key transit locations. report issues (i.e., bicycle crash “close calls”).

2.6 Work with major transit providers and local communities 3.9 Promote and participate in bicycle education programs to provide direct bicycle connections to transit stops through partnerships with community organizations and stations, and increase secure bicycle parking and and businesses. storage to meet demand. 3.10 Work with partners to expand driver’s education and 2.7 Support local bike sharing program(s). coursework for motorists, bicyclists and youth about the rights and responsibilities of all road users. 2.8 Collaborate with partners on planning, design, and funding for bicycle infrastructure that helps to 3.11 Work with partners such as public safety officials, cities, complete, or complement the county bikeway system. and school districts to promote safe bicycling, driving, and walking practices and encourage enforcement by 2.9 Secure necessary right-of-way to accommodate future the presiding agency. expansion of the bicycle system. 3.12 Continue to collaborate with local agencies and other 2.10 Continue refining the plan and implement the system of partners to address wayfinding in a comprehensive, interconnected on- and off-street bikeways that link all coordinated way. significant destinations within the county. 3.13 Provide trip planning resources in multiple formats, including print and digital.

24 / Vision, Goals, Context, and Purpose / Hennepin County 2040 Bicycle Transportation Plan 5.8 Explore the creation of a regional trail authority (similar Chapter 4: Policy framework to a watershed district) for a consistent funding stream for longer term maintenance and operations. 4.1 Support and encourage interdepartmental coordination and develop actions and programs that complement 5.9 Continue county routine maintenance and pavement other county initiatives and planning efforts. management of the on-street bicycle system tied to overall roadway maintenance plans. 4.2 Increase internal and external support so that bikeways are eligible expenses for the lifecycle of transportation 5.10 Explore partnering with local cities to improve routine funding, including planning, design, development, maintenance and pavement management practices operations, and maintenance. on Hennepin County off-street bikeways.

4.3 Support and encourage coordination among Hennepin 5.11 Establish and implement a policy for the closure and County and partner agencies and municipalities. detour of on- and off-street bicycle bikeways that Develop actions and programs that complement provide safe and direct alternatives when bikeways aligned efforts at the state, region, or municipal level. must be closed.

5.12 Maintain current programs and partnerships that provide routine maintenance (e.g., park district

Adopt-a-Trail Program). Current, routine maintenance Chapter 5: Implementation programs and partnerships should be maintained or 5.1 Prioritize projects to implement. In order to efficiently and enhanced. strategically invest in the bikeway system, the county 5.13 Continue the park district’s pavement management must develop a prioritization process to identify a program for regional trail maintenance. priority projects list for implementation. 5.14 Investigate and consider a prioritized, phased snow 5.2 Develop and maintain a bikeway design toolkit including removal policy for on- and off-street bikeways. a matrix of bikeway options, technical design sheets and typical sections for both new construction and 5.15 Regularly evaluate the performance of new and existing retrofit projects, based on local and national research bikeways to determine the effectiveness of designs and and best practices. Consider the development of treatments. guidelines in conjunction with other modal guidelines, 5.16 Implement a system for collecting bicycle counts and forming the basis for future complete streets design measuring the share of trips that are taken by bicycle manual. within the county. 5.3 Provide for continuing education for county and park 5.17 Continue to gather feedback from users and the general district staff about new bikeway types, planning, population on a regular basis. design and bicycle-related issues that may arise. 5.18 Create a working group of advisors to monitor the 5.4 Monitor and consider emerging transportation planning, implementation of the bike plan. design, and implementation practices. 5.19 Develop/enhance strategies to house, maintain, and 5.5 The county and park district should budget for ongoing, communicate important information and data on the consistent sources of revenue to complete planned bikeway system. network routes and to close gaps in the network.

5.6 Leverage other projects to include bikeways or take advantage of partnership opportunities outside of the normal solicitation schedule, and consider budgeting for unplanned opportunities.

5.7 Obtain funding for bicycle education and enforcement programs.

Hennepin County 2040 Bicycle Transportation Plan / Vision, Goals, Context, and Purpose / 25

2. The 2040 Bikeway System

Defining the system A central goal of this plan is to identify the 2040 bikeway system — a system of bikeways and support facilities that connect important destinations and Summary: serve the needs of current and future bicyclists in Hennepin County. This chapter identifies that system, Complete 20 miles of the which includes: bikeway system each year ●● Existing and proposed bikeways along county roads and bring bikeways within 1/2 ●● The Three Rivers Park District regional trail system mile of 90 percent of homes. and other regional bikeways

●● Some bikeways already included in locally adopted plans

●● Some proposed bikeways on state roads

While the county does not have jurisdiction or direct responsibility to implement bikeways on state and local roads, these routes were included because they provide better connections for bicycling compared to adjacent county roads or connect to a destination of regional importance. For example, a bicycle boulevard on a local street may be more comfortable compared to riding on a high-speed county road nearby. Where state and local roadways are identified as part of the 2040 bikeway system, the county will seek to partner with the local community, park agencies, or the Minnesota Department of Transportation (MnDOT) to implement the bikeway.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 27 Hennepin County and Three Rivers Park District are committed to advancing and supporting the implementation of the 2040 bikeway system. Routes that are designated as part of the system will receive special consideration, including:

●● Eligibility for county bikeway and gap capital improvement program funds

●● Special consideration during county plat and site plan reviews

●● Incorporation into roadway and transit capital improvement program projects

●● Higher priority for retrofit consideration during roadway resurfacing and/or restriping projects

●● Eligibility for funding partnerships for grant opportunities

Plans for the 2040 bikeway system are not static and should be updated and refined based on emerging local plans, redevelopment efforts, and The primary factors used to identify proposed ongoing discussions with cities, parks agencies routes for the 2040 bikeway system include: and other agencies such as MnDOT and the Minnesota Department of Natural Resources ●● Continuity — eliminates gaps in the network, connects with other major bikeways in the (MnDNR). During implementation of the 2040 county, or provides important connections to bikeway system, final routing and design decisions neighboring jurisdictions will require collaboration and consultation with these agencies and others. ●● Access to destinations — links to major trip generators and destinations (transit facilities/ Bikeway types stations, schools, employment centers, etc.) The county bikeway system is composed of many types of bikeways, ranging from bike ●● Network density — maintains reasonable lanes to paved shoulders and multi-use trails. network spacing, with a denser network in The county bikeway system typically does urban areas and a less-concentrated network in not include roadways that do not need bike- suburban and rural areas specific treatments. While biking is welcome on all roadways where it is not prohibited, “plain” ●● Concurrence with regional plans — aligns with roadways are not included on the county network. the Twin Cities Regional Bicycle System Study The right facility type for each location depends issued by the Metropolitan Council in April 2014 on a number of factors, including the available right-of-way, motor vehicle speeds, and traffic ●● County or park agency rights-of-way — the volumes among other considerations. Roadway planning process emphasized routes on county conditions and land uses also change along the roadways, regional trail search corridors, or length of a corridor over time. At times, this may transitway corridors. Some bikeways on local result in the need to transition to a different streets were included in the 2040 bikeway bikeway type. system, but only if they were part of an adopted local plan and had regional significance, Table 2 summarizes types of bikeways that make meaning that they support the criteria above. up the 2040 bikeway system. More information on these bikeways is provided in the bikeway design toolkit in appendix C.

28 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Table 2: Overview and characteristics of bikeway types

Bikeways Protected bikeways

On-street On- or off-street Off-street

Treatment Bicycle Shoulder Bike lane Buffered Protected Cycle track Multi-use Boulevard bike lane bike lane trail

Land use Urban/ Suburban/ Urban/ Urban/ Urban/ Urban/ Urban/ context suburban rural suburban suburban suburban suburban suburban/ rural Level of None Low Low to Moderate to High High High separation moderate high from motor vehicle traffic

Traffic Low Low to Moderate Moderate to High Moderate N/A volume moderate high to high (motor vehicles) Posted speed 25-30 mph 35-55 mph Varies Varies Varies Varies N/A limit Street type Local or All** All** All** All** All** Independent collector right-of-way along minor or principal arterial

Minimum N/A 5’-8’ 5’ (with 5’ (with 5’ lane/3’ 5’ with 2’ 8’ with 2’ clear widths (width parking), parking) buffer clear zone zone each side based on 6’ (curb 6’ (curb (one-way); each side (one-way); vehicle adjacent) adjacent), 2’ 10’ lane/3’ (one way); preferred 10’ speed) buffer buffer 10’ with 2’ with 2’ clear (two-way) clear zone zone each each way side (two-way) (two-way) Construct Both Both Pavement Pavement Both New New new or maintenance maintenance as part of pavement maintenance (re-striping)

* Traffic volume (average daily traffic): Low is less than 3,000 ADT; Moderate is 3,000-15,000 ADT; High is above 15,000 ADT

**All = Streets where bicycle use is not prohibited.

Bikeway types will vary based on roadway and land use context

A buffer is a delineated space between the bikeway and travel lane. A clear zone is a space free of obstructions.

These guidelines are based on national guidance.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 29 Bicycle boulevard A bicycle boulevard is typically suited for a local low-speed, low-volume street. A bicycle boulevard prioritizes biking by turning stops signs to prioritize bike movements, giving bicycles the right of way, and using traffic calming (i.e., bump outs or traffic circles), vehicle diverters, enhanced signage for bicycling and other means. They are intended to improve safety and comfort and to provide an alternative to higher speed roadways that may be more intimidating for those with less experience or confidence biking. Roadway characteristics

●● Urban/suburban context ●● No separation from motor vehicles Bicycle boulevard ●● Low vehicle traffic volumes ●● 25–30 MPH (posted speed) ●● Local or collector street ●● Best for interested but concerned population ●● Also serves enthusiastic and confident as well as strong and fearless populations

Shoulder A paved shoulder can be appropriate along low- to moderate- volume roads in suburban and rural areas with long distances between intersections and access points. A paved shoulder improves connections where bike lanes would be inappropriate and a shared use path would be prohibitively expensive. Shoulders’ drawbacks, including frequent interruption by turn lanes or bypass lanes and ambiguous legal standing, make them less appropriate for areas with higher bike traffic or more complex environments.

Roadway characteristics

●● Suburban/rural context Shoulder ●● Low separation from motor vehicles ●● Moderate to high vehicle traffic volumes ●● 35-55 MPH (posted speed) ●● Minimum width 5 feet (width should be determined based on motor vehicle speed) ●● Best for strong and fearless ●● Also serves some of the enthusiastic and confident, depending on context

30 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Bike lane Bike lanes provide a dedicated space for bicycling alongside motor vehicle traffic. Bike lanes can be a low- cost option when adequate right-of-way is available, and often can be incorporated into roadway repaving or restriping projects.

Roadway characteristics

●● Urban/suburban context ●● Low to moderate separation from motor vehicles ●● Moderate vehicle traffic volumes ●● Speed limit varies ●● Minimum width 5 feet (parking adjacent) to 6 feet (curb adjacent) Bike lane ●● Best for enthusiastic and confident; and strong and fearless groups ●● Also serves interested but concerned group for critical connections, depending on context

Buffered bike lane Buffered bike lanes enhance traditional bike lanes with additional striped or buffered space between people biking and motor vehicles. A buffer can be incorporated to the right of the bicycle lane, protecting people biking from the door zone of parked vehicles, to the left of the bicycle lane, protecting people biking from motor vehicles, or both. This application is most appropriate on urban/suburban streets with moderate motor vehicle volumes. Often, right-of-way is limited and creating space for the buffer means narrowing or removing parking or space from other lanes. Similar to bike lanes, buffered bike lanes can be a low-cost retrofit as part of paving or restriping. Buffered bike lane Roadway characteristics

●● Urban/suburban context ●● Moderate to high separation from motor vehicles ●● Moderate to high vehicle traffic volumes ●● Speed limit varies ●● Minimum width 5 feet (parking adjacent) to 6 feet (curb adjacent), minimum buffer 2 feet ●● Best for enthusiastic and confident; and strong and fearless groups ●● Also serves interested but concerned group and older children

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 31 Protected bikeways may be on-street or off-street, Public support for protected bikeways but all have one essential characteristic: they provide physical separation from motor vehicles. Throughout the engagement effort the county and park district continuously heard requests The 2040 bikeway system includes three types of protected bikeways: for a network of enhanced bikeways that are separated from moving vehicle traffic. There 1. Protected bike lanes

was strong support for adding more off-street 2. Cycle tracks bikeways, but also a recognition that there are limited opportunities to add new trails in 3. Multi-use trails the developed areas of the county. This plan recognizes the need to expand the range of facility types to provide opportunities for low stress bikeways in urban and suburban areas, such as cycle tracks and other types of protected bike lanes. New bikeway design guidelines have been developed as a part of this plan to address the need.

32 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Protected bike lane Protected bike lanes are built at street level and separate people biking from motorized traffic using a physical barrier such as flexible bollards, parked vehicles, a jersey barrier, or a concrete median. Protected bike lanes can be designed to accommodate two-way bicycling on one side of the roadway. Roadway characteristics

●● Urban context ●● High separation from motor vehicles ●● High vehicle traffic volumes ●● Speed limit varies ●● Minimum width 5 feet with 3 foot buffer (one-way); Protected bike lane Minimum width 10 feet with 3 foot buffer (two- way) ●● Best for interested but concerned group ●● Also serves enthusiastic and confident; strong and fearless groups and older children

Cycle track A cycle track is a high-priority protected bikeway that is separated from adjacent motor vehicle travel lanes by a curb. Cycle tracks typically include operational features to address conflicts at intersections, for example by providing traffic signal phases that are exclusively for people biking.

Roadway characteristics

●● Urban/suburban context ●● High separation from motor vehicles ●● Moderate to high vehicle traffic volumes ●● Speed limit varies ●● Minimum width 5 feet with 2 foot clear zone on Cycle track each side (one-way) ; ●● Minimum width 10 feet with 2 foot clear zone on each side (two-way) ●● Best for interested but concerned group ●● Also serves enthusiastic and confident; and strong and fearless groups as well as children

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 33 Multi-use trail Paved multi-use trails provide a shared space for bicycling, walking and other non-motorized uses. They offer a high quality bicycling environment preferred by people in the enthusiastic and confident bicycling group and the interested but concerned group. Some multi-use trail facilities provide designated lanes for bicycles and pedestrians, especially where there are higher volumes. Sometimes multi-use trails are outside of the street right-of-way, and often are sited along abandoned or active rail corridors, waterways or through parks. There are many cases in Hennepin County where multi-use trails are situated along roadways to both increase the comfort of the bikeway for all users, especially Multi-use trail families and to increase safety along major county roads in suburban and rural settings where motor vehicle speeds and volumes make on-street bikeways less appropriate. The county system currently has a robust network of off-street multi-use trails that provide complete separation from motor vehicle traffic and minimal intersections with roadways. One example is the Cedar Lake LRT Regional Trail.

Characteristics

●● Urban/suburban/rural context ●● High separation from vehicles ●● Minimum width 8 feet with 2 foot clear zone on each side (two-way) ●● Preferred width 10 feet or greater with a 2 foot clear zone on each side (two-way) ●● Best for interested but concerned group and children ●● Also serves enthusiastic and confident; and strong and fearless groups ●● Might not serve the enthusiastic and confident or the strong and fearless groups riding if the trail is poorly maintained, has a soft surface, does not take a direct route, or has high pedestrian volumes

34 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan The 2040 bikeway system A summary of the planned system coverage is provided in Table 3 and shown in the planned The 2040 bikeway system includes 540 miles of new bikeway system map (Figure 10). planned bikeways. Full implementation of this plan will increase county bikeway system mileage by The 2040 planned bikeway system identifies 238 81 percent, with almost half of the added system new miles of off-street bikeways to be implemented off-street (44 percent off-street; 41 percent on-street as multi-use trails or cycle tracks, either along and 15 percent not determined). roadways or in independent alignments (i.e. rail, utility or riparian corridors). The planned system The process for developing the 2040 bikeway includes 298 new miles of on-street bikeways. For system relied heavily on an analysis of bicycle planned on-street bikeways, the plan identifies the elements from current comprehensive plans and route where the bikeway should be implemented related planning documents from cities in Hennepin but not the specific facility type (i.e. shoulder, bike County. As stated previously, only locally planned lane, protected bike lane, or cycle track). Selecting bikeways with regional significance, meaning the appropriate facility type will occur either during those that met some of the criteria described at the discussions with cities at the time of development, beginning of this chapter, were included as part of during the project development process, or prior the 2040 bikeway system. to a major maintenance effort. In all cases, the decision will be based on the local context, roadway The 2040 bikeway system builds upon the 1997 bike characteristics, community input, and county plan map and subsequent updates, incorporating bikeway design guidance. many of the bikeways recommended in the 1997 bike plan that have not yet been built. During the Table 3: Hennepin County bikeway system mileage 1997 almost two decades of implementation that have and 2040 occurred since the adoption of that plan, a number of conditions and assumptions have changed. For Planned The 2040 instance, the 1997 bike plan included planned system in planned bikeways on some rail corridors, anticipating a 1997 system continued decline of rail freight activity. However, Existing miles 350 651 this trend has since somewhat reversed, and alternate routes have been added to the updated Planned miles 480 540 system until rail corridors are available. Total miles 830 1191

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 35 Hennepin County Bicycle Transportation Plan Planned bikeway system - March 2015

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Figure 10: 2040 bikeway system

Table 4: Hennepin County bikeway system mileage

Existing Planned System System Off-street planned bikeway 425 238 On-street planned bikeway 226 302 Total 2040 planned system 651 540

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13 )"36 «¬ Unknown )"27 )"40 )"79 )"11 )"41 )"16 18 )"77 )" )"5 Proposed 2014 Regional Trail System Three Rivers Park District Conceptual TRPD Regional Trail System State and Other Non-TRPD Regional Trails Existing Regional Trail (Part of Existing TRPD Regional Trail System) Existing Existing Local Trail - Proposed for Inclusion in TRPD Regional Trail System Planned Proposed/Planned Regional Trail Corridor (Part of Existing TRPD Regional Trail System) !!! Proposed/Planned Trail Corridor - Proposed for Inclusion in TRPD Regional Trail System

This map is a compilation of data from various sources and is provided "as is" without warranty of any representation of accuracy, timeliness, or completeness. The user acknowledges and accepts the limitations of the Data, including the fact that the Data is dynamic and in a constant state of maintenance, correction, and update. Department of: Planning Created by: KKG Map Created: 02/10/2014 Revised Date: 8/5/2014

Figure 11: Three Rivers Park District proposed regional trail system

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 37 Summary of Three Rivers Park District Bikeway corridors regional trail system Planned bikeway corridors will expand the coverage Full implementation of this plan will also achieve and connectivity of the overall system. These significant gains for the Three Rivers Park District corridors are longer (1/2 mile or more) and provide regional trail system. The 2040 bikeway system, key connections to local bikeway networks. Ninety- when implemented, will increase the planned six percent of the planned bikeway mileage is in regional trail system to 395 miles. There are 200 bikeway corridors (518 of 540 total miles). Table 6 miles of trails in the existing regional trail system. summarizes the planned bikeway corridors by type There are an additional 60 miles of local trails that and mileage. The top 25 bikeway corridors are in are being considered for inclusion in the regional Table 13 and a full corridor list is in appendix D. trail system (these are existing trails that have Bikeway gaps already been constructed). An additional 195 miles of proposed new trails are included in this plan. Locations classified as bikeway gaps are short (1/2 Table 5 summarizes the planned Three Rivers Park mile or less) connections that are needed to ensure District regional trail system, and figure 11 shows continuity in the bikeway system. Completing gaps the existing and planned trails. can be particularly challenging, as they are usually caused by barriers that are difficult or costly to cross, such as highways, waterways, rail corridors, or pinch Bikeway corridors and gaps points where right-of-way is limited. The county has a dedicated funding source called the bikeway gap The safety of people when biking is a fundamental fund that is tied specifically to closing gaps identified principle at the core of this plan. Continuity of the in this plan. Figure 12 shows the gap locations and bikeway network is essential to ensure bicycle safety, Table 6 summarizes the gaps by planned bikeway therefore gaps and barriers must be addressed. The type and mileage. A full list of the identified bikeway quality of the bicycling environment is also a key gaps by project ID is included in appendix E. to safety. Geometric design and traffic controls at intersection crossings must accommodate bicycle movements. With these issues in mind, strategies Strategy 2.1 Provide elements that 2.1 and 2.2 highlight the basic elements necessary increase safety along corridors and at to support increased bicycling. These strategies are supported by a number of specific actions that are intersections. identified in the summary chart at the end of this chapter. Strategy 2.2 Address network gaps and barriers. All of the planned segments that make up the 2040 system have been sorted into corridors and gaps. *see the chart at the end of the chapter for specific actions that will be taken to support the strategies.

Table 5: Three Rivers Park District existing and planned trail system mileage Proposed Three River Park District regional trail system Mileage Existing regional trail system 140 Existing trails proposed to be added to the regional trail system 60 Planned additions to the regional trail system 195 Total 395

38 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Hennepin County Bicycle Transportation Plan Bikeway system gaps - January 2015

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Legend E GV 31 14212 5 GV 494 %&('494 CHANHASSEN ?A@ %&('494 %&(' Off-street gap This map has been created for GV52 35 informational purposes only and is not E GV 24TH AVES D considered a legally recorded map or R 17 77 On-street gap EDEN E ?A@ 212 K GV A document. Hennepin County makes no +, L PRAIRIE 169 61 H warranty, representation, or guarantee as +, S GV U Top 25 Bikeway System Gap B 14191

NICOLLET AVE S

PI 14216 PORTLAND AVE S ON CarverHennepin County Bicycle Plan 1 EE 28 14218 34 R Existing off-street bikeway Planned Bikeway System GV TRL GV GV 32 1 4 GV GV Gap Map GV Dakota 98TH ST W January 2015 RD 1 G GV N Existing on-street bikeway I 98TH ST E R D DR 14193 P CLOU 61 S FLYING 14194 Document Path: \\Yonkers\PWpwTEAM\Geospatial\Bike_Plan_2013\Final_MXDs\A003_2015_01_16_Bikeway_System_GAP MAP.mxd GV GV17 14196 14205

14198 W RD 1 E KOPE Hennepin County GV OLD SHA 14199 BLOOMINGTON Transportation Department %&('35W Scott Miles I 0 1.25 2.5 5 7.5 10

Figure 12: Bikeway system gaps

Table 6: Total 2040 Planned Bikeway System Corridors Gaps Number Miles Number Miles Off-street planned bikeway 68 231 25 7 On-street planned bikeway 165 287 56 15 Total 2040 planned system 233 518 81 22

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 39 Building a bikeway system to process, the project team heard from people of all ages and abilities who do not feel comfortable serve all users riding adjacent to fast motor vehicle traffic, even when bike lanes are provided. While buffered bike As described in chapter one, there is a significant lanes were viewed as a significant improvement, portion of the population that does not currently increased separation from motor vehicles with ride a bike but would be interested in biking if a physical barrier was the most desirable bicycle conditions were safer or more comfortable. Building facility type. This is supported by recent research on a bikeway system that works for the interested but bicycling preferences in other communities. concerned population will require more than just the implementation of the routes described in this Other local and regional bikeway studies follow a chapter. This section outlines six key areas that will similar approach. The Metropolitan Council recently complement the bikeway system, including: completed a regional bicycle system study,22 which notes that some bikeways are more significant from ●● Designation of an enhanced bikeway network a regional standpoint and should provide a higher quality of service. For this reason, the study defines ●● End of trip support facilities a priority system within the bikeway network. At the same time, the City of Minneapolis has initiated a ●● Better connections between transit and bicycling near-term plan for a protected bikeway system that will provide a higher level of safety and comfort. ●● Bike share programs Based on these related initiatives and community ●● Integration among county, local and regional feedback, strategy 2.3 highlights the need to define bikeways an enhanced network within the countywide bikeway system providing enhanced safety and ●● Refinements to the system over time comfort for users. Criteria should be established to determine if a bikeway is eligible for the enhanced A discussion of each strategy area is below. A network. Examples may include bikeways that are: summary chart showing all recommended strategies and actions is at the end of this chapter. Strategy 2.3 Plan and designate an Designate an enhanced bicycle network A consistent theme that emerged from this plan’s enhanced bicycle network composed public engagement was a strong preference for of high comfort bikeways that provide bikeways that provide a higher level of safety physical separation from motor vehicles. and comfort. Throughout this plan’s engagement

40 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan ●● Classified as an off-street trail, a cycletrack, or a Bicycle parking protected bike lane Secure, abundant, well-designed bicycle parking ●● Part of the proposed Minneapolis “protected” is a crucial component of the bicycle system. bikeway network Bicycle parking encourages people to ride to their destination knowing that they will have a safe ●● Within a “priority” regional bikeway corridor as and convenient place to lock their bike. Providing defined by the Metropolitan Council adequate prominent bicycle parking at businesses, schools, libraries, and other destinations sends ●● Part of a route that spans major barriers (rivers, a message that bicycling is an accepted and railroads, highways, etc.) encouraged transportation option.

●● Connect to major activity centers, commercial Concurrent with this plan update, Hennepin County areas, institutions, or transit hubs staff developed county bicycle parking guidelines. The creation of the guidelines demonstrates the ●● Built according to accepted design guidelines county’s commitment to bicycling as a mode of transportation. The guidelines will help to improve This concept is recommended for further the quality and quantity of bicycle parking in investigation. Future work on this issue should be Hennepin County. They are intended to be applied incorporated into the Hennepin County bicycle specifically to transit oriented development transportation plan as an addendum. (TOD) projects, transit expansion and station area planning, Hennepin County property services projects, road design or multi-use path projects, Attention to detail and any other site planning or construction efforts conducted by Hennepin County. Considering the Greater attention to detail must be paid to biking need for bicycle parking early in projects will ensure infrastructure for people to bike comfortably. bicycle parking needs are not overlooked. Pavement type, stormwater drains, seams, maintenance activities, ramp grading, ramp The bicycle parking guidelines specify separate diversion, utilities, signs and whether to grade- guidelines for short-term versus long-term separate with a bridge or a tunnel all impact the bicycle parking. The following is a summary of key comfort and safety of people biking. Hennepin recommendations in the bike parking guidelines. County and Three Rivers Park District recognize the The full guide including illustrations of parking types importance of these details and will use this plan’s and sample sites is in appendix F. strategies to improve bicycling comfort and safety. Minimum parking guidelines Support facilities The bicycle parking standards also outline There are a number of additional “end-of-trip” guidelines for the type and quantity of bicycle support services that are essential to make bicycling parking that should be provided in various a viable transportation option. This includes environments, from more urban to more rural areas. adequate and secure bike parking (short and long Tables 7, 8 and 9 indicate these guidelines. term), and support services such as restrooms, water fountains, and showering and changing facilities. Additional facilities Strategy 2.4 highlights the need for these facilities. Just as motorists need rest areas to pull over and take a break, a bicycle journey can also result in a Strategy 2.4 Work with partners to need to rest. The availability of restroom facilities, develop and implement support facilities drinking fountains, benches, and facilities for servicing a bike can provide support on longer trips. to make bicycling a transportation mode The county and park district should make efforts to of choice. provide support facilities at county buildings and high-use locations along the bikeway system.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 41 Table 7: Bicycle parking locations and considerations

Short-term parking (less than two Long-term parking (longer than two hours) hours)

Parking type Simple bike racks (i.e. “hitch”, “inverted U”, Secured and limited access (fenced in “cage,” “swerve” designs) secure room or garage) Typical locations Commercial, entertainment, and retail Apartment buildings or multifamily facilities residences

Medical / health care complexes Places of employment Parks and recreation facilities Transit stations Libraries and civic buildings Schools and colleges Community centers Stadiums

Schools and colleges

Site considerations Unsheltered (If possible, protected by Sheltered from weather by at least a roof; existing structures such as overhangs or shelters that protect from wind, rain, and awnings) snow are preferable to fences. Accessible to the public (on-street, in Controlled access (users need a key, fob, or public parking areas or other public areas) passcode to get in) In a high traffic area.

No more than 50 feet from a main If located outside the building, must be pedestrian accessible entrance. If less than 50 feet from a main pedestrian multiple entrances exist, place signage at accessible entrance. secondary entrances to direct bicyclists to bicycle parking or install bike racks at each location. In a well-lit area. In a well-lit area. Clearly visible from the destination (main If possible, visible surveillance cameras or entry). nearby security guards greatly enhance security.

Showers and changing facilities often offered in conjunction with fitness centers or workout rooms, increasing opportunities for Bicycle commuters need convenient access to different kinds of physical activity. showers, changing facilities, and lockers. The bike parking standards include recommendations for Employers can provide showers and changing providing these facilities to promote employee facilities by: health in a number of ways. ●● Building showers and changing facilities in new ●● Encourage bicycle commuting: Employees who buildings and installing them in existing buildings bicycle commute for longer distances, who encounter rainy or hot weather, or who need ●● Creating an agreement with a fitness center or to change into more formal attire are less likely recreational facility to allow bicycle commuters to commute by bicycle if there are no showers, access to their showers and changing facilities changing facilities, or lockers at their workplace. ●● Supporting a central bicycle parking and ● Encourage daily physical activity: Showers, ● commuter center that provides bicycle parking changing facilities, and lockers allow employees and shower facilities to employees who work in the to go jogging or walking while at work. They are area

42 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Table 8: Minimum bicycle parking guidelines — urban areas, first ring suburbs, ¼ mile of transit facilities

Type of use Short-term (2 hours or less) Long-term bicycle parking bicycle parking

Commercial Office: 1 space for each 5,000 2ft ; Office: 1 space for each 10,000 ft2; minimum 2 spaces minimum 2 spaces Retail: 1 space for each 2,000 ft2; Retail: 1 space for each 10,000 ft2; minimum 2 spaces minimum of 2 spaces Multi-family residential 0.1 for each bedroom; minimum 2 0.5 spaces for each bedroom spaces

Institutional / public uses 1 per 2,000 ft2; minimum 6 spaces 1 per 10,000 ft2 or 1 space per 20 (museums, libraries, hospitals, employees; minimum 2 spaces religious uses, stadiums, etc.). Manufacturing / industrial None required; consider minimum 1 space per 10,000 ft2; minimum 2 of 2 spaces at public building spaces entrance Transit facilities Spaces for 1.5 percent of a.m. Spaces for 4 percent of a.m. boardings; as space allows at walk- boardings; as space allows at walk- up stations up stations

Note: Bicycle lockers are discouraged for long term parking if more than six long term parking spots are needed. Electronic lockers (first come, first served with keycard access) are strongly recommended over lockers leased to individuals.

Table 9: Minimum bicycle parking guidelines — low density suburban, exurban or rural areas

Type of use Short-term (2 hours or less) Long-term bicycle parking bicycle parking

Commercial Office: 1 space for each 20,000 2ft ; 1 space for each 12,000 ft2; minimum minimum 2 spaces 2 spaces Retail: 1 space for each 5,000 ft2; minimum 2 spaces Multi-family residential 0.05 per bedroom; minimum 2 0.5 spaces per bedroom spaces

Institutional / public 1 per 5,000 ft2; minimum 4 spaces 1 per 30 employees; minimum 2 uses (museums, libraries, spaces hospitals, religious uses stadiums, etc.). Manufacturing /industrial None required; consider minimum 1 space per 15,000 ft2; minimum 2 of 2 at public building entrance spaces

Note: Bicycle lockers are discouraged, but if they are used, electronic lockers (first-come first-served with keycard access) are strongly recommended over lockers leased to individuals.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 43 the two downtowns and extending into adjacent Strategy 2.5 Work with transit partners neighborhoods, the program has logged more than early in the planning phase of corridor 590,000 rides in its four years of service. As stated in strategy 2.7, the county and park district and other and station area planning to incorporate partners should continue to support this growing bicycle supportive facilities at key transit system. In 2013, the county provided funding for locations. additional stations at key destinations around Minneapolis.

Strategy 2.6 Work with major transit Ensure integration among county, local and providers and local communities to regional bikeways provide direct bicycle connections to transit stops and stations, and increase The 2040 bikeway system is one piece of a greater bicycle network that includes local, regional and secure bicycle parking and storage to state bikeways. The regional bikeway network is meet demand. comprised of a variety of bikeway types that must be coordinated across jurisdictions to ensure continuity. Coordination is needed on facility Improve connections between transit and design and phasing, as well as signage, wayfinding, bicycling maintenance and the dissemination of information (i.e. maps, online information, etc.). For some people, bicycling is one of several travel modes that make up their daily trips. Improving the The county has been and will continue to be link between bicycling and transit can significantly involved with cities’ plans for local bikeways and increase mobility options for residents. It can also facilities on county right of way. Plan maps and have the effect of expanding the service area of other content will be updated to reflect city efforts the transit system, by increasing the number of according to the schedule on page 23. people who can reasonably and conveniently access Strategy 2.8 emphasizes that partnerships are transit stops and stations. As strategies 2.5 and 2.6 essential to accomplish a fully-connected regional highlight, improving the link between bicycling system of bikeways. The county and park district and transit can be accomplished in three primary ways: building high-quality bikeways that connect to transit stops and stations; improving support facilities at those stations; and making it easy for Strategy 2.8 Collaborate with partners people to bring their bicycles on transit (for example on planning, design and funding bicycle through bike racks on the front of buses). Transit infrastructure that helps to complete or corridor and station area planning processes present opportunities to address these issues. complement the county bikeway system.

Support bike share programs Minneapolis and St. Paul have a thriving bike share must be opportunistic in their approach to land program which is anticipated to expand over time. acquisition. Securing new rights-of-way is a strategic Nice Ride Minnesota was one of the first large-scale way of expanding the bicycling system. bike share systems to be implemented in the U.S. Launched in June 2010 in Minneapolis, the system Hennepin County bikeway system has rapidly expanded into neighboring St. Paul. With more than 1,500 bicycles at 170 stations spanning As described earlier in this chapter, the county bikeway system includes regional bikeways, Strategy 2.7 Support local bike sharing including all of the Three Rivers Park District and Minneapolis Park and Recreation Board regional programs.

44 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan trail systems, bikeways along county roadways and in some instances includes alignments that follow some state and local roadways. Where local roadways are identified as part of the county bikeway system, the county will partner with the local implementation agency to provide bikeways that are consistent with bikeway design standards.

Bikeways and transit systems

Bicycling and transit complement each other to enhance the efficacy of both. Good transit/bike connections increase the range of both modes, provide one-way trip options, reduce motor vehicle parking demand, and provide a backup mode. The 2040 bikeway system prioritizes connections to transitways. Transitways and stations should be designed and operated to facilitate these connections and to meet the needs of people biking. Bicycle plans are being developed for the Metro Blue Line and Green Line extension station areas within a three-mile radius of each station. These plans will be incorporated as future appendices to this plan. Regional trails

City bikeway systems Regional trails (including the Three Rivers Park The local bikeway systems provide more complete District system) have traditionally been planned coverage at the local level, serving trips within and implemented for recreation, with much of the and between neighborhoods and small business funding coming from dedicated park and open districts. Key local routes are also a part of the space sources administered by the Metropolitan regional system. The county bikeway system is Council. More recently, and particularly in the case intended to connect with local routes to provide of the park agencies, these systems are becoming access for longer bicycle trips to more regionally integral parts of the bikeway transportation system. significant destinations. The collaboration of Hennepin County and Three Rivers Park District on this plan update is a critical step to better coordinate bicycle transportation and Adjacent bikeway systems recreation systems in Hennepin County.

Many residents bike to adjacent communities (and vice versa). The county bikeway system is intended Metropolitan Council regional bicycle to make key connections to bikeway systems in transportation network and priority regional adjacent counties. Frequently, Hennepin County bicycle transportation corridors and the Three Rivers Park District will partner with adjacent communities on regionally-significant The Metropolitan Council recently conducted a bikeway projects that improve inter-county study to define a regional bikeway network. The connections or overcome physical barriers, such as a study focused on priority corridors that are intended river or highway crossing. to provide a higher level of bikeway service to critical regional destinations. Hennepin County’s 2040 bikeway system includes some key elements of the priority regional bikeway system, and recommends continued coordination with regional and local agencies.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 45 Minnesota state bikeway system Strategy 2.9 Continue refining the The emerging state bikeway system is focused on providing a designated network of long distance plan and implement the system of routes comprised of off- and on-street bikeways. interconnected on- and off-street The state bikeway system differs from the regional bikeways that link all significant trail system in that it is established, developed, maintained, and operated by MnDOT. The first and destinations within the county. only route designated is the Mississippi River Trail bikeway. It extends through Hennepin County along Strategy 2.10 Secure necessary right-of- the Mississippi River. As the county bikeway system is implemented, the designated Mississippi River way to accommodate future expansion of Trail route may change to take advantage of new or the bicycle system. enhanced bikeways.

U.S. bicycle route system Refine the bikeway system plan and expand the system over time The United State Department of Transportation has led the effort to establish a national system of The 2040 plan is intended as a living document bicycle routes that connects across state lines and that should be updated on a regular basis to functions similar to the interstate or U.S. highway reflect the status of project implementation. As the systems. The first route designated in Minnesota region changes over time, it will be important for is the Mississippi River Trail bikeway. A future U.S. the bikeway system to provide new connections bicycle route is proposed along the Minnesota River between communities, employment centers, retail in Hennepin County. districts, and service centers. Connecting these destinations will ultimately make Hennepin County a more appealing place to live and work, enhancing access to social, economic and recreational opportunities.

46 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Bikeway strategies

Strategies and actions The following strategies and actions focus on building the bikeway system. Each strategy includes specific actions for the county and/or park district to undertake.

Strategy 2.1 Actions

Provide elements that 2.1.a Promote traffic signal design and operation to allow increase safety along bicyclists to make all movements through intersections in a timely fashion without requiring the detection of a existing and new corridors motorized vehicle or use of a push-button. Implement and intersections. appropriate bicycle detection systems whenever traffic signals are added or substantially upgraded.

2.1.b Work with responsible jurisdictions to employ bicycle detection systems where possible in conjunction with scheduled signal updates at the local, county and state level.

2.1.c Target opportunities to include bicycle detection in conjunction with accessibility improvements identified in the Americans with Disabilities Act Hennepin County Program Access and Transition Plan for County Highway Rights of Way (board adoption pending).

2.1.d Investigate other agencies’ implementation and best practices for lighting of 24-hour trails.

2.1.e Identify and inventory lighting along trails, priority bikeways, and trail-road crossings, and evaluate candidates for improved lighting. Install lighting along routes as prioritized by candidate evaluation and as supported by the greater community.

2.1.f Investigate opportunities to integrate sustainably powered lighting (i.e. solar), or artfully designed lighting along bikeways.

2.1.g Evaluate demand and consider implementation of mileage markers along select regional trail corridors.

2.1.h Develop a methodology for identifying and addressing with countermeasures the top problem intersections based on crash history, user input and geometric issues.

2.1.i Install bicycle and pedestrian-level lighting along county road trails, cycletracks and sidewalks as part of trail construction or roadway reconstruction where appropriate.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 47 Bikeway strategies

Strategy 2.2 Actions

Address network gaps and barriers. 2.2.a Work with agency partners to identify and remove gaps in the 2040 bikeway system with the appropriate bikeway treatments.

2.2.b Integrate gap closures in to city, county, and state reconstruction and paving projects when they are initiated.

2.2.c Create logical termination points for new bikeways, including as part of larger roadway projects, even if it means extending the bikeway beyond the original project limits.

Strategy 2.3 Actions

Plan and designate an enhanced 2.3.a Collaborate with local stakeholders to develop bicycle network composed of high an enhanced system overlay to the county bikeway system that will provide a higher level of comfort as comfort bikeways that provide an appendix to this plan by the end of 2015 physical separation from motor vehicles (e.g., protected bike lanes, 2.3.b Implement the enhanced bikeway system, and cycle tracks, off-street trails, and other include a progress report on implementation within innovative designs). the annual tracking of the plan implementation.

48 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Bikeway strategies

Strategy 2.4 Actions

Work with partners to 2.4.a Collaborate with partners to fund and implement facilities develop and implement that support bicycling including restrooms, showers, water support facilities to make fountains, repair stations, and resting areas. bicycling a transportation 2.4.b Identify and prioritize locations where facilities are needed mode of choice. based on guidance and user feedback via an online or 311-type system.

2.4.c Work with partners to provide convenient, accessible, and secure bicycle parking, addressing location visibility and lighting.

2.4.d Work with partners to develop a downtown Minneapolis bicycle transportation center.

2.4.e Follow Hennepin County’s bicycle parking standards (appendix F) for encouraging provision of bicycling supportive facilities at county/park district properties and within the public right-of-way.

2.4.f Develop and regularly update a map of county and Three Rivers Park District bicycle parking facilities, including location and type.

2.4.g Continue to inventory bike parking provided by the county and park district, and evaluate where there is additional need or opportunities to invite more people to bicycle by increasing available parking, using the parking guidelines as a baseline.

2.4.h Support educational programs to encourage local business owners to purchase and install bicycle parking in visible, accessible locations near their entrances.

2.4.i Ensure bicycle parking is considered when Hennepin County Housing, Community Works and Transit department or Metro Transit are planning major transit improvements, changes, and expansion.

2.4.j Incorporate Hennepin County bicycle parking standards (appendix F) in to the application and ranking process for county-funded projects (such as transit-oriented development grants).

2.4.k Develop support facilities guidelines for the regional trail system.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 49

Bikeway strategies

Strategy 2.5 Actions

Work with transit partners early in 2.5.a Establish a communication protocol with the planning phase of corridor and key transit provider staff so county staff is aware of potential projects and can suggest ways to station area planning to incorporate incorporate bicycle provisions in transit projects at bicycle supportive facilities at key the appropriate phase of project planning. transit locations. 2.5.b Provide guidance and resources for evaluating appropriateness of, and installing, bicycle repair stations and short/long-term bicycle storage options at major transit hubs.

Strategy 2.6 Actions

Work with transit providers and 2.6.a Partner with transit agencies to identify transit/ local communities to provide direct bicycle usage patterns (such as bike boardings, or bike parking use) to prioritize bicycle improvements bicycle connections to transit stops that increase access to transit. and stations, and increase secure bicycle parking and storage to meet 2.6.b Consider prioritizing areas for bicycle demand. improvements based on the percentage of lower income residents within a certain distance of the transit stop.

2.6.c Include bikeway planning for major transit stations. Transitway and station area planning efforts should address bikeway system connections and support facilities.

2.6.d Provide county funding eligibility for bikeway system connections and support facilities for major transit stations.

50 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Bikeway strategies Strategy 2.7 Actions

Support local bike sharing 2.7.a Support local bike sharing program(s) in their program(s). effort to expand the bike sharing network and cater to the needs of suburban users.

2.7.b Continue to support bike sharing at county buildings, public rights-of-way, and encourage the expansion of bike sharing to include more stations at Three Rivers Park District regional parks and along regional trails.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 51 Bikeway strategies

Strategy 2.8 Actions

Collaborate with partners on 2.8.a Develop a full complete streets design manual planning, design, and funding for for the county. bicycle infrastructure that helps to complete, or complement the 2.8.b Work closely with local agencies to educate and encourage staff to use the county design toolkit county bikeway system. in development of Hennepin County bikeway system improvements.

2.8.c Provide consistent bikeway type (on- or off-street) when connecting with other locally- developed bicycle networks.

2.8.d Cultivate consistent communication among agencies and staff to ensure collaboration happens early and often in the planning, design, development, and funding processes.

2.8.e Work closely with staff and local, regional and state agencies to encourage cross-county collaboration on facility location, design, implementation and wayfinding to better link regional / seven county metro area bicycling network.

2.8.f Support efforts to provide greater flexibility in the application of state aid bikeway standards.

52 / The 2040 Bikeway System / Hennepin County 2040 Bicycle Transportation Plan Bikeway strategies

Strategy 2.9 Actions

Secure necessary right-of-way to 2.9.a Reference the design toolbox typical sections accommodate future expansion of during preliminary plat and site plan reviews to ensure right-of-way is preserved for future bikeways. the bicycle system. Pursue future refinements of the design toolbox for incorporation into a proposed complete streets design manual to assist in development reviews.

2.9.b Work with local governments interested in retrofitting roadways (road reconfigurations, repaving, etc.) to investigate opportunities to add or improve bikeways, and connect them to the county system.

2.9.c Investigate and use new traffic analysis methodologies that better incorporate all road users when determining bikeway locations and types.

Strategy 2.10 Actions

Continue refining the plan 2.10.a Continue to engage underserved and and implement the system of underrepresented communities in the bicycle system planning process in order to better interconnected on- and off-street understand barriers, bikeway needs, and desires bikeways that link all significant relative to bicycle usage and ensure that all destinations within the county. populations receive benefits from bicycling investments.

2.10.b Revise the entire bikeway system plan map periodically, as development and land use densities change throughout the county.

Hennepin County 2040 Bicycle Transportation Plan / The 2040 Bikeway System / 53

3. Programs

Realizing the vision for bicycling in Hennepin County will require more than building trails and improving roads for bicycling. Expanding the audience for bicycling also requires programs that promote bicycling as a fun and healthy way to Summary: explore the community, and educate both motorists and bicyclists to operate safely. Promote the bicycle as a Chapter three focuses on the non-infrastructure, or mode of transportation that programmatic elements of the bikeway system. The is practical, convenient, and strategies presented in this chapter encourage staff to collaborate with local partners to further develop pleasant for commuting, critical bicycle support systems necessary to set the stage for the 2040 bikeway system. These strategies recreation, health and are intended to provide Hennepin County residents physical activity. with the tools and support systems they need to safely and confidently use bicycles as a means of transportation and recreation.

Education and encouragement for bicycling The county and the park district view education and encouragement programs as opportunities to not only encourage more bicycling, but also to promote bicycling as a mainstream component of the transportation system. These programs play a critical role in encouraging other roadway users to recognize and respect the rights of bicyclists using Hennepin County trails and roadways.

Hennepin County 2040 Bicycle Transportation Plan / Programs / 55 Education and encouragement efforts empower people to experience bicycling, while Strategy 3.1 Promote the recognition of simultaneously breaking down myths that the county’s bicycle-friendly nature. bicycling is impractical or unsafe. These efforts are especially important for reaching minority and low income populations, who may consider Strategy 3.2 Educate the public about bicycling as a last resort. Positive messages about bicycling as a sustainable mode of the benefits of bicycling can help to break down transportation. stereotypes and increase mode shift. There are already many education and Strategy 3.3 Support efforts to make encouragement efforts underway in Hennepin bicycling a more attractive option County. The intent of strategies 3.1 – 3.6 is to acknowledge these on-going efforts and identify for populations underrepresented on new or expanded programs that are needed in bicycles. the county. These strategies are supported by a number of specific actions that are identified in Strategy 3.4 Work with partners the summary chart at the end of this chapter. to develop activities and events for To encourage riders of all ages and all abilities, potential bicyclists on topics like it is important to target non-user audiences to understand barriers, desires, and cultural bicycling in everyday/professional perceptions about bicycling. This information clothes, maintenance, hauling cargo should be used to encourage underrepresented populations to experience the benefits of and other barriers. bicycling. For example, existing programs such as the Bike Walk Twin Cities - Bike Walk Move Strategy 3.5 Support and encourage campaign have made inroads to encourage the expansion of Safe Routes to School bicycling in traditionally underserved neighborhoods of north Minneapolis. programs, including additional funding. Open Streets events have been popular events Strategy 3.6 Support efforts to that attract a wide variety of residents. County encourage employers to increase staff will continue to participate in the events and will explore how best to support them. understanding and awareness that Twin Cities Bike Week encourages people to ride bicycling is a viable commuting option. for transportation with events primarily in the core cities. Hennepin County will continue to participate in the events and will explore options to expand into cities that have not had events. Programs addressing system People who learn to ride at an early age are safety equipped with skills to become life-long bicyclists. It is important to invest and support Safe Routes Bicycle safety is influenced by many factors, to School so the next generation enjoys the including the quality, design and availability of benefits of bicycling. routes that are easy for all users to understand and navigate. Safety is also influenced by attitudes Healthy living programs are becoming more and behaviors. There is a strong need to develop common for employers throughout the county. programs for people of all ages and abilities. The county and park district should build upon this growing movement by continuing to support Bicycle safety Program strategies are presented and highlight employee benefit programs in three categories: evaluation, education, and available through the county and park district, as enforcement. Evaluation programs are those well as other key employment centers. aimed at helping the county and park district to monitor and evaluate the performance of the bicycle system. Education programs are focused

56 / Programs / Hennepin County 2040 Bicycle Transportation Plan on educating all users (bicyclists, motorists and pedestrians) on proper travel behavior Strategy 3.7 Establish safety evaluation and common understanding of markings and programs and processes to address user traffic controls for safe predictable navigation conflicts. of the system. Enforcement programs promote compliance with rules and regulations, and reinforce proper behavior through intervention Strategy 3.8 Provide a systematic and (including warnings and citations as necessary). consolidated means for residents and visitors to identify areas of concern or Safety evaluation report issues (i.e., bicycle crashes and Monitoring and regularly assessing the safety “close calls”). of the bikeway system is a significant challenge. There is very little available data on crashes, close calls, or potential hazards such as poor lighting, ●● Crashes routinely involve a single bicyclist, obstructions, or dangerous pavement conditions. multiple cyclists, or bicyclist and pedestrian and An analysis of the data that is available on bicycle are only trackable if they include an emergency crashes in Hennepin County was conducted as a room visit. These types of crashes are not part of this plan. The results are in appendix G. currently included in crash statistics.

Two key factors complicate tracking bike crashes: Additionally there are many instances where there are safety concerns along a particular corridor, ●● Crashes are typically only reported and tracked when they occur on roadways as a result of an for example where close calls are common. New interaction with a motor vehicle and result in methods are needed to enable bicyclists to report significant property damage or injury. Crashes safety issues encountered on the bikeway system. that occur on trails or in parking lots are not typically reported.

Hennepin County 2040 Bicycle Transportation Plan / Programs / 57 Strategies 3.7 and 3.8 describe ways in which the county or park district will continue or enhance Strategy 3.9 Promote and participate safety evaluation programs. New safety evaluation in bicycle education programs programs and processes will allow county and park district staff to identify, catalog, and address high- through partnerships with community conflict areas in a timely manner. These programs organizations and businesses. are essential for the safety of all users. One common tool for safety evaluation is a public Strategy 3.10 Work with partners reporting system. The county and park district are to expand motorists’ education and committed to providing a high level of customer service through programs that encourage feedback coursework for motorists, bicyclists and and enable citizens to report safety issues. Users youth about the rights and responsibilities of the bikeway system have some of the best of all road users. knowledge about how the system is working and where areas of concern may exist. To evaluate Strategy 3.11 Work with partners such bicycle system performance the county and park district need to provide a mechanism for this to as public safety officials, cities and school occur, and to proactively identify issues that may districts to promote safe bicycling, driving result in future crashes. and walking practices and encourage enforcement. Safety education All roadway and trail users share the responsibility of exercising due care while traveling on public rights- provide clear information regarding bicycle safety. of-way, regardless of travel mode. Bicyclists need to Bicyclists of all ages should be educated regarding be educated about their rights and responsibilities the rules of the road and safe riding skills. on shared roadways, bike lanes, protected bike lanes and trails. This includes the safety and protection of pedestrians on shared use pathways and sidewalks. Safety enforcement Motorists need to be educated about bicyclists’ Law enforcement has a critical role in ensuring legal rights to use roadways and understand roads and trails are safe for bicyclists. It is important their responsibility to provide due care when to enforce laws that reduce bicycle/motor vehicle encountering bicyclists, regardless of whether a crashes and increase mutual respect between all designated bikeway is present. Pedestrian education roadway users. Enforcement must take a balanced is needed as well, including safe walking etiquette approach to improving behaviors of both bicyclists for shared use trails, and rules regarding the use of and motorists. Examples of unsafe motorist protected bike lanes (which are not intended for behaviors include speeding, driving while distracted, pedestrian use). Strategies 3.9 and 3.10 are aimed at passing too close to bicyclists, parking in bike lanes, addressing these needs. and opening doors of parked vehicles in front of bicyclists. Examples of unsafe bicyclist behaviors Bicycle education programs should be a include ignoring traffic controls, riding the wrong coordinated, collaborative effort with community way on streets, and riding with no lights at night. As organizations and businesses to reach a broad cross emphasized in strategy 3.11, enforcement priorities section of people throughout the county. There are should be established through a collaborative a number of existing education programs offered process involving a variety of partners in the county. by organizations such as the Bicycle Alliance of Minnesota and MnDOT. The county and park district should continue to support these programs where appropriate. Motorists who operate in an unsafe manner represent a significant hazard to bicycling. Motorist education programs should be enhanced and

58 / Programs / Hennepin County 2040 Bicycle Transportation Plan Wayfinding and trip planning for the county to continue to collaborate with local Wayfinding and trip planning strategies are aimed jurisdictions to develop a coherent wayfinding at enabling bicyclists to navigate the bikeway strategy continuous across jurisdictional boundaries, system easily. Wayfinding provides information to while continuing to recognize the identity and the user, including signage identifying destinations character of the county’s unique local communities. by time or distance, and informational references The county-wide bikeway system map is an such as mile markers and street signs. Well-designed important resource. It not only serves as a planning wayfinding helps bicyclists reach their destinations document, it also provides important information without having to stop and pull out a map or ask for people who want to use the system. The map for directions. Trip planning is focused on providing should continue to be updated and published detailed route information in a variety of accessible in multiple venues (print form, and via websites formats such as maps or applications for personal designed to be viewed on mobile devices). computing devices. The goal is to enable bicyclists to plan ahead for the most suitable bicycle routes. Strategies 3.12 and 3.13 present key areas of Strategy 3.12 Continue to collaborate action for the county and park district related to with local agencies and other partners to wayfinding. There have been efforts in the past to address wayfinding in a comprehensive, initiate wayfinding in Hennepin County with varying levels of success. It is a challenge to collaborate coordinated way. on a comprehensive wayfinding strategy for a county of Hennepin County’s size and with so Strategy 3.13 Provide trip planning many communities, many of whom already have established styles or brands for their bikeway resources in multiple formats, including systems, including bikeways that are part of the print and digital. county system. Moving forward, it will be important

Hennepin County 2040 Bicycle Transportation Plan / Programs / 59 Program strategies

Strategies and actions The following strategies and actions focus on the non-infrastructure, or programmatic elements of the bikeway system. Each strategy includes specific actions for the county and/or park district to undertake.

Strategy 3.1 Actions

Promote the recognition of the 3.1.a Pursue having the county designated as a county’s bicycle-friendly nature. League of American Bicyclist (LAB) Bicycle Friendly Business and work with economic development departments, and business associations to establish bicycle friendly businesses/bicycle friendly districts.

3.1.b Continue to support local communities in seeking League of American Bicyclists Bicycle Friendly Communities designation.

3.1.c. Consider ways to promote the county’s bicycle-friendly nature through advertising collateral (e.g., highlight on maps, kiosks, brochures, business windows) and public service announcements.

3.1.d Actively participate in the Pedal MN campaign, and highlight bike-friendly destinations within the county.

Strategy 3.2 Actions

Educate the public about 3.2.a Develop promotional materials and campaigns bicycling as a sustainable mode of to educate the public about transportation choices transportation that saves money, (e.g., Arlington County Car Free Diet). promotes healthy lifestyles, and 3.2.b Maintain and expand partnerships with reduces greenhouse gases and other health practitioners, community, business, and pollution emitted into the air. governmental stakeholders such as Active Living Hennepin County to expand interest in and access to bicycling.

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Strategy 3.3 Actions

Support efforts to make bicycling 3.3.a Reach out to populations that are not a more attractive option for those currently riding to find out why they aren’t riding and what would encourage more riding through populations underrepresented on surveys, focus groups, listening sessions, etc. and, bicycles. if appropriate based on the findings, implement programs to address these findings.

3.3.b Review best practices for promotion of bicycling to underrepresented minorities (e.g., the Biking Public Project in NYC, and Bike Walk Move).

3.3.c Monitor the use of emerging technologies that may provide opportunities to extend the reach of bicycling trips and expand access to those needing physical assistance while bicycling.

3.3.d Evaluate potential county role in supporting community bike centers in low-income communities with high potential ridership.

Hennepin County 2040 Bicycle Transportation Plan / Programs / 61 Program strategies

Strategy 3.4 Actions

Work with partners to develop 3.4.a Develop new (county) and enhance activities and events for potential existing (park district) educational materials for encouragement/training events such as open bicyclists on topics like bicycling in streets, bike rodeos, or bike week. everyday/professional clothes, bicycle maintenance, hauling cargo, and other 3.4.b Improve internal efforts to inform and barriers that could be overcome by increase knowledge about bicycling as a viable rider knowledge. transportation option for county staff.

3.4.c Develop an employee bicycle community and develop informational materials on how to bike to work at the county and include bike commuting information at new employee orientation.

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Strategy 3.5 Actions

Support and encourage the 3.5.a Inventory and identify where there are expansion of Safe Routes to missing local trail connections between schools and the regional trail system. Work with partners School (SRTS) programs, including to fund, design, prioritize, and implement missing additional funding. connections.

3.5.b Develop standard protocol to contact area schools and city staff for input and feedback before county road improvement projects.

3.5.c Integrate youth-targeted programming with community education and encouragement campaigns.

3.5.d The 2040 bikeway system should be developed to include child-friendly routes, and develop targeted promotional campaigns about bicycling to kid-friendly destinations and community events to market bicycling as a fun and independent way to get around.

3.5.e Support the state SRTS curriculum in Hennepin County partner schools.

Hennepin County 2040 Bicycle Transportation Plan / Programs / 63 Program strategies

Strategy 3.6 Actions

Support programs and efforts to 3.6.a Develop and distribute materials to educate encourage employers to increase employers about possible healthy living incentive understanding and awareness that programs. bicycling is a viable transportation 3.6.b Support employee and community-wide bike option. to work events.

3.6.c Support bicycling to work for county/park district staff, document existing efforts to do so and identify what needs improvement.

3.6.d Provide incentives, such as wellness credits, to county staff for biking to work.

3.6.e Develop outreach and orientation materials aimed at increasing county employee bicycle commuting. Information could be printed and posted to internal/external websites.

3.6.f Create a county bike commuting community and online forum for employees. Information on bicycle commuting and health incentive programs would be an integral part of the online forum.

3.6.g Partner with the Minneapolis Downtown Improvement District and educate the ambassadors on the location of bikeways and support facilities downtown.

3.6.h Partner with local organizations such as Nice Ride, ZAP, and Commuter Connection to promote biking for transportation and recreation. These organizations can provide educational sessions and maps to encourage employees to bike.

3.6.i Promote the use of bicycling for workday transportation, including trips to meetings, between worksites, and deliveries.

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Strategy 3.7 Actions

Establish safety evaluation 3.7.a Routinely perform safety reviews at high- programs and processes to address crash rate locations or locations where known safety concerns are identified (including close-call user conflicts. locations where documented).

3.7.b Track bicycle crashes by bikeway type and crossing type. Follow-up with appropriate staff to determine corrective actions for high crash rate locations.

3.7.c Work to develop a methodology that would calculate bicycle-related crash rates. These rates would allow the identification of statistically significant problem areas and comparisons to similar locations throughout the county.

Strategy 3.8 Actions

Provide a systematic and 3.8.a Explore methodologies for users of the consolidated means for residents system to report areas of concern or close calls (e.g., and visitors to identify areas of Minneapolis 311, SeeClickFix, Bike Crash App). concern or report issues (i.e., bicycle 3.8.b Work with local law enforcement and other crash “close calls”). partners to inventory previous and ongoing conflict points.

3.8.c Develop a system of identifying and prioritizing conflict reduction project areas and implementing programming and infrastructure improvements.

3.8.d Based on staff review and analysis of information on system performance, the county and park district further review areas with consistent concerns, and appropriately address locations in a timely fashion.

Hennepin County 2040 Bicycle Transportation Plan / Programs / 65 Program strategies

Strategy 3.9 Actions

Promote and participate in bicycle 3.9.a Document existing educational efforts by the education programs through county/park district and identify what to enhance or partnerships with community expand with community partners. organizations and businesses. 3.9.b Continue to administer and work with community partners such as cities and other organizations to develop additional educational programs (e.g., Three Rivers Park District Share the Trail Program) aimed at educating the public about safe riding and how to navigate the variety of bikeway types.

3.9.c Develop or use/modify existing educational, encouragement, safety, etc. materials that county and/or park district staff can take to various community events, businesses, schools, and agency sponsored events.

3.9.d Incorporate information on safe bicycle practices into various county and park district publications (bike map, county website, etc.).

3.9.e Establish funding streams and partnerships to launch a cohesive bicycle and motorist educational marketing campaign.

3.9.f Continue offering bicycling and motorist safety courses to county employees with a bicycle education module. Investigate offering specialized training for drivers of larger vehicles.

3.9.g Develop employee-specific safety training materials and modules on bike safety for bicyclists and motorists.

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Strategy 3.10 Actions

Work with partners to expand 3.10.a Partner with other organizations working driver’s education and coursework on driver’s education programs on the inclusion of information on multiple modes and its inclusion in for motorists, bicyclists and youth the examination process. about the rights and responsibilities of all road users. 3.10.b Incorporate bicycle safety information in the county’s defensive driving and large vehicle education programs.

3.10.c For county motorists — alert employees to habits that lead to distracted driving, and enforce prohibitions of these types of actions.

3.10.d Partner with other organizations to expand the availability of bicycle safety training (e.g. bicycle rodeos, Safe Routes to School, League of American Bicyclists courses.)

Hennepin County 2040 Bicycle Transportation Plan / Programs / 67 Program strategies

Strategy 3.11 Actions

Work with partners such as public 3.11.a Continue to evaluate current enforcement safety officials, cities, and school practices at the state, county, and park district levels relative to bicycle safety and encourage districts to promote safe bicycling, enhancements to enforcement programs as driving, and walking practices and necessary. encourage enforcement by the presiding agency. 3.11.b Reach out to the Hennepin County Sheriff’s Office and other local public safety partners and establish regular meetings to discuss road and bikeway safety.

3.11.c Work with the Hennepin County Sheriff’s Office and local public safety officials to improve protocol for recording and reporting crash data including improving the accuracy of recording and categorization of bicycle crash information.

3.11.d Work with the Hennepin County Sheriff’s Office and local public safety officials to educate officers on bicycle safety.

Strategy 3.12 Actions

Continue to collaborate with 3.12.a Review existing wayfinding guidance, local agencies and other partners policies, and programs and consider adapting for a to address wayfinding in a county-wide wayfinding guide. comprehensive, coordinated way. 3.12.b Investigate opportunities to integrate additional informational/wayfinding signage along bikeways.

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Strategy 3.13 Actions

Provide trip planning resources in 3.13.a The county and park district will coordinate multiple formats, including print and collaborate on the development of all county and park district bicycling system maps to ensure and digital. the most accurate information is included on the maps.

3.13.b Continue to update and publish the Hennepin County bicycle system map on a periodic basis.

3.13.c Continue to update and publish the Three Rivers Park District Regional Trail Map on a periodic basis.

3.13.d Evaluate need and, if appropriate, incorporate universal symbols that can be understood by non- English speaking users on maps.

3.13.e Seek opportunities to partner with transit service providers to develop trip planning capabilities that integrate bicycle and transit modes in the same trip, including information about on-board bicycle capacity within high use transit corridors.

3.13.f Use and promote online resources to assist in system wide trip planning. Work with web tools, including Cyclopath, Google and Metro Transit Trip Planner, so that bikeways are accurately reflected online. Promote the use of these web tools to county residents and visitors.

3.13.g Develop an online map of the Hennepin County bikeway system. Investigate a GIS application that would allow users to view various layers of information.

3.13.h Create an editable composite map of the individual city bikeways for reference purposes.

Hennepin County 2040 Bicycle Transportation Plan / Programs / 69

4. Policy

Bicycling is consistently supported in numerous county, municipal, regional, and state policies as not only an important element of the multimodal transportation system, but also as a key factor in achieving sustainability and encouraging healthy communities. This chapter discusses the policy framework within which this plan was developed, and recommends strategies and actions to improve coordination and complement other ongoing initiatives of Hennepin County, Three Rivers Park Summary: District, and other partners engaged in bicycle programs and projects in the region. Collaboratively build an Strategies 4.1-4.3 are aimed at supporting and integrated county bicycling encouraging partnerships that are needed system that allows people to implement the Hennepin County bicycle transportation plan. A full list of Implementation of varying skills to safely, Strategies and Actions is at the end of the chapter. efficiently and comfortably connect to and between all Connection to county plans and destinations in the county. policies Support for bicycling is a consistent theme in many of Hennepin County’s plans and policies. The county and Three Rivers Park District continue to improve coordination among agencies on bicycle issues, and their partnership to produce this plan was a key step toward maintaining this cooperative approach. Figure 13 depicts the relationship of this plan with other Hennepin County, Three Rivers Park District, Metropolitan Council, and state planning initiatives. A discussion of various plans and policies, including their relationship to this plan, follows.

Hennepin County 2040 Bicycle Transportation Plan / Policy / 71 Met Council

Thrive 2040

Met Council MnDOT Transportation Policy Plan Bicycle System Plan

MnDOT Met Council Twin Cities Metro District Parks Policy Plan Regional Bicycle System Study Bike Plan in uences

Hennepin County Hennepin County Comprehensive Plan Cool Counties Initiative

Three Rivers

Sustainability Three Rivers Hennepin County Plan Hennepin County System Plan 2030 TSP in uences Active Living Programs Three Rivers Hennepin County transportation systems plan Policy Plan

in uences The 2030 Hennepin County transportation systems plan (2030 HC-TSP) articulates a vision, updates Three Rivers Hennepin County Hennepin County Hennepin County previous planning work, and provides guidance Three Rivers Regional Trail Bicycle Pedestrian Plan Complete Streets for future transportation systems in the county. It System Plan Transportation Policy is a multimodal plan, covering both motorized and Vision Plan Plan nonmotorized travel. The vision and goals of the 2030 HC-TSP are strongly focused on improving mobility for pedestrians and bicyclists. It establishes five goals that speak to the need for better bicycling conditions (see sidebar), all of which support the vision and goals for this plan. Individual Regional Individual City

Trail Master Plans Bicycle Plans The 2030 HC-TSP is not intended to be a detailed plan specific to each mode; it generally refers to mode-specific plans (such as this one) for details.

Figure 13: Policy framework The 2030 HC-TSP identifies 2030 targets related to bicycling, which were incorporated into the targets for this plan.

72 / Policy / Hennepin County 2040 Bicycle Transportation Plan Hennepin County active living policies and partnership Strategy 4.1 Support and encourage interdepartmental coordination and In 2006, Hennepin County launched its Active Living Hennepin County initiative, which is supported by develop actions and programs that a partnership of Three Rivers Park District, cities, complement other county initiatives and businesses, and nonprofits working together to planning efforts. increase opportunities for daily physical activity. In 2007, the Hennepin County Board of Commissioners Strategy 4.2 Increase internal and unanimously adopted an Active Living Policy, affirming support for the county’s active living external support so that bikeways principles. are eligible expenses for the lifecycle Since then, Active Living Hennepin County of transportation funding, including has led numerous initiatives within the county, planning, design, development, including encouraging local communities to operations, and maintenance. adopt complete streets policies and principles and providing technical support for improving active transportation across the county. The Hennepin Strategy 4.3 Support and encourage County bicycle transportation plan supports coordination between Hennepin County active living through strategies and actions that will improve the active transportation system and partner agencies and municipalities. and increase ridership amongst existing and new Develop actions and programs that bicyclists of all ages and abilities. complement aligned efforts at the state, region, or municipal level. Hennepin County complete streets policy

In 2009, the Hennepin County Board of *see the chart at the end of the chapter for specific actions Commissioners adopted a complete streets that will be taken to support the strategies. policy. The policy states that “Hennepin County will enhance safety, mobility, accessibility and convenience for all corridor users including Hennepin County transportation systems pedestrians, bicyclists, transit riders, motorists, plan commercial and emergency vehicles, and for people The 2030 Hennepin County transportation systems of all ages and abilities by planning, designing, plan (2030 HC-TSP) articulates a vision, updates operating, and maintaining a network of complete previous planning work, and provides guidance streets.” for future transportation systems in the county. It is a multimodal plan, covering both motorized and The policy applies to all corridors under Hennepin nonmotorized travel. The vision and goals of the County jurisdiction, and compels the county 2030 HC-TSP are strongly focused on improving to work with other transportation agencies to mobility for pedestrians and bicyclists. It establishes incorporate a complete streets philosophy into five goals that speak to the need for better bicycling every transportation and development project as conditions (see sidebar), all of which support the standard practice. In 2012, the county developed a vision and goals for this plan. complete streets checklist that must be completed for every county reconstruction project. This plan The 2030 HC-TSP is not intended to be a detailed provides strategies and actions to support the plan specific to each mode; it generally refers to complete streets policy implementation. Specifically, mode-specific plans (such as this one) for details. the county anticipates using the design guidelines included in this plan to develop county-specific The 2030 HC-TSP identifies 2030 targets related to complete streets design guidelines. bicycling, which were incorporated into the targets for this plan.

Hennepin County 2040 Bicycle Transportation Plan / Policy / 73 Hennepin County public works strategic plan Hennepin County Transportation As part of a strategic planning process within Systems Plan goals related to Hennepin County Public Works, the county bicycling developed a plan to guide the implementation and administration of its programs and projects. This plan provides guidance for the work of the Goal 1. Preserve and modernize the existing five Public Works departments (Planning, Policy transportation system and Land Management; Environment and Energy; “Many of [the county’s] roads are old, and were not Transportation (Road and Bridges); Community initially designed to support the land use forms Works; Facility Services; and Management desired today, are not pedestrian or bicycling Support). The plan specifically recognizes the friendly, and are in need of both infrastructure and importance of increasing transportation choices land use revitalization” (2030 HC-TSP, 1-8). and supports bicycling as a means to achieve the county’s seamless transportation network. The plan Goal 2. Improve safety for all transportation emphasizes the role of active living and complete users streets and provides strategies and actions to further “Providing a safe transportation system for all the county’s commitment to these policies. users is always a high priority for the county. This needs to be accomplished through a combination of engineering, education, and enforcement and Hennepin County pedestrian plan needs to be targeted toward all users including In 2013, the county adopted its first pedestrian plan. drivers, bicyclists, and pedestrians” (2030 HC-TSP, It is similarly geared to providing safe transportation 1-11). options throughout the county. Together with the Goal 3. Provide mobility and choice to meet Hennepin County bicycle transportation plan, the the diversity of transportation needs as well as pedestrian plan will help to further the county’s to support health objectives throughout the complete streets initiatives, and the park district’s county ongoing efforts to incorporate transportation into “The county’s highway and bicycle trail network their planning and design efforts. will be developed to provide mobility and opportunities for Active Living with reasonable Hennepin County Cool County Initiative coverage over the entire county as well as providing pedestrian accommodates on all urban roadways as In 2007, the Hennepin County Board of stated in the Complete Streets policy” (2030 HC-TSP, Commissioners established the Cool County 1-13). Initiative. As part of this initiative, Hennepin County pledged to reduce greenhouse gas emissions by 80 Goal 4. Increase spatial efficiency of system percent by the year 2050. The Cool County Initiative “While the county does not have land use authority, establishes specific goals and targets for reducing it is committed to working with its local partners vehicle miles traveled (VMT) and greenhouse and the private sector to leverage transportation gas emissions. The Hennepin County bicycle investments to enhance livability, economic vitality, transportation plan establishes specific goals for and the success of transit investments (HC-TSP, increasing bicycle ridership and mode shift, which 1-15).” can help the county achieve its greenhouse gas emission reduction goals and targets. Goal 5. Reduce the county’s environmental footprint “This goal is consistent with the county’s Cool County initiative and reflects the objectives of reducing energy consumption, protecting the environment, and supporting a sustainable lifestyle” (2030 HC-TSP, 1-18).

74 / Policy / Hennepin County 2040 Bicycle Transportation Plan Hennepin County public works strategic plan Connection to Three Rivers Park As part of a strategic planning process within District plans and policies Hennepin County Public Works, the county developed a plan to guide the implementation Three Rivers Park District policy statement and administration of its programs and projects. This plan provides guidance for the work of the The Three Rivers Park District policy statement is five Public Works departments (Planning, Policy a guiding document that describes how the park and Land Management; Environment and Energy; district will execute its mission relative to 13 policy Transportation (Road and Bridges); Community directives. It complements this plan by establishing Works; Facility Services; and Management a definition and purpose for regional trails as a Support). The plan specifically recognizes the component of the transportation network. importance of increasing transportation choices and supports bicycling as a means to achieve the Three Rivers Park District vision plan county’s seamless transportation network. The plan emphasizes the role of active living and complete The Three Rivers Park District vision plan provides a streets and provides strategies and actions to further vision for the park district’s system: the county’s commitment to these policies. Through leadership, advocacy, innovation and action, Three Rivers is a model of a sustainable Hennepin County pedestrian plan regional system of parks and trails that meets the multi-modal travel and by establishing a long-range needs of the present while ensuring that the needs regional trail system plan to meet the needs of In 2013, the county adopted its first pedestrian plan. of future generations are well-met. It is similarly geared to providing safe transportation future generations. options throughout the county. Together with the The vision plan acknowledges the evolving role of Hennepin County bicycle transportation plan, the regional trails in the county’s bicycle transportation Three Rivers Park District sustainability plan pedestrian plan will help to further the county’s system. The vision plan also emphasizes regional complete streets initiatives, and the park district’s trail connections to transit to improve multi-modal The Three Rivers Park District’s sustainability plan ongoing efforts to incorporate transportation into travel. The Hennepin County bicycle transportation (2012) articulates sustainability goals, strategies, their planning and design efforts. plan helps the park district achieve its vision by and targets for the park district’s parks, trails, and recommending strategies and actions to improve facilities. The park district adopted specific targets Hennepin County Cool County Initiative for the reduction of greenhouse gas emissions for the years 2015, 2025, and 2050. This bicycle In 2007, the Hennepin County Board of Three Rivers Park District Policy transportation system plan can help the park district Commissioners established the Cool County Statement – Policy Four, Establishment reduce greenhouse gas emissions by increasing Initiative. As part of this initiative, Hennepin County of the System mode shift from motorized vehicles to bicycle trips. pledged to reduce greenhouse gas emissions by 80 percent by the year 2050. The Cool County Initiative Regional trails provide for recreational The plan guides the park district to maximize establishes specific goals and targets for reducing travel along linear pathways. Trails may the ability of the public to use nonmotorized vehicle miles traveled (VMT) and greenhouse be located along either natural or built transportation to connect to the regional park and gas emissions. The Hennepin County bicycle features, and should be of sufficient width trail system and to increase commuter trips on the transportation plan establishes specific goals for to enhance the enjoyment and safety regional trail system. The collaboration between the increasing bicycle ridership and mode shift, which of users. When possible, regional trails county and the park district to develop this bicycle can help the county achieve its greenhouse gas should link park district facilities. Non- transportation system plan demonstrates the emission reduction goals and targets. linking regional trails that pass through integration of transportation and recreation trips on outstanding natural resource areas serve as the regional trail system. The bicycle transportation recreation destinations and are acceptable system plan also includes strategies and actions for and desirable. Regional trails should also making the park system more accessible by bicycle serve as an important component of the (i.e., not needing to drive to the regional park and multi-modal transportation network. trail system). Adjacent land with significant features may be acquired as a means of protecting the natural environment.

Hennepin County 2040 Bicycle Transportation Plan / Policy / 75 Connection to local plans and Connection to Metropolitan policies Council plans and policies Local complete streets policies Metropolitan Council transportation policy As of 2014, 11 cities in Hennepin County, including plan and Twin Cities regional bicycle system Bloomington, Brooklyn Center, Edina, Golden Valley, study Hopkins, Independence, Maple Plain, New Hope, Richfield, Robbinsdale, and St. Louis Park, have The Metropolitan Council, in collaboration with either a complete streets or living streets policy or MnDOT, conducted a regional bicycle system study resolution. Active Living Hennepin County works to in an effort to improve the region’s on-street and support the development and adoption of complete off-street bikeways. This study, completed in April streets policies and resolutions in active living 2014, provided a more complete understanding partner cities. County staff are currently working of how the regional bicycle transportation system with three additional cities towards complete streets functions, particularly with respect to the interaction policies. between on-street bikeways and off-street trails. The study provided the technical basis for updating the bicycling section of the region’s transportation Local community comprehensive plans and policy plan (TPP), which is currently in progress. The bicycle plans timing of the study recommendations has enabled the county to align the 2040 bikeway system All of the 45 cities within Hennepin County create recommendations with regional bikeway priorities. comprehensive plans that guide development within their communities. Many have a bicycle component in their comprehensive plans or have Metropolitan Council regional parks policy adopted bicycle master plans. Local communities plan can use this bicycle transportation system plan as a guide for planning local networks that connect The policies set forth in the Metropolitan Council to the 2040 bikeway system. For example, this regional parks policy plan (2013) are intended plan identifies several existing local trails that to guide long-term expansion, density, and may be candidates for regional trail status and development of regional parks and trails, as well as will be a useful resource for discussing regional to guide appropriate use of existing parks and trails. trail designations. In turn, the county and park Regional trails recognized within the policy plan are district will use this plan when they review local eligible for land acquisition, capital improvement transportation and trail plans for consistency with project, and operations and maintenance funding county and park district plans.

76 / Policy / Hennepin County 2040 Bicycle Transportation Plan upon completion and approval of a regional trail planning study. The plan will identify state bikeway master plan by the Metropolitan Council. The park corridors as well as regional bikeway corridors within district is working with the Metropolitan Council each MnDOT district. The MnDOT metro district to include the proposed Three Rivers Park District bicycle system plan (for the Twin Cities metropolitan regional trail system plan in its entirety in the 2040 area) is in the process of being developed and will Metropolitan Council regional parks policy plan. build upon the work recently completed in the Twin Cities regional bicycle system study. State bikeway corridors will be implemented through a collaborative process with various road and trail Connection to state plans and authorities, users, and interest groups. This plan will policies help inform MnDOT’s efforts to identify existing and planned bikeways that are suitable for state bikeway Minnesota Department of Transportation designation in Hennepin County. complete streets policy and work plan The state’s first designated U.S. Bicycle Route — The State of Minnesota adopted a complete the Mississippi River Trail (MRT) — follows the streets policy in 2010 and continues to pursue Mississippi River through Hennepin County. This the integration of complete streets into its plan recognizes the existing alignment of the MRT. transportation project planning, scoping, Two MRT route segments, County Road 12 (Dayton implementation, and operations/maintenance River Road in the City of Dayton) and County Road efforts. While the state guidance is specific to 23 (Marshall Street NE in the City of Minneapolis), MnDOT owned/operated roads, it does impact are designated, but not signed as the MRT since the how Minnesota jurisdictions such as cities and roadway characteristics are not consistent with the counties plan for integration and connections of county’s bikeway facility guidelines. As the 2040 transportation and trail systems. This plan furthers bikeway system is implemented the state and the the county’s complete streets policy implementation county can work in to improve the conditions of the and can improve project coordination with MnDOT MRT route. when county bikeways are located along or cross roadways under MnDOT’s jurisdiction. Minnesota Department of Natural Resources (DNR) parks and trail programs MnDOT GO Vision and statewide multimodal In 2011, the DNR completed a 25-year Parks and transportation plan Trail Legacy Plan. Most of the guidance is specific The Minnesota Department of Transportation’s to the DNR in terms of park and trail planning and (MnDOT) Minnesota 50-year GO Vision (2011) development, however there are numerous places is for a multimodal transportation system that where “working with partners” and “commuting” maximizes the health of people, the environment, is referenced. There is a section of the legacy plan and the economy. The statewide multimodal which articulates the importance of the state and transportation plan serves as the framework plan regional trail system for all cyclists, including those for MnDOT’s family of plans. The principles outlined who commute. The DNR can use the Hennepin in the MnDOT statewide multimodal transportation County bicycle transportation plan in its planning plan (2012) fully support the goals of this bicycle and implementation efforts to better connect state transportation system plan with regard to the trails to the 2040 bikeway system. integration of bicycles in the transportation system. Additionally, funding programs such as the Local Trails Connections Program and Federal Recreation Minnesota Department of Transportation Trail Program, provide funding opportunities for statewide bicycle system plan municipalities, the county, and park agencies in the acquisition and development of future MnDOT is in the process of developing the statewide bikeways (specifically, multi-use trails). This plan bicycle system plan, which is a modal plan that helps demonstrate the support for the planned trail follows the completion of a statewide bicycle system and most DNR funding programs include criteria for having an adopted trail plan.

Hennepin County 2040 Bicycle Transportation Plan / Policy / 77 Policy strategies

Strategies and actions The following strategies and actions will promote continued internal and external coordination among Hennepin County, Three Rivers Park District, and other partners engaged in bicycle planning. Each strategy includes specific actions for the county and/or park district to undertake.

Strategy 4.1 Actions

Support and encourage 4.1.a Enhance coordination between all interdepartmental coordination and departments of Public Works to further county-wide initiatives such as the county’s complete streets develop actions and programs that policy. complement other county initiatives and planning efforts. 4.1.b Increase communication and collaboration between the health and public works lines of business.

4.1.c Encourage Hennepin County business lines to locate facilities in bikeable locations and to improve connections to the bikeway system when creating or updating facilities.

78 / Policy / Hennepin County 2040 Bicycle Transportation Plan Policy strategies

Strategy 4.2 Actions

Increase internal and external 4.2.a Ensure complete streets checklist process is support so that bikeways are employed for new transportation construction. Post all completed checklists to SharePoint and ensure eligible expenses for the lifecycle that all departments and interested groups are of transportation funding, including consulted early in the scoping and planning process planning, design, development, of all road projects. operations, and maintenance. 4.2.b Create a new complete streets checklist for preservation projects (mill and overlay paving projects). Post all completed checklists to SharePoint and ensure that all departments and interested groups are consulted early in the scoping and planning process of all road projects.

4.2.c Evaluate current capital improvement projects project funding streams for the potential to add bicycle facility criteria, points and funding.

4.2.d Monitor and advocate for bikeway planning, design, construction, operations, maintenance, and related programming to be eligible grant/funding projects of external funding sources and programs (i.e. Metropolitan Council, MnDOT, MnDNR, State of Minnesota, Federal Transportation Bill, etc.).

Hennepin County 2040 Bicycle Transportation Plan / Policy / 79 Policy strategies

Strategy 4.3 Actions

Support and encourage 4.3.a Encourage local land use guidance that coordination among Hennepin maximizes support for bicycling. County and partner agencies and municipalities. Develop actions and 4.3.b Coordinate bicycle planning and implementation with state and regional efforts. programs that complement aligned Ensure coordination is done early in the planning efforts at the state, region, or municipal process for all projects. level. 4.3.c Consider developing a program to celebrate/ recognize local cities that make exceptional progress in improving bicycling conditions. In conjunction, explore the possibility of establishing an annual ‘bike summit’ meeting in which awards could be presented and participating agencies can share upcoming biking-related plans/projects and discuss coordination opportunities, share expertise, etc.

80 / Policy / Hennepin County 2040 Bicycle Transportation Plan Hennepin County 2040 Bicycle Transportation Plan / Policy / 81

5. Implementation

The value and impact of the Hennepin County bicycle transportation plan hinges on how it is implemented over time. The implementation program will be led by Hennepin County and Three Summary: Rivers Park District. Cooperation and collaboration with cities and other state and local agencies will be Protect the county’s and the central to the success of this effort.

park district’s investments Table 10: Mileage needed to be built annually to build out in the bikeway system and 2040 bikeway system reduce seasonal hazards Annual mileage target Three through partnerships. Planned Rivers Hennepin bikeway Park County system District Off-street bikeways 7.2 1.9 9.1 On-street bikeways 11.5 11.5 Total planned bikeway 7.2 13.4 20.6 system

Implementing the 2040 bikeway system will require ongoing political and public support. Table 10 shows the annual miles of bikeway implementation necessary to complete the planned bikeway system by 2040. Some bikeway projects will be implemented as part of street resurfacing or reconstruction projects, while others will be implemented in concert with development or redevelopment efforts. Still others may be implemented by the county or park district as stand- alone bicycle improvements.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 83 This chapter outlines the actions needed to A bicycle project prioritization methodology was implement this plan. Specific plan strategies are developed to establish a framework for identifying presented with each step in the process, and a projects that contribute to achieving the vision table of implementation strategies and actions and goals for this plan. Criteria were developed, closes the chapter. drawing upon existing local, county, and regional prioritization criteria and a review of examples The five steps in the plan implementation from select peer communities outside Minnesota. process include: The draft criteria were then refined with input 1. Project prioritization from the project advisory group and the internal working group. This process resulted in five 2. Project design categories of prioritization criteria, presented in Table 11. Appendix H details development. 3. Funding Following the development of the criteria, the 4. Maintenance IWG, PAG and the project working team (PWT) 5. Evaluation and data management helped staff create a prioritization methodology for all of the identified bikeway corridors and gaps in the 2040 bikeway system. Measurable factors for each of the criteria were used to calculate a Project prioritization score for each bikeway corridor and gap. Table 12 presents the factors and data used for the analysis. As discussed in chapter two, the 2040 bikeway A more thorough description of the methodology system is composed of planned bikeway corridors and scoring results is in appendix H. and gaps spanning 537 miles. The planned system includes almost 200 bikeway corridors (longer bikeway connections between important destinations) while the remaining are gaps Strategy 5.1 Prioritize projects to typically of ½ mile or less that address a physical implement. In order to efficiently and barrier or complete a missing segment of the strategically invest in the bikeway system. system, the county must develop a With so much work to do, prioritization is prioritization process to identify a paramount. Strategy 5.1 identifies the need to establish prioritization methodology, reapply that priority projects list for implementation. process annually, and update it every five years. *see the chart at the end of the chapter for specific actions that will be taken to support the strategies.

Table 11: Project prioritization criteria

Network connectivity Project improves system connectivity and access to key destinations, jobs, and transit.

Overcoming gaps and Project addresses a significant system gap (as identified on the Bikeway Gap Map) and/ barriers or overcomes a significant barrier (i.e., crossing a river or freeway). Project is likely to address demand or increase the potential for new bicycle Demand transportation trips. Project includes a new facility or improves an existing facility to address known Comfort and safety or perceived comfort and safety concerns. After the enhanced network is defined, additional comfort criteria should be developed. Project takes advantage of opportunities, achieves long-term goals or also advances Other considerations other agency goals.

84 / Implementation / Hennepin County 2040 Bicycle Transportation Plan Table 12: Prioritization criteria, factors and data elements

Criteria Factor Data elements Network Future population density Percent of bikeway with ten or more persons per acre (within 0.25 mile connectivity based on Met Council 2030 population projections) Access to jobs Total number of jobs per mile located within 0.25 mile of the bikeway — US Census Bureau Data’s 2002-2011 LEHD Origin Destination Employment Statistics (LODES) Regional trail connections Planned facility part of Three Rivers Park District or state regional trail system Regional bikeway network Met Council proposed regional bicycle transportation network and priority bicycle transportation corridors proposed for the 2014 transportation policy plan update (includes access to transit and serving racially concentrated areas of poverty) Overcoming Reported barriers to Mapped issues and or barriers identified by participants during gaps and bicycling per mile engagement events barriers Point locations identified as “barriers” using the project’s interactive web-map Point locations identified as “barriers” using the Metropolitan Council bicycle system study interactive web-map (Summer 2013) Bikeway system gap Bikeway is identified as a system gap Demand Reported bicycle Mapped destinations identified by participants during engagement destinations per mile events Point locations identified as “destinations” using the project’s interactive web-map Point locations identified as “Destinations” using the Metropolitan Council bicycle system study interactive web-map (Summer 2013) Requested bicycle Cyclopath user data, summarized by unique user requests for trip unique origin or suggested bicycle routes through 2013 destination Zero car households Census Zero Car Households per mile located within .25 mile of the bikeway (2010 US Census)

Comfort and Bicycle crashes per mile 2003 - 2013 bicycle crash data — total crashes safety per mile Bicycle crash injuries per 2003 - 2013 bicycle crash data — total serious injuries mile per mile Bicycle crash fatality per 2003 - 2013 bicycle crash data — total fatalities mile per mile Opportunities with other Other agencies plan documents, funding opportunities, discussions agencies, new funding with other agencies Included in previous Study documents or plans corridor studies or Other planned improvements considerations Undocumented safety Hennepin County Transportation Systems Plan, discussion with other issues, long-range agencies, field assessments, other plans or efforts not directly related planning considerations, to transportation that can be advanced with bikeway improvements. other agency priorities

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 85 Table 13: Top 25 planned bikeway system corridors (not ranked; ordered by ID number)

Description Jurisdiction ID Miles Anticipated type Franklin Avenue (CSAH-5) (Lyndale Ave. to Cedar Ave.) Hennepin County 14001 2.11 On-street bike lane Central Avenue NE (TH-65) (2nd Street to 18th Street N) MnDOT 14006 1.49 On-street bike lane Stinson Boulevard (New Brighton Blvd. to St. Anthony Pkwy.) Minneapolis / St. Anthony 14007 0.90 On-street bike lane Broadway Street NE (Mississippi River to Stinson) Hennepin County 14015 2.24 On-street bike lane W. Broadway / Golden Valley Road (Sibley to Theo Wirth Park) Hennepin County 14018 2.47 On-street bike lane Lyndale Avenue (Franklin Avenue to Olson Highway) Minneapolis 14020 1.61 Protected bike lane Hennepin Avenue E (Main Street to Hennepin Avenue) Hennepin County 14029 0.52 On-street bike lane 1st Avenue NE (Main Street to Hennepin Avenue) Hennepin County 14030 0.56 On-street bike lane Stone Arch Bridge / Dinkytown Connection Minneapolis 14032 0.61 Off-street trail 5th Street SE (13th Avenue SE to Oak Street) Minneapolis 14034 0.57 On-street bike lane Washington Avenue S (5th Avenue S to 11th Avenue S) Hennepin County 14044 0.87 Protected bike lane 2nd / Marquette avenues (15th Street E to 10th Ave. S) Minneapolis 14046 1.08 On-street bike lane 5th / 6th streets S (Hennepin Avenue to 11th St. S) Minneapolis 14047 0.93 On-street bike lane Penn Avenue (44th Avenue N to I-394) Hennepin County 14051 4.56 On-street bike lane Lake Road / Lakeland Avenue (Crystal Lake Trail) Three Rivers Park District 14052 2.02 Off-street trail Brooklyn Boulevard (TH-169 to Regent Avenue) Three Rivers Park District 14066 2.86 Off-street trail Bottineau trail corridor (Theodore Wirth Park to Rogers) Hennepin County 14082 15.41 Off-street trail Nine Mile Creek Trail (American Blvd. to Nokomis Parkway) Three Rivers Park District 14160 4.68 Off-street trail 46th Street E (Hiawatha Avenue to Ford Parkway bridge) Hennepin County 14172 0.79 On-street bike lane Hiawatha LRT / 54th St. E (Minnehaha Parkway area) Minneapolis 14173 1.21 Off-street trail Old Cedar Avenue Bridge over Minnesota River Bloomington 14209 1.00 Off-street trail 34th Avenue S (I-494 to Terminal 2 MSP Airport) Bloomington 14213 0.89 On-street bike lane Lake Independence Trail (along CSAH-19) Hennepin / Three Rivers 14223 2.96 Off-street trail Louisiana Avenue S (Minnetonka Boulevard to I-394) St. Louis Park 14301 1.48 On-street bike lane Fort Snelling/MSP Trail (TH-55 to MSP Terminal 1) Hennepin County 14308 1.25 Off-street trail

The prioritization methodology creates a Successful project development transparent and data-driven process that the county and park district can use to identify the projects Project prioritization is only the first step in creating that are most consistent with the goals of this plan. a successful project. Other critical elements include: Bikeway corridors were scored independent of ● Consensus among implementing agencies that a bikeway gap projects, since the funding sources are ● project is a priority typically different for the two types of projects. The results of the prioritization analysis are in tables ●● Strong initial evaluations confirming feasibility 13 and 14. The top 25 bikeway corridors are shown in table 13 and the top 25 bikeway gap projects are ●● Active policymaker support shown in table 14. The gap ID can be referenced on the bikeway system gap map (figure 12) presented ●● Enthusiastic stakeholder and public support in chapter two. ●● Reasonable scope of improvements

86 / Implementation / Hennepin County 2040 Bicycle Transportation Plan Table 14: Hennepin County top 25 bikeway system gaps (not ranked; ordered by gap ID number)

Description Jurisdiction Gap ID Miles Anticipated type Lowry Avenue (CSAH-153) (over I-94) Hennepin County 14016 0.23 On-street bike lane 26th Avenue No. (over I-94) Minneapolis 14017 0.08 On-street bike lane 7th Street No. (Glenwood Ave. to 1st Ave.) Minneapolis 14023 0.16 On-street bike lane 18th Avenue SE (Elm Street SE to Hennepin E) Minneapolis 14025 0.50 Bike Boulevard 4th Street SE (15th Ave. SE to 13th Ave. SE) Hennepin County 14033 0.16 On-street bike lane Pleasant Avenue SE (University Ave. to East River Road) Minneapolis 14035 0.38 Bike Boulevard 6th Street S (LRT Trail to 20th Ave. S) Minneapolis 14040 0.40 Bike Boulevard 4th Street S (Chicago Ave. to 11th Ave. S) Minneapolis 14041 0.26 On-street bike lane 3rd Avenue S Mississippi River Bridge Minneapolis 14042 0.49 Protected bike lane Park Avenue S (Washington Ave. to 3rd Ave. S) Hennepin County 14045 0.09 Buffered bike lane 2nd Street S (Hennepin Ave. to 2nd Ave. S) Minneapolis 14048 0.19 Off-street trail Excelsior Boulevard (CSAH-3) (8th Ave. to 11th Ave.) Hennepin County 14127 0.20 Off-street trail Nine Mile Creek Trail (77th Street Connector) Three Rivers Park District 14146 0.30 Off-street trail Blake Road (CSAH-20) (MN Bluff Trail to Boyce) Hennepin County 14150 0.27 Off-street trail 38th Street E (Hiawatha Ave. to Minnehaha Ave.) Minneapolis 14170 0.23 On-street bike lane 42nd Street E (Hiawatha Ave. to Dight Ave.) Minneapolis 14171 0.16 On-street bike lane Nine Mile Creek Trail (12th Ave. S. over I-494) Three Rivers Park District 14212 0.41 Protected bike lane Bass Lake Road (W. Broadway to CSAH-81) Hennepin County 14258 0.37 On-street bike lane Virginia Avenue S (Cedar Lake Rd. to N. Cedar Trail) St. Louis Park 14299 0.26 On-street bike lane 2nd Street N (1st Ave. N to 3rd Ave. N) Minneapolis 14310 0.16 On-street bike lane Ferndale Road (Dakota Rail Trail to Luce Line) Three Rivers Parks 14318 0.45 Off-street trail Portland Avenue (60th St. to TH-62 bridge area) Hennepin County 14320 0.29 Protected bike lane 8th Avenue N (Lake Minnetonka Trail to Cedar Lake LRT Trail) Three Rivers Park District 14323 0.31 Protected bike lane Midtown Greenway Extension (Mississippi River Bridge) Minneapolis 14168 0.17 Off-street trail Dunwoody Avenue (I-394 ramps to Hennepin Ave.) Minneapolis 14021 0.42 On-street bike lane

Certainly the availability of funding resources is also A realistic early determination of project feasibility is important to implementing a successful project. important for informing policymakers and the public However, experience has found that if the above as well as for laying the groundwork for any grant elements are in place, project funding is usually not funding applications. Especially for federal funding an impediment in the long run. programs, a strong realistic application generally receives a better evaluation and avoids future scope The plan development collaboration with Three changes that are difficult to obtain. Rivers Parks was initiated in order to align the county’s and park district’s priorities so that there The active support of elected and appointed is a common basis of agreement for the continued policymakers for both agencies is critical to a expansion of the 2040 bikeway system. The county project, especially during the initial phases of and park district would like to use this partnership project development. The officials’ participation as a foundation for a larger coalition with cities and helps to explain the project need to interest groups state agencies (e.g., MnDOT and MnDNR). and the public when there may be concerns of potential impacts, general fears of change, or the project includes controversial components.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 87 Building enthusiastic interest group and public support is critical, but often can require significant time. Early engagement with interest groups and the general public to discuss the proposed improvement can help generate other ideas and begin to develop general awareness. A series of public meetings are often needed to reach out to advisory committees, interest groups, neighborhoods and residents. Maintaining a reasonable scope of improvements is often a challenge with bikeway projects. Space within county road right-of-ways is limited and requires trade-offs between a number of design elements. There often exists underlying traffic, bicycle or pedestrian safety issues which may need to be addressed as part of the project. These considerations can eventually overwhelm the initial project scope, and if not carefully managed, have led to significant cost increases. In extreme cases, these expanding scope items have led to the abandonment of the proposed project altogether. different bikeway facility types. The toolkit can be Project design used to implement bikeway projects as part of roadway repaving and restriping projects within Once a project has been prioritized for existing curb lines, or during new construction or implementation and the necessary partners have reconstruction where there are opportunities to agreed to proceed, the design process begins. As integrate bikeways into the roadway design. discussed in chapter two, the right type of facility (e.g. bike lanes, bike boulevards, cycle tracks, etc.) The toolkit will be used by county staff, primarily for each location depends on many factors. Also, for for county road retrofit striping plans and to each facility type, there are decisions to make about determine future right-of-way needs. It is also design features, such as the exact alignment, width, recommended for use by local cities, agencies surface type or pavement markings, all of which can and partners. The toolkit supplements local, state, significantly impact how the facility will function and national, and international bikeway planning whether people will use it. For this reason, strategies and design guidelines, and is intended to serve 5.2-5.4 discuss the need for bikeway design as a living document that is updated as new guidelines and trainings for staff on emerging best practices emerge. Longer-term, the county hopes practices in design and implementation. to incorporate the toolkit into a future complete streets design manual, which would address all modes of transportation and their integration in Bikeway design toolkit the transportation system.

In recognition of the need for county-specific The toolkit includes the following elements: design guidance for bikeways, Hennepin County staff launched the creation of a bikeway design ●● Bikeway design matrix: A quick-reference matrix toolkit that was developed concurrently with of standardized definitions of various bikeway types and design treatments highlighting this plan (see appendix C). The toolkit provides considerations for implementation based on common definitions for bikeways, details on the roadway and land use context. appropriate context for certain types of bikeways, and guidance for adapting county roads to include ●● Bikeway design technical sheets: Technical sheets bikeways. It also provides information on some of providing more detailed design guidance on the trade-offs and considerations associated with specific bikeway types and treatments.

88 / Implementation / Hennepin County 2040 Bicycle Transportation Plan Development review resource “for planning, designing, and operating bicycle facilities.” The FHWA also recognizes One of the other uses of the toolkit is to assist with the National Association of City Transportation the development review process. Hennepin County Officials (NACTO) Urban Bikeway Design Guide reviews development and redevelopment proposals as an additional resource for more recent bicycle adjacent county roads, and park district staff often facility design and treatments. The FHWA states, also review development and redevelopment “The vast majority of treatments illustrated in the proposals adjacent existing and planned NACTO Guide are either allowed or not precluded regional parks and trails. When development or by the Manual on Uniform Traffic Control Devices redevelopment is being considered, it presents a (MUTCD).“ Hennepin County, MnDOT and the key opportunity to gain developer participation Cities of Minneapolis and St. Paul jointly endorsed in bikeway improvements. In some cases it may NACTO’s Urban Bikeway Design Guide as an be appropriate for the design and development excellent reference when designing urban streets of the bikeway to be incorporated as part of the and public spaces. In addition, non-compliant traffic development/redevelopment. In the short-term, control devices may be piloted through the MUTCD a new development/redevelopment may require experimentation process.” localized changes to road geometrics or striping, and this can provide an opportunity to include Hennepin County and Three Rivers Park District bikeways. The toolkit can be consulted to better are encouraged to follow the MUTCD/FHWA understand what bikeway types may be appropriate. experimentation process when implementing new traffic control devices. The county and park district are also encouraged to consider developing before Flexibility in design and after studies when implementing innovative designs and experimental treatments. The toolkit provides guidance rather than rigid standards. Multimodal roadway designs require sound engineering judgment and a flexible Ongoing training and research approach; there is no one-size-fits-all solution, and Other tools that will help Hennepin County stay each bikeway should reflect the character, context, at the forefront of bicycle facility design include and constraints of the roadway/trail corridor. ongoing research and professional development opportunities for staff. The field of bicycle The Federal Highway Administration (FHWA) transportation is rapidly evolving. Training and produced a memorandum titled: Bicycle and professional development on bicycle planning, Pedestrian Facility Design Flexibility which design and implementation will increase staff supports flexibility in design for bikeways and knowledge and awareness of new approaches, pedestrian facilities. The FHWA memo indicates helping them to better plan, develop, and maintain that the American Association of State Highway the bicycle system. It is also important that the Transportation Officials (AASHTO) Guide for the county and park district continue to monitor the Development of Bicycle Facilities is the primary growing field of research on these issues.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 89 Funding Strategy 5.2 Develop and maintain a With nearly 200 planned bikeway corridors, 130 bikeway design toolkit including a matrix bikeway gaps to remove, and 45 strategies with numerous implementation actions, this plan of bikeway options, technical design presents a comprehensive framework for developing sheets and typical sections for both new a world-class bicycling system in Hennepin County. construction and retrofit projects, based Without a robust investment and funding approach, the county and park district will not be able to meet on local and national research and best the goals established in this plan. For this reason, practices. strategies 5.5-5.8 discuss the need for ongoing and innovative funding strategies for bikeway projects Strategy 5.3 Provide for continuing and programs. For detailed actions supporting these education for county and park district strategies, see the table at the end of this chapter. staff about new bikeway types, planning, Below is an overview of the existing funding design and bicycle-related issues that may programs that support the county bikeway system. Following the overview, there is information on arise. typical costs associated with improving the bicycling environment in Hennepin County. Strategy 5.4 Monitor and consider emerging practices in transportation Existing funding sources planning, design and implementation. In most communities, a combination of funding sources and approaches is needed to implement a comprehensive bikeway system. Federal, state, the current bikeway system map or bikeway gap regional and local funds all support bikeway projects map are eligible for funding under the program. The and programs, and private or philanthropic support program prioritizes projects that meet the goals of is also a potential option. In addition to securing this plan as well as: funding for capital improvements, the county and park district must also ensure that funding is ●● Serve a transportation purpose, increase available for operations, maintenance and support opportunities for active living, and support the facilities (such as showers and bicycle parking) as Cool County initiative to reduce greenhouse gas well as for education and enforcement efforts. emissions.

●● Contribute to a denser network of bikeways and Hennepin County funding sources complete streets within Hennepin County.

Hennepin County secures funding from federal, ●● Provide the appropriate bikeways for state and regional sources and provides financial the context of the corridor, including on- support to communities and park agencies within street bikeways, off-street trails, or full the county. The following funding programs can accommodation (both on-street and off-street provide the county and communities in the county bikeways). with means to develop bikeways and support facilities that extend the county bikeway system. County aid to municipalities (CAM) program: Established in 1957, the CAM program provides Hennepin County capital improvement program: financial assistance for roadways and bridges The Hennepin County capital improvement program to municipalities with populations under 5,000. includes two programs to explicitly support The primary purpose of the CAM program is to bikeway projects, namely the bikeway development provide financial assistance to municipalities that participation program and the bicycle gap program. are not eligible for funding through the state aid The primary goal of the bikeway development for local transportation program due to their size. participation program is to support and enhance For municipalities that have eligible projects, funds the county bikeway system. Designated routes on can be used for construction activity items such as

90 / Implementation / Hennepin County 2040 Bicycle Transportation Plan street, bridge, trail, or sidewalk construction. CAM State aid for local transportation: State aid for funds can also be used for roadway preliminary local transportation (SALT) was established to or final design activities, or for corridor and traffic administer the county state aid highway (CSAH) and studies. municipal state aid street portions of the highway user tax distribution fund, along with federal aid County pavement preservation program highway dollars and bond funds. Bicycle paths are (preservation plus): The pavement preservation special items eligible for state aid if the path is in plus program is a new county program that a bicycle plan and is located in permanent right- provides funding for additional small construction of-way or in a parallel easement. Minnesota rules improvements to the bicycle and pedestrian chapter 8810.6000 subpart 8 defines a bicycle environment such as curb extensions, pedestrian refuge medians, signage, and curb ramps. path as “a bicycle facility designed for exclusive use by persons using bicycles and constructed or Community works program: The Hennepin County developed separately from the roadway.” Community Works program is focused on strategic public works investments to improve quality of Transportation alternatives program (TAP): With life, stimulate economic development, strengthen the passing of the federal transportation funding communities through connections, maintain and act, Moving Ahead for Progress in the 21st Century improve natural systems, and enhance the tax base. (MAP 21), bicycle funding programs have been The community works program targets investment consolidated under the transportation alternatives in specific areas based on opportunities identified program (TAP). TAP identifies construction of through comprehensive planning and stakeholder on- and off- street bikeways as eligible under engagement. The community works program the program, provided they connect at least two has funded multi-use trails, bike lanes, access destinations and have a transportation purpose. improvements, and bicycling support facilities. Funding is allocated through the Metropolitan Council through its regional solicitation process within the seven-county metropolitan area.

Strategy 5.5 Budget for ongoing, Three Rivers Park District funding sources consistent sources of revenue to complete The Three Rivers Park District also has funding planned network routes and to close gaps programs that presently or potentially could support in the network. bikeway system implementation.

Strategy 5.6 Leverage other projects to Operations funding: Operation costs for the regional trail system are currently funded primarily include bikeways or take advantage of through the Three Rivers Park District’s operating partnership opportunities outside of the budget. The operating budget’s primary source of normal solicitation schedule. funds is property taxes with some revenue from the state as part of the operations and maintenance Strategy 5.7 Obtain funding for bicycle fund allocations from the Metropolitan Council. education and enforcement programs. Additional costs associated with surface preventive maintenance are funded from the Three Rivers Strategy 5.8 Explore the creation of Park District’s asset management program, which includes revenue allocated to the Three Rivers Park a regional trail authority (similar to District from the state as well as Three Rivers Park a watershed district) for a consistent District general obligation bonds. All operation funding stream for longer term and maintenance costs are subject to the annual maintenance and operations. operating budget process approved by the Three Rivers Park District Board of Commissioners.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 91 Acquisition Funding: Typically acquisition costs Cost estimates of the regional trail system are split between the Metropolitan Council (75 percent) and Three This section presents preliminary cost estimates Rivers Park District (25 percent). The Metropolitan for the 2040 bikeway system proposed in this plan. Council contribution is through the park acquisition Because the specific facility type for each bikeway is not yet determined, the cost estimates presented opportunity fund funded by the environment and here are very general. They should be considered a natural resources trust fund acquisition account planning level estimate of the order of magnitude (comprised of Metropolitan Council bonds) and of total costs. More detailed cost estimates for the parks and trails fund acquisition account each project will need to be developed during (appropriated to the Metropolitan Council from implementation. the Legislative Citizens Commission on Minnesota Resources). The park district funding contribution On-street bikeways can range from extremely low- is generally from annual general obligation bond cost treatments, such as bicycle boulevards that funds or the land acquisition, development, and may cost $10,000-$15,000 per mile, to protected betterment fund. On occasion, Hennepin County will bikeways like cycle tracks that can cost up to $200,000 per mile and even higher when curb also provide acquisition funds as part of a bikeway and raised median construction is involved. Cost development grant. estimates vary greatly depending on existing conditions and constraints. For off-street bikeways, Development funding: The park district strives multi-use trails can cost an estimated $500,000 per to secure external funds to assist with developing mile to around $700,000 per mile for more complex the regional trail system. External funding sources trail construction. For comparison, the estimated include but are not limited to federal transportation average cost for a road is $1.8 million per lane mile grants (MAP-21), Metropolitan Council/State of and $85 million-$90 million per mile for light rail Minnesota (Regional Parks Capital Improvement transit. Program, Local Trails Connections Program), Federal Recreation Trail Grant Program, and Hennepin A range of considerations were taken into account to estimate the cost of implementing the 2040 County bikeway development/gap grants. Three bikeway system. Average costs were developed for Rivers Park District also funds regional trail on-street, off-street, and planned undesignated development through annual general obligation bikeways (those undetermined bikeways that bond funds.

92 / Implementation / Hennepin County 2040 Bicycle Transportation Plan may be on- or off-street), based on the following implementation of the bikeway system by 2040 will assumptions: require an annual budget of $6.25 million combined for Hennepin County and Three Rivers Park District. ●● The estimate assumes roughly proportional This would allow the agencies to implement implementation of all six types of on-street approximately 20 miles of bikeways per year. bikeways (cycle tracks, bike lanes, protected bike Three Rivers Park District will need $3.75 million lanes, buffered bike lanes, bicycle boulevards and annually to construct an average of seven miles of striped shoulders). Cycle track costs assume that regional trails per year. Hennepin County will need no curb, raised median or sidewalk construction is an estimated $2.5 million annually to construct an involved. average of 13 miles of bikeways each year. Table 15 summarizes the estimated annual budget needs for ● The estimate assumes that the county will favor ● implementing the 2040 planned bikeway system. lower-cost approaches wherever feasible. A full description of cost assumptions and a cost calculator by facility type is in appendix I. ●● The estimate assumes that off-street bikeways that are not part of the planned Three Rivers Park District system would be a combination of widening existing trails and new trail construction Maintenance along roadways. The condition of bikeways has a direct impact ●● The estimate assumes that Three Rivers Park on rider experience and the willingness of many District planned bikeways (not already existing) people to ride. Irregular surfaces, potholes, debris, would all be new multi-use trails with typical trail and seasonal conditions lead many people to construction conditions ($500,000 per mile). decide not to ride, and may contribute to bicycle crashes. Well-maintained bikeways, on-street or off, ●● Undesignated bikeway costs were estimated are critical to safety and comfort and to supporting based on the average cost of all other bikeways bicycling as a competitive transportation option. (assuming a wide range of potential cost For this reason, strategies 5.9-5.14 outline elements implications). central to a successful bikeway maintenance program. Detailed actions supporting these Based on these assumptions and using 2013 strategies are in the table at the end of the chapter. dollars and cost data, it is estimated that full

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 93 Table 15: Average annual estimated budgeting needs to build out 2040 bikeway system

Estimated average annual funding need (in millions) Three Rivers Park Hennepin County Planned bikeway system District (both entities) Off-street bikeways $3.75 $0.8 $4.6 On-street bikeways $0.8 $0.8 Undesignated bikeway facility $0.8 $0.8 Total planned bikeway system $3.75 million / year $2.4 million / year $6.15 million / year

Current Hennepin County maintenance and fall. The Park District anticipates that by 2040 Hennepin County and Three Rivers Park District they will spend an estimated $2 million per year are involved in routine maintenance, which on operations and maintenance ($800,000 in includes sweeping and refreshing markings in the routine operations and maintenance; $1.2 million summer and some snow clearing in the winter, and in preventative pavement management). These pavement management, which involves monitoring figures do not include reconstruction, grade pavement conditions and timing pavement separation, land acquisition, or crossings. The park repairs and maintenance throughout the summer district is conducting a pilot program to gauge construction season. winter demand, and to determine if cost-effective partnerships and programs can be developed to Maintenance can also be broken down along address winter maintenance. In the meantime, local bikeway type. Across jurisdictions in Hennepin communities may request a winter use permit and County, maintenance practices are similar. assume operation and maintenance responsibilities Maintenance of on-street bikeways is performed for regional trail segments. as a part of regular roadway maintenance. Maintenance for off-street bikeways and sidewalks are assigned to local jurisdictions, usually a city or County roadways in the City of Minneapolis park district, through a maintenance agreement. For county roadways in the Minneapolis, the The county does not currently have a specific county and city have an agreement to maintain budget or specialized equipment for off-street crosswalk markings, street signs and signals. It is bikeway maintenance. anticipated that there will be future changes to the Agencies and residents who participated in this maintenance agreement, including transferring plan’s public engagement regularly said winter the maintenance of all bicycle pavement markings bikeway maintenance is an area that needs major to the county. For county roadways, the county improvement if the Interested but Concerned are is responsible for snow plowing (except in the to bike year-round. Hennepin County and Three downtown core) and the city is responsible for Rivers Park District recognize its importance and street sweeping. acknowledge this plan does not provide the detail necessary to adequately meet the challenge. As Routine maintenance an outcome of this plan, the county will undertake a winter maintenance feasibility study in 2015 Street sweeping: The county completely sweeps to identify priority winter routes and to begin improving general winter maintenance practices the roadway system in the spring and spot cleans and funding (see action item 5.10.a). before the first snow in the fall. At other times, sweeping is done as needed as resources are available. For county roads in Minneapolis, the city Three Rivers Park District trail operations is responsible for street sweeping via the county- and maintenance city cooperative agreement. Three Rivers Park District currently operates and maintains its regional trails during spring, summer,

94 / Implementation / Hennepin County 2040 Bicycle Transportation Plan Markings: The county’s general practice is to Strategy 5.9 Continue county refresh all painted markings on an annual basis routine maintenance and pavement using latex-type paint. More durable epoxy paints have been used for major reconstruction projects management of the on-street bicycle which provide a longer three to five year lifespan. system tied to overall roadway The practice for major projects using contractors, maintenance plans. rather than in house forces, has now been expanded to include grooving the striping with epoxy paint Strategy 5.10 Explore partnering which is anticipated to provide a lifespan of 8-10 with local cities to improve routine years consistent with a typical milling and overlay maintenance and pavement improvement. management practices on Hennepin On-street bikeways and shoulders are maintained County off-street bikeways. simultaneously with the rest of the roadway painting program. The county has no separate Strategy 5.11 Establish and implement budget or specialized equipment for bicycle facility a policy for the closure and detour of maintenance. Bike symbol painting for designated on- and off-street bicycle bikeways that bike lanes is included within the overall striping program. provides safe and direct alternatives when bikeways must be closed. The county paints crosswalks on county roadways for all cities with populations less than 5,000. Cities Strategy 5.12 Maintain current programs with populations greater than 5,000 are assigned the and partnerships that provide routine responsibility for county roadway crosswalk marking maintenance (e.g., TRPD Adopt-a-Trail maintenance. Special thermoplastic material is sometimes used for special high-use areas where Program). Current, routine maintenance improved durability is needed. programs and partnerships should be maintained or enhanced. Snow and ice control: An annual program addresses policies to remove snow and ice from Hennepin County roadways from curb to curb, Strategy 5.13 Continue Three Rivers Park including any on-street bikeways. However, the District Pavement Management Program program does not address snow removal outside the (PMP). The park district has a pavement curbs, as that is assigned to the city or park district as part of the maintenance agreement when the management program that works well for trail or sidewalk is built. regional trail maintenance. The program’s effectiveness is measured by average Strategy 5.14 Investigate and consider snowplow completion time. The program’s goal is to achieve safe and open travel conditions and working with local jurisdictions to develop substantially bare pavement after the event’s end a prioritized, phased snow removal policy and before the first shift is over. for a priority system of on- and off-street bikeways. While the county mainly deals with snow plowing during exceptional winters the county may assist municipalities with snow removal, which requires hauling and storing snow off-site. This assistance is provided only after all roads on the county system are clear of snow and in a reasonable and

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 95 safe condition. When snow removal assistance is requested and when sufficient support and a suitable storage site is provided by the requesting agency, scheduling for snow removal is prioritized from the most restricted roadways first.

For county roadways in Minneapolis, the county is responsible for snow plowing, except in the downtown core, as provided by the county-city cooperative agreement.

Pavement management: Hennepin County has had an ongoing pavement management program that evaluates the condition of all county roadway segments since 1996. The program focuses on two primary evaluation measures: pavement condition index (PCI) and pavement structure ride rating (PSR). PCI is evaluated every year on all county roads by driving them and measuring deviations in smoothness. PSR is evaluated every other year on each segment, where half of the system is evaluated in year one and the other half in year two. The county maintains a database of paving history and ratings for each segment.

Road resurfacing: The county typically begins assembling a preliminary program of road resurfacing candidates two years before the projected paving project year. Inclusion on the list comes from a combination of the two evaluation measures, coordination with other projects and local priorities as well as professional judgment of county staff. The county contacts the involved cities in the fall before the repaving year and the cities sometimes request changes in the road’s striping in conjunction with the road resurfacing project. A reminder is also sent to the cities in the spring typically is handled by cities under agreement with detailing the final paving program for that season. the county, or by Three Rivers Park District. More With just a few months before the project begins, intensive strategies often require maintenance the challenge is being able to study options and agreements that may vary from the typical. engage the public under the tight timelines. Off-street bikeways: Generally, all maintenance, Stormwater treatment: In most cases stormwater both routine and pavement management, of from bikeways is handled with existing stormsewer off-street bikeways in the county right of way is (roadways) or by infiltrating runoff adjacent a handled by the municipality or park district. Specific bikeway (typically off-street trails). More intensive responsibilities are assigned to these agencies stormwater management for a bikeway may be within a cooperative agreement during a project. necessary in sensitive areas or areas with little Other assignments are covered through individual pervious surface. Maintenance of these facilities construction permits.

96 / Implementation / Hennepin County 2040 Bicycle Transportation Plan If a county capital improvements project disturbs an off-street bikeway, the county will restore or Strategy 5.15 Regularly evaluate reconstruct the facility as part of the project. the performance of new and existing bikeways to determine the effectiveness of Work zone management for bikeways designs and treatments.

As the bikeway system expands, there will be a growing need to manage the impact of construction Strategy 5.16 Implement a system for and work zones on bicycling. In locations where a collecting bicycle counts and measuring construction project interrupts the normal flow of the share of trips that are taken by bicycle bicycles on a bikeway, a procedure for temporarily rerouting users is necessary. Also, when bikeways within the county. must be closed, there should be a county and park district strategy for communicating the closure and detour options to bicyclists. In cities where Strategy 5.17 Continue to gather detour procedures are in place (e.g. Minneapolis), feedback from users and the general the county and park district will work with the population. city toward a consistent procedure and bicycling experience. Strategy 5.18 Create a working group of advisors to monitor implementation of Evaluation and data management the bike plan.

The 2040 bikeway system proposed in this plan represents an ambitious vision for both the county Strategy 5.19 Develop/enhance and park district. Success in this effort will require strategies to house, maintain and significant investment of time and resources to communicate important information and realize the full potential of the system. Identifying metrics and a process for evaluating the system data on bikeways. over time, as presented in strategies 5.15-5.19, will allow the county and park district to assess whether their investments in bicycling achieve the intended outcomes in the county. The county should also create a working group of advisors to monitor the performance measures, performance measures in implementation of the plan. plans from peer communities were reviewed. The peer communities were identified based on their size and urban character, as well as the extent to Performance measures which their bicycle plans emphasized performance measurement. Four plans were reviewed and As part of this planning process, a series of summarized for further consideration: performance measures were identified and are recommended as the foundation of the ongoing ●● Blue Ridge Bike Plan (Western North Carolina – plan evaluation system. In order to develop Land of Sky Regional Council, 2013) performance measures, a review of existing performance measures from other plans and ●● Boston Region MPO – Memorandum Development documents was conducted. Table 15 summarizes the of Performance Measures and Performance-Based relevant measures from those plans and highlights Planning (2013) in yellow those measures which will be the most useful for tracking progress toward implementation ●● Portland (OR) Active Transportation Plan draft of the plan. (August 2013)

In addition to a review of existing Hennepin County ●● Seattle City Bicycle Master Plan (2013)

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 97 Table 16: Summary of relevant performance measures identified in existing Hennepin County public works planning documents

Measure Source Number of bicycle barriers and system gaps removed 2030 TSP Increase in the miles of bikeways Public works strategic plan Connectivity: Number of gaps eliminated per year Public works strategic plan Bicycle crash history 2030 TSP Number of bicycle gaps closed Public works departmental strategic plans Percent of bikeway system completed Public works departmental strategic plans Reduction of crashes, fatalities for all modes Public works strategic plan Expanding transportation choices: number of bicycle Public works strategic plan infrastructure improvements Total miles of on- and off-street bikeways Public works departmental strategic plans Transportation mode shift Public works strategic plan Bicycle usage 2030 TSP Miles of bikeways built 2030 TSP

Hennepin County bikeway system performance measures and indicators o Double the percentage of Hennepin Based on review of existing Hennepin County and County employees commuting by peer community performance measures, this plan bicycle three or more days a week identifies a recommended set of bikeway system *these are placeholder measures until a full performance measures and indicators related to countywide counting system is deployed each of the plan goals. As described in chapter one, performance measures set specific targets for the bikeway system in the year 2040 and establish a Completing the bikeway system baseline for progress. Indicators are less measurable but relate to observable criteria and are either direct o Complete an average of 20 miles of the or indirect outcomes of system implementation. county bikeway system annually

o Close an average of five bikeway gaps Performance measures and targets annually

Increasing ridership o Eighty-five percent of households in Hennepin County will be within ½ mile of a county bikeway; and/or within a o The number of bicycle commuters will mile of the enhanced bikeway network quadruple from 12,000 in 2012 to 48,000 by 2040 (baseline – 2012 ACS commute share)* Improving bicycling comfort and safety

o Double bicycle mode share from 1.8 percent in 2012 to 3.6 percent by 2040 (baseline – 2012 ACS commute share)*

o Half of the people who are physically able to bike choose to ride for some trips. (baseline 2014 SHAPE survey)

98 / Implementation / Hennepin County 2040 Bicycle Transportation Plan o Move towards zero biking deaths. Indicators (baseline – 2010 MN Department of Public Safety) Expanding the bicycle audience

o 50 percent reduction in crashes per capita by 2040 (baseline – 2010 o Bicycling among women, children, older Minnesota Department of Public Safety) adults, low income and minority groups will increase over time.

o 90 percent of enhanced bikeway system (to be identified) complete by 2040 Recognition as a premier bicycle region

o 50 percent of bike commuters are women (baseline – 2012 ACS) o The metropolitan area, including Hennepin County, is recognized as a world-class bicycling region that leads the country. Advancing sustainability Leading the nation in bicycle- Bicycling can help achieve the county’s o o friendliness and rate of bicycling goal of reducing VMT per capita (comparison to peer regions, cities, and 20 percent from 2000 level by 2040 counties). (MnDOT)

o Bicycling can help achieve the county’s goal of reducing greenhouse gas Community satisfaction with the bikeway network emissions 15 percent by 2015, 30 percent by 2025 and 80 percent by 2050 from o User satisfaction with bicycling county activities (baseline – 2007 DES) conditions (fewer reported issues, more positive feedback through user surveys, 311 systems, media etc.). Maintaining a first-class bikeway system Bicycle support in the community o Maintain 50 percent of ridership through the winter (counts)* o Increase in number, quality and prominence of bicycle support o On-street bikeways meet the Transportation System Plan goal to have facilities offered by employers, housing 67 percent of the system meet a present developments, retail establishments and serviceability rating of good or better others in the private sector.

Minimize disruption on the bikeway system o Off-street bikeways match the transportation systems plan goal to have 67 percent of the system meet a o Detour notifications are timely and present serviceability rating of good or effective; detour routes are efficient, safe better (pavement management system, and on a comparable facility type. which doesn’t yet exist for off-street bikeways).** o Tracking system for reported maintenance issues documenting *these are placeholder measures until a full response time for fixing problem (online countywide counting system is deployed resource, see New Haven, CT - ClickFix type system). **County staff is reviewing the park district’s system is for tracking pavement management

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 99 Three Rivers Park District performance measures Collecting and managing data The following are a subset of performance measures In order to track performance, the county and specific to Three Rivers Park District (TRPD) that park district will need to gather and maintain the reflect agency-specific metrics for tracking progress necessary data. First, the county should implement a while growing the regional trail system. The planned system for collecting bicycle counts and measuring additions to the park district trail system will be the share of trips that are taken by bicycle within implemented primarily as opportunities arise over the county. This will improve the understanding of time; thus, these measures do not include annual bicycle travel in different areas, including urban, targets for progress. suburban and rural contexts, and will help assess the ●● Increases in bicyclists using the trail system as needs for added capacity and safety improvements. observed through counts and surveys Some area-wide data about travel habits from sources like the U.S. Census American Community ●● Reduction in bicycle crashes along the regional Survey (ACS) are available (as referenced in chapter trail crossings and at trail intersections one), and there have been some local efforts to develop count programs, but not consistently ●● Percentage/miles of TRPD trails completed (master across the county. Understanding that practices and planned) and pending funding/construction. technologies for bicycle counting are expanding rapidly, the county will need to reevaluate its count ●● Percentage/miles of TRPD trails completed and program every few years. open to the public.

●● Number of identified high priority trail crossings addressed (see appendix J, Three Rivers Park District priority trail crossing improvements)

100 / Implementation / Hennepin County 2040 Bicycle Transportation Plan Hennepin County bicycle count MURP In addition to bicycle counts, the county should capstone project (2014) continue to gather feedback and opinions on bicycling, bikeways, and support facilities from users Concurrent with the development of this plan, and the general population. Providing a means students from the University of Minnesota, Hubert for the public to give feedback on the system will H. Humphrey School of Public Affairs, under the help the county evaluate system performance and direction of Professor Greg Lindsey, PhD, undertook identify priorities for future investments. In addition, a capstone project to develop a bicycle monitoring surveys and focus groups provide a means to learn strategy for Hennepin County. This study proposes about system users, which may provide insight into a data collection approach to initiate a bicycle how that population is changing and whether new monitoring system along county roadways using programs are reaching their target audiences. pneumatic tube counters. The outcome of this effort would be the capability to track bicycle Lastly, there is an ongoing need to maintain miles travelled (BMT) along the county roadway consistent, thorough and accurate data about the and bikeway system, similar to the vehicle miles of bikeway system (planned and existing). Timely and travel (VMT), routinely reported for motor vehicles. up-to-date data about the condition and status of The county should continue to follow up on this bikeways is critical information for agency staff that effort to further explore the feasibility of this bicycle need to coordinate system planning, operations and counting approach. maintenance. It is also important for the general public, who increasingly rely on the data provided through websites to be current and comprehensive.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 101 Implementation strategies

Strategies and actions The following strategies and actions will facilitate on-going plan implementation, bikeway system evaluation and bikeway maintenance. Each strategy includes specific actions for the county and/or park district to undertake.

Strategy 5.1 Actions

Prioritize projects to implement. In 5.1.a Re-evaluate the prioritization process every order to efficiently and strategically five years to ensure other county and park district invest in the bikeway system, the goals are being met. county must develop a prioritization 5.1.b Annually update the priority projects list for process to identify a priority projects implementation. list for implementation.

Strategy 5.2 Actions

Develop and maintain a bikeway 5.2.a Use the bikeway design toolkit and employ design toolkit including a matrix of local, state, national, and international guidance bikeway options, technical design when appropriate. sheets and typical sections for 5.2.b Routinely review and update the content and both new construction and retrofit guidance of the bikeway design toolkit to maintain projects, based on local and national consistency with the latest best practices, applicable research and best practices. Consider standards, and innovative approaches. the development of guidelines in conjunction with other modal 5.2.c Consider the development of guidelines in conjunction with other modal guidelines, forming guidelines, forming the basis for future the basis for the future complete streets design complete streets design manual. manual.

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Strategy 5.3 Actions

Provide for continuing education for 5.3.a Encourage involvement in workshops county and park district staff about developed and led by the county, park district or others such as the Minnesota Department of new bikeway types, planning, design Transportation (MnDOT) and the Federal Highway and bicycle-related issues that may Administration (FHWA). arise. 5.3.b Encourage involvement in webinars to increase staff knowledge on various topics related to bicycling planning, design, construction, operations, maintenance, and laws.

5.3.c Support staff in attending relevant conferences/seminars (e.g., Pro-Walk/Pro-Bike, Transportation Research Board, Association of Pedestrian and Bicycle Professionals Professional Development Seminars).

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 103 Implementation strategies

Strategy 5.4 Actions

Monitor and consider emerging 5.4.a Monitor and consider emerging traffic analysis transportation planning, design, practices that better incorporate multimodal and implementation practices. demand in countywide analysis.

5.4.b Survey and select innovative analysis tools to assess a streets ability to move people rather than just vehicles.

5.4.c Work with other agencies to improve travel demand modeling to include bicycle users.

5.4.d Investigate methods of markings removal and experimentation and develop recommendations to allow for Hennepin County to pilot innovative striping plans and tweak them when needed while not waiting for overlays for experimentation.

Strategy 5.5 Actions

The county and park district should 5.5.a Refine and continue to utilize the county budget for ongoing, consistent bicycle funding programs. sources of revenue to complete planned network routes and to close 5.5.b Consider creation of a park district land acquisition fund dedicated to regional trail land gaps in the network. acquisition needs.

5.5.c Consider developing a comprehensive investment approach to fund infrastructure improvements and programs associated with education, enforcement, and maintenance. This approach would include information on typical costs, funding streams, and timing of investment.

5.5.d Support efforts to reserve federal funding for bicycle and pedestrian improvements.

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Strategy 5.6 Actions

Leverage other projects to include 5.6.a Continue to fund the community bikeways or take advantage of enhancement program at its current level or higher for purposes of taking advantage of partnering partnership opportunities outside of opportunities to implement and enhance the the normal solicitation schedule, and regional trail system. consider budgeting for unplanned opportunities. 5.6.b Create a county opportunity fund for unplanned, yet strategically important projects.

Strategy 5.7 Actions

Obtain funding for bicycle education 5.7.a Continue applying for statewide health and enforcement programs. improvement program (SHIP) or other funding opportunities for educational programs.

5.7.b Work with partners for funding education and encouragement programs.

Strategy 5.8 Actions

Explore the creation of a regional 5.8.a Research the use of a regional trail authority trail authority (similar to a watershed or similar organizations in other areas to better understand the applicability to Hennepin County, district) for a consistent funding stream Three Rivers Park District, and partners. for longer term maintenance and operations. 5.8.b Work collaboratively with other bikeway providers to understand long-term bikeway maintenance and operation costs, opportunities, and challenges of the entire region.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 105 Implementation strategies

Strategy 5.9 Actions

Continue county routine 5.9.a Evaluate current maintenance practices to maintenance and pavement identify opportunities to modify the approach to better address bicycle maintenance as part of the management of the on-street existing roadway maintenance program where on- bicycle system tied to overall roadway street bikeways are present, such as pre-treating the maintenance plans. road before storms to ease removal of snow and ice from curb to curb.

5.9.b Investigate best practices of bikeway- specific snow removal techniques in other winter communities.

5.9.c As new bikeway types are added to the system, the county and park district will maintain, or partner with the appropriate organizations to maintain, elements such as physical barriers, striping, and bicycle signal timing.

5.9.d Report and track the condition of bikeway- related pavement markings and signage.

Strategy 5.10 Actions

Partner with cities to improve 5.10.a Conduct a feasibility study increasing the routine maintenance and pavement county’s involvement in routine maintenance pavement management practices of off-street management practices on Hennepin bikeways. County off-street bikeways. 5.10.b Create a digital map and database of all maintenance agreements and identify locations with possible maintenance responsibility gaps in the system.

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Strategy 5.11 Actions

Establish and implement a policy 5.11.a Develop work zone bicycle traffic for the closure and detour of on- maintenance guidance based upon best practices. and off-street bicycle bikeways that provides safe and direct alternatives 5.11.b Design / acquire appropriate signage and other materials for easy set up and removal before when bikeways must be closed. and after construction.

5.11.c Develop guidance for restoring bikeway pavement quality when it is affected by adjacent non-road construction activity (for example, by construction equipment and activity during the construction of a new apartment building or utility work).

5.11.d Continue the process for effectively and efficiently informing the public about closures and detours (information line and on website).

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 107 Implementation strategies

Strategy 5.12 Actions

Maintain current programs and 5.12.a Continue partnerships with MN Conservation partnerships that provide routine Corps, Sentence to Serve, and similar programs to provide seasonal, response to storm, and special maintenance (e.g., TRPD Adopt-a-Trail project maintenance assistance. Program). Current, routine maintenance programs and partnerships should be 5.12.b Continue to oversee and permit special maintained or enhanced. events along the regional trail system in a manner that protects the integrity of the regional trail corridor, minimizes the impact of the general public, and that recovers associated costs.

5.12.c Investigate and evaluate alternative funding sources and programs to assist with the long-term routine maintenance and operation costs of the regional trail system.

5.12.d Continue to investigate and evaluate opportunities to partner with local communities and other partners to assist with routine maintenance and operations.

5.12.e Continue annual routine maintenance, operations, and funding of regional trail corridors.

5.12.f Biannually review routine regional trail maintenance guidelines and update as necessary to best serve the public and maximize available resources.

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Strategy 5.13 Actions

Continue Three Rivers Park District’s 5.13.a Continue the implementation and funding of pavement management program the park district’s PMP. (PMP) for regional trail maintenance. 5.13.b Investigate and evaluate alternative funding sources and programs to assist with the long-term pavement management maintenance costs of the regional trail system.

5.13.c Investigate and evaluate opportunities to partner with local communities and other partners to assist with pavement maintenance funding and implementation.

Strategy 5.14 Actions

Investigate and consider a 5.14.a Work with cities to designate bicycle snow prioritized, phased snow removal emergency routes and identify locations and types of bikeways that should be prioritized as part of policy for on- and off-street snow removal. bikeways. 5.14.b Study the best methods for snow removal on bikeways that are located within the county right- of-way.

5.14.c Continue and expand the park district pilot programs to determine best management practices, costs, and potential partners to providing winter maintenance.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 109 Implementation strategies

Strategy 5.15 Actions

Regularly evaluate the performance 5.15.a Develop before and after studies when of new and existing bikeways to implementing innovative designs and experimental treatments, including a framework for routine determine the effectiveness of evaluation of these treatments (consider designs and treatments. participating in MnDOT or FHWA experimentation where relevant) that will improve understanding of how existing and/or traditional bikeways are performing to ensure treatments meet with intended use and safety performance. Where possible, partner with cities or research institutions on the evaluation.

5.15.b Maintain and annually update a bike plan dashboard that reports on the performance measures and describes progress on bikeways implementation.

5.15.c Produce annual progress report on the combined implementation of the bicycle plan, pedestrian plan, and complete streets policy.

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Strategy 5.16 Actions

Implement a system for collecting 5.16.a Assess the level and quality of data currently bicycle counts and measuring the collected and develop a recommendation for share of trips that are taken by establishing a county bicycle counting program. bicycle within the county. 5.16.b Consider establishment of an automated bicycle counting system for both the on- and off- street system.

5.16.c Integrate bicycle counts as part of the routine vehicular traffic count program where possible.

5.16.d Analyze and evaluate the change in ridership on a seasonal and yearly basis.

5.16.e Report on ridership changes annually once the counting system in place.

5.16.f Partner to develop a system to share count information among the region’s agencies.

Strategy 5.17 Actions

Continue to gather feedback from 5.17.a Conduct outreach at key events and continue users and the general population on the use of on-line or intercept survey tools to get feedback about the overall bicycle system, specific a regular basis. projects/improvements, and user demographic composition, preferences, and behaviors.

5.17.b Consider various methods to gather on-line feedback (e.g., 311, website, social media).

5.17.c Continue the Three Rivers Park District’s 5-Year Regional Trail Survey.

Hennepin County 2040 Bicycle Transportation Plan / Implementation / 111 Implementation strategies

Strategy 5.18 Actions

Create a working group of advisors 5.18.a Develop a working group action plan to monitor the implementation of that includes the group goals, composition, and the bike plan. anticipated outcomes.

5.18.b Identify and invite the appropriate people to become a bicycle plan implementation advisory group member.

Strategy 5.19 Actions

Develop/enhance strategies to 5.19.a Develop and routinely maintain an inventory house, maintain, and communicate including bicycle system map of existing and planned bikeways that are part of the 2040 Bikeway important information and data on System. the bikeway system. 5.19.b Maintain and routinely update GIS database with status of gaps and barriers to track progress of eliminating system gaps.

5.19.c Maintain and routinely update GIS database with status and attributes of existing and planned bikeways and facilities as part of the project process to actively track progress of system implementation.

5.19.d Develop central GIS database for use by county and local agencies to reference to ensure local and county bikeways connect geographically with consistent bikeway types, and to track upcoming projects.

5.19.e Develop and maintain an electronic library of PDFs and Microstation files of all bikeways as-builts.

5.19.f Set up a county complete streets project website with an inventory of current and past bike, pedestrian, and complete streets projects.

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Hennepin County 2040 Bicycle Transportation Plan / Implementation / 113 Endnotes

1 Jacobsen, P L. Safety in Numbers: More Walkers and Bicy- 19 MnDOT Annual Transportation Performance Report clists, Safer Walking and Bicycling, Injury Prevention 2003. 2012

2 USDOT Federal Highway Administration. Nine Proven 20 U.S. PIRG Education Fund & Frontier Group. Transpor- Crash Countermeasures, website accessed 2014. tation and the New Generation: Why Young People Are Driv- ing Less and What It Means for Transportation Policy, 2012. 3 USDOT Federal Highway Administration. The Role of FHWA Programs in Livability, State of the Practice Summary, 2011.

4 USDOT Federal Highway Administration. Livability Fact Sheet: Transportation and Health, 2014.

5 Center for Transit Oriented Development, Reconnecting America. The Affordability Index Toolbox, 2008.

6 Litman, Todd, Victoria Transport Policy Institute. Quan- tifying the Benefits of Nonmotorized Transportation for Achieving Mobility Management Objectives, 2009.

7 American Public Transportation Association. Millennials and Mobility: Understanding the Millennial Mindset, 2013.

8 U.S. Travel Association, Top Travel Ranking, 2013.

9 League of American Bicyclists. Bicycling Means Business: The Economic Benefits of Bicycling Infrastructure, 2012.

10 Dill, Jennifer, Ph.D., McNeil, Nathan, OTREC. Four Types of Cyclists? Testing a Typology to Better Understand Bicycling Behavior and Potential, 2012.

11 Travel Behavior Inventory (TBI) Metropolitan Council, 2010.

12 USDOT Federal Highway Administration. National Household Travel Survey, 2009.

13 Hennepin County Human Services and Public Health Department. Survey of the Health of All the Population and the Environment, 2010.

14 U.S. Census Bureau. American Community Survey, 2012.

15 League of American Bicyclists. Women on a Roll, 2013.

16 U.S. Census Bureau. American Community Survey, 2012.

17 Three Rivers Park District. In-house Regional Trail Visit Estimates, 2013.

18 FHWA. Nonmotorized Transportation Pilot Program Continue Progress in Developing Walking and Bicycling Networks, 2014.

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Hennepin County Public Works

www.hennepin.us www.threeriversparks.org

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