HomeMy WebLinkAbout2013 05-16 PCP X ity Of
OKLYN
NTER
PLANNING COMMISSION AGENDA
CITY OF BROOKLYN CENTER
May 16,2013
1. Call to Order: 7:00 PM
2. Roll Call
3. Approval of Minutes—April 25,2013 Meeting
4. Chairperson's Explanation
The Planning Commission is an advisory body. One of the Commission's functions is to
hold public hearings. In the matters concerned in these hearings, the Commission makes
recommendations to the City Council. The City Council makes all final decisions in these
matters.
5. Planning Application Items—None
7. Action Items —None
8. Discussion Items
a) Hennepin County's Active Living Program — Development of a new General
Land Use Policy (by Planning Staff) and a Complete Streets Policy (by City
Engineer staff) for the benefit of the City of Brooklyn Center
i. review of the draft Complete Street Policy of the City of Brooklyn Center
ii. review of the General Land Use Policy for Redevelopment, Architectural
Guidelines and Pedestrian Plans
b) Ongoing and Future Projects Update (by Planning Staff)
C) Basics of Planning & Zoning Seminar Update (by Commissioners/Staff who
attended)
9. Selection of New Vice-Chairperson for 2013 (by Chair Burfeind)
10. Adjournment
MINUTES OF THE PROCEEDINGS OF THE PLANNING COMMISSION
OF THE CITY OF BROOKLYN CENTER IN THE COUNTY OF
HENNEPIN AND THE STATE OF MINNESOTA
April 25, 2012
CALL TO ORDER
The Planning Commission meeting was called to order by Chair Pro Tern Burfeind at 7:02 p.m.
ROLL CALL
Chair Pro Tern Burfeind, Commissioners Randall Christensen, Carlos Morgan, Michael Parks,
and Stephen Schonning were present. Also present were Councilmember Carol Kleven;
Secretary to the Planning Commission Tim Benetti; Director of Business & Development Gary
Eitel; and Planning Commission Recording Secretary Rebecca Crass. Commissioner Benjamin
Freedman was absent and unexcused.
APPROVAL OF MINUTES—April 11 2013
There was a motion by Commissioner Schonning, seconded by Commissioner Morgan,to
approve the minutes of the April 11, 2013 meeting as submitted. The motion passed
unanimously.
CHAIR'S EXPLANATION
Chair Pro Tern Burfeind explained the Planning Commission's role as an advisory body. One of
the Commission's functions is to hold public hearings. In the matters concerned in these
hearings, the Commission makes recommendations to the City Council. The City Council makes
all final decisions in these matters.
CONTINUATION OF A PROPOSED ORDINANCE AMENDMENT TO CHAPTER 34
Mr. Benetti reviewed the items discussed at the April 11, 2013 Planning Commission public
hearing related to dynamic message signs and was tabled. He stated it was the general consensus
of the Commission to direct staff to further research the "grandfathering" issue of non-compliant
signs; the length of time a message or sign must stay static; and the duration or time-limits a sign
can remain active and this item was tabled until the April 25, 2013 meeting.
ACTION TO UNTABLE DISCUSSION RELATED TO THE PROPOSED ORDINANCE
AMENDMENT TO CHAPTER 34 (SIGNS) AND CHAPTER 35 (ZONING) OF THE CITY
CODE OF ORDINANCES
There was a motion by Commissioner Morgan, seconded by Commissioner Schonning to un-
table the proposed ordinance amendment to Chapter 34 (Signs) and Chapter 35 (Zoning) of the
City Code of Ordinances regarding the allowance of dynamic message signs (DMS) to public
spaces and uses and adding new definitions of"Public Uses"to the City Code.
Voting in favor: Chair Pro Tern Burfeind, Commissioners Christensen, Freedman, Morgan,
Parks and Schonning
And the following voted against the same: None
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The motion passed unanimously.
The following items summarize staff's findings:
Grandfathering issue: Mr. Benetti stated the City Attorney clarified that any new ordinance
adopted by the City Council would be applicable to all existing and new signs and any current
non-conforming sign remains non-conforming unless the new ordinance provides additional or
favorable standards which make the sign no longer non-compliant.
He added if a monument style, internally lighted cabinet sign were currently non-conforming due
to a setback encroachment, that sign would not be allowed to transition or improve to a DMS due
to this nonconforming status. Furthermore, if a current electronic DMS or similar sign is
operational in a district or on a property that currently does not allow this type of sign, the
"grandfathered" right does not apply or provides immunity from the current sign ordinance
standards.
Mr. Benetti added some of the existing signs at churches and public schools may not have been a
true DMS at that time and would still be considered non-conforming, and the "grandfathering"
label does not change the legal status of such signs. However, if a new ordinance could allow or
provide standards to make these signs legal and conforming.
Length of Message: Mr. Benetti provided data indicating the timing or length of messages
allowed by other cities is from 3-seconds to 24-hours. He further stated that following the public
hearing and upon examining sign codes and standards from the various communities, the
proposed one hour message duration may not be fair or reasonable to display multiple messages
for the general public. Therefore, city staff is recommending an eight second time message
interval for these signs in residential districts. He added the eight-second rule is virtually
standard for most large-scale billboard sized DMS considering the city's commercial areas are
afforded the two-second interval.
Duration or Time-limits a Sign can Remain Active: Mr. Benetti reviewed the city initially
proposed that all DMS in a residential area or a public use must go blank between the hours of
9:00 PM and 7:00 AM. However, a number of these sign owners would prefer to keep or
maintain their signs for 24-hour periods. Mr. Benetti further explained the current Sign
Ordinance does not have any provision or standard where a sign must be turned off in any zoning
district. He added the proposed sign ordinance revisions provides for these DMS' in residential
areas to be equipped with automatic dimming technology and must meet certain brightness
standards as noted by the table in the proposed ordinance, therefore, staff is supportive in
allowing all signs remain lit or operational 24 hours.
Commissioner Morgan stated the information provided was very thorough.
Mr. Benetti provided an overview of results from other cities.
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Commissioner Christensen stated he did not feel the following was addressed "no portion of the
message may flash, swirl, fade in or out" in the report. Mr. Benetti replied that these items are
currently not allowed in the city ordinances.
Chair Pro Tern Burfeind asked for further clarification on the grandfathering issue. Mr. Benetti
explained that according to the City Attorney existing signs would be considered non-
conforming if they do not meet the current ordinance requirements and all existing signs could
remain in their current status, however, no changes could be made to the sign unless it is brought
into standards as allowed in the city ordinances.
Commissioner Parks asked about dimming technology. Mr. Benetti stated that all new signs
come with technology to program signs according to dark and light with automated dimming.
Commissioner Christensen stated that it was discussed to have the lights shut off during the night
and he is still on the fence about being able to change it every eight seconds all night long and
feels it should be a more static message during the night. Mr. Benetti replied that staff took into
consideration the need for some churches and schools to keep the message displayed 24/7 and
the eight second interval is programmed such that it is unnoticeable when changing. However,
he felt the Commission was in favor of the eight second interval.
Commissioner Christensen replied that if the change is unnoticeable,he would be okay with it.
Chair Pro Tern Burfeind stated that the changing messages are typically not obnoxious and
barely noticeable when they change. He doesn't feel the eight second interval would be
unreasonable.
Mr. Benetti responded that the change must be programmed to be instantaneous and cannot fade
in or out.
PUBLIC HEARING—ORDINANCE AMENDMENT(CHAPTER 34—SIGNS)
There was a motion by Commissioner Morgan, seconded by Commissioner Schonning, to reopen
the public hearing regarding an amendment to Chapter 34 (Signs), at 7:27 p.m. The motion
passed unanimously.
Chair Pro Tern Burfeind called for comments from the public.
Lilly Harrington, Unity Temple Church, stated she is here on behalf of the church's Pastor. She
asked if all existing signs in residential areas are okay. Mr. Benetti stated that if they are
operating a Dynamic Message Sign it is not allowed but will be by adopting this ordinance. Ms.
Harrington stated that their existing sign does not flash and does not illuminate into any
residential homes and they took their neighbors into consideration when placing the sign on the
property. She encouraged the Commission and Staff to come by and visit their church.
Kathryn Biddle, Unity Temple Church, thanked the Commission and asked for verification
regarding their existing sign. Mr. Benetti replied after further investigation by Staff, the Unity
Temple site is considered a corner lot which means the size of their sign is okay.
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Victoria, Unity Temple Church, asked what is important to bring to the panel for consideration
particularly for the children of Brooklyn Center? Chair Pro Tem Burfeind suggested that the
City Council should be contacted with any concerns and, if deemed appropriate, the City Council
would forward their issues to the Planning Commission.
Councilmember Kleven thanked everyone for coming to this meeting and she advised of the City
Council meeting dates and the times of open forum when the Council can be addressed.
Commissioner Parks responded that the Commissioners keep the safety of children on their
minds and when considering planning issues, he is an advocate of walkability.
There was further discussion regarding these issues and it was stated that these types of issues
are not heard by the Planning Commission but should be brought to the City Council for
consideration.
CLOSE PUBLIC HEARING—ORDINANCE AMENDMENT(CHAPTER 34—SIGNS)
There was a motion by Commissioner Morgan, seconded by Commissioner Schonning, to close
the public hearing regarding an amendment to Chapter 34 (Signs), at 7:43 p.m. The motion
passed unanimously.
Chair Pro Tem Burfeind stated that he appreciates the input from the public which helps them to
arrive at decisions when considering these issues.
ACTION TO RECOMMEND APPROVAL OF AN ORDINANCE AMENDING CHAPTER 34
AND CHAPTER 35 OF THE CITY CODE OF ORDINANCES REGARDING THE
ALLOWANCE OF DYNAMIC MESSAGE SIGNS (DMA) TO PUBLIC PLACES AND USES
AND ADDING NEW DEFINITIONS OF PUBLIC USES
There was a motion by Commissioner Parks, seconded by Commissioner Schonning, to approve
an Ordinance Amending Chapter 34 and Chapter 35 of the City Code of Ordinances Regarding
the Allowance of Dynamic Message Signs (DMS) to Public Places and Uses and Adding New
Definitions of Public Uses.
Voting in favor: Chair Pro Tem Burfeind, Commissioners Christensen, Freedman, Morgan,
Parks and Schonning
And the following voted against the same: None
The motion passed unanimously.
The Council will consider the ordinance amendment at its May 13, 2013 meeting.
NOMINATIONS AND ELECTION OF NEW CHAIRPERSON FOR 2013
Due to the resignation of former Planning Commission Chair Sean Rahn, nominations and a vote
was conducted for a new Chairperson of the 2013 Planning Commission. Mr. Benetti explained
the floor was open for nominations and there could be one or more nominations, or a person
could nominate themselves.
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Vice-Chair Burfeind called for any nominations. There was a motion by Commissioner
Schonning to nominate current Vice-Chair Scott Burfeind as new Chair of the remaining 2013
Planning Commission year, which was seconded by Commissioner Christensen. Vice-Chair
Burfeind then called for other nominations three times. With no additional names or
nominations presented, the nominations were closed. At the request of the Commissioners, a
written ballot vote was taken, which resulted in Vice-Chair Scott Burfeind elected Chair of the
remaining 2013 Planning Commission year.
Chair Burfeind thanked the Commission for his support and encouraged Commission members
to contact him if they are interested in being Co-Chair.
DISCUSSION ITEM
Mr. Eitel reviewed upcoming development projects:
• Howe PUD Amendment
• Special Use Permit for Surly Brewing for a Tap Room
• Luther Automotive expansion
• Shingle Creek Crossing continued redevelopment
• Embassy Suites Phase II site—PUD Amendment
• Twin Lakes Manor/Lake Pointe apartments have a new owner and they are talking to him
regarding an extension of the regional trailways onto the property.
• Housing market study being conducted for the Opportunity Site.
• Best Buy site has been acquired for a retail building.
There were no other discussion items
ADJOURNMENT
There was a motion by Commissioner Christensen, seconded by Commissioner Schonning,to
adjourn the Planning Commission meeting. The motion passed unanimously. The meeting
adjourned at 8:03 p.m.
Chair
Recorded and transcribed by:
Rebecca Crass
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City Of Business and Development
XprooMyv Caster Department
www.cityofbrooklyncenter.org
6301 Shingle Creek Parkway,Brooklyn Center,Minnesota 55430-2199
Phone 763.569.3300 TTYNoice 711 Fax 763.569.3494
MEMORANDUM
TO: Chair Burfeind and Planning Commissioners
FROM: Gary Eitel, Business & Development Director
Tim Benetti, Planning & Zoning Specialist
DATE: May 16, 2013
RE: Agenda Item No. 8.a—Hennepin County's Active Living Program—Development of a
new General Land Use Policy (by Planning Staff) and a Complete Streets Policy(by
City Engineer staff) for the benefit of the City of Brooklyn Center
Introduction
Approximately six month ago, city staff was approached by Hennepin County staff to assist with
developing a generalized land use policy and/or complete street policy for the community.
These policies were related to Hennepin County's Active Living Program, which encourages
cities within Hennepin County to provide resources or similar programs to encourage healthier
and active living for all citizens.
Active Living is a way of life that integrates physical activity into daily routines through
activities such as biking, walking and/or taking transit. Since 2006, Hennepin County has been
committed to Active Living when they teamed up with Blue Cross and Blue Shield (BCBS) to
develop an active living program. The main goal of the program is to help cities and agencies
encourage a more "active living" lifestyle for all citizens, specifically by integrating physical
activity into daily routines; replacing inactive trips in vehicles with active trips, such as walking
to school, bicycling to the store or taking transit to work. Furthermore, collaborating on policy
changes and infrastructure planning can help make the healthy, active choice the easy choice in
communities.
According to a Hennepin County fact sheet, "Chronic disease related to physical inactivity is
rising and striking younger and younger people. Sixty-six percent of adults in the U.S. are
overweight or obese; overweight children have more than doubled in the last 20 years. "
Research shows that active living can help reverse this trend, and Hennepin County is leading the
charge and assisting communities such as Brooklyn Center with developing programs or policies
to assist with implementing and sustaining active living principles and concepts.
Policy Development(by city sta,fi)
When staff met with the Hennepin County officials, we initially discussed different ideas or
standards within our own City Zoning Code or City Policies Handbook which may lead to the
creation of some related policies to this Active Living Program. Planning staff indicated that we
worked with the developer of the new Shingle Creek Crossing PUD by helping to adopt a list of
approved architectural design standards for this site, and that we had initially discussed adopting
similar design standards for the community.
HC staff received a copy of these standards, and supported staff's efforts to incorporate these or
very similar standards into any new policy. Attached for the Commissioner's review is a revised
listing of those standards, which have been developed in cooperation with HC staff. Planning
staff also incorporated a number of standards or policy statements from HC's own 2012 Active
Living Design Checklist (which is also included with this memo report). A few areas staff
would like to discuss and receive feedback is under "Building Orientation", which provides for
building frontages to be placed closer to roadways, with an undecided range between 10-ft. to
zero feet, as noted and highlighted below:
1. Buildings frontages shall be built to the front street (ROW) line within 10-ft. to 0-ft.
wherever possible.
Also, under "Bicycle Connections", a standard for installing bike spaces is undetermined as
follows:
7. Install secure bicycle parking in multi-family residential sites at a ratio of one (1) parking
space for every 1 —5 residential units.
8. Install one (1) bicycle parking space for every 10 — 20 non-residential off-street vehicle
parking spaces.
In the meanwhile, the city engineers have chosen to complete and finalize their ongoing
"Complete Streets Policy" that they had already been working on and implementing as part of
previous street reconstruction projects throughout the city, and this draft policy document is
attached for the Commission's review. The city engineering staff is requesting the Planning
Commission give consideration and recommendations on the separate policy document they
have prepared.
Recommendation
The Planning Commission should review and consider both policy statements prepared by City
Planning and City Engineering staffs, and provide comments, feedback, and suggestions. Staff
anticipates bringing this item back before the Commission at a future date, whereby a final
recommendation, along with a supporting resolution will be prepared, adopted and forward to the
City Council for separate consideration and action. Planning and Engineering Staff will be
available at the May 16 th meeting to present the draft policies and help answer any questions.
A Policy for Implementing Architectural Design Guidelines
for the City of Brooklyn Center
Vision Statement: Active Living is a way of life that integrates physical activity into
daily routines through activities such as biking, walking and/or taking transit. The City
of Brooklyn Center hereby recognizes that the location and design of buildings and
public spaces influence Active Living. Brooklyn Center will strive to locate sites in areas
that are linked to community destinations and accessible by all modes of transportation.
Moreover, Brooklyn Center will integrate active living elements into the design of
building infrastructure and spaces while continuing to ensure the safety and security of
customers, visitors, workers, citizens and city property.
These architectural design guidelines are provided to encourage a high standard of design
of buildings proposed for new commercial, office, multi-family residential, civic and
industrial development in Brooklyn Center. A new or improved development, especially
the building's size, shape, height, mass color, materials, texture, window and entry
placement and amenities provide users a specific image of a development and the
community as a whole. Implementing or incorporating these guidelines or features into a
new development or redeveloped site will offer an opportunity to the developers and/or
owners of such sites to provide lesser site requirements than normally prescribed under
City Code.
BUILDING ORIENTATION
1. Buildings frontages shall be built to the front street (ROW) line within 10-ft. to 0-
ft. wherever possible.
2. Building entrances shall front the street. If a building occupies a corner lot, the
primary entrance shall face the corner.
3. Buildings containing restaurants and adjacent to water features shall maximize
opportunities for outdoor patios and internal views of the water.
4. Buildings adjacent to water features, as available to restaurants, shall maximize
opportunities for outdoor patios, pedestrian relationships and other recreational
interactions.
5. Buildings are sited in ways to make the entries or intended uses clear to and
convenient for pedestrians.
6. Buildings are connected to public streets via sidewalks.
7. Public safety is considered during building location and site connectivity
decisions using CPTED (Crime Prevention Through Environmental Design)
principles, including connection to well-lit sidewalks that are buffered by street
trees or other amenities.
8. Pedestrian level building windows front the street, and entrances are well-lit for
user security.
9. Design parking lots to facilitate shared parking between businesses. Consider
designing parking lots as multi-use spaces for off-hour activities.
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BUILDING DESIGN
Building Mass
1. Varying scale of buildings shall be encouraged.
2. Varying rooflines to create interest in design styles shall be encouraged.
3. Multiple buildings on the same site should be designed with a visual relationship
among buildings while providing for pedestrian plazas, open space and view
corridors.
4. Buildings that create a visually interesting "rhythm" by varying form, volume,
massing, heights and site orientation are encouraged, while maintaining a visual
relationship to adjacent structures.
5. Buildings over 40' in height shall employ a step-back design so as to not seem as
imposing from the street.
6. Provide a majority of auto parking behind or under the building.
Facade Design
1. Colorful canopies, roofs, and accents are encouraged, however controlled to a
palette of selected colors pursuant to the color and material board submitted and
approved by the city.
2. Windows and doors or openings should comprise at least 50% of the length of a
building and at least 30% of the area of the ground floor along arterial and
collector street facades.
3. Facades should utilize recessed entryways and windows, groupings of windows,
horizontal and vertical offsets and reveals on surface planes to break up long
continuous flat walls.
4. Masonry detailing such as soldier coursing, plane changes, or patterning shall be
encouraged.
5. The use of cornices, ornamental lights, graphics, Tenant blade signs, and other
architectural details shall be encouraged.
6. On-story buildings shall reflect a two-story appearance with the use of upper
windows, roof forms, and undulated skylines. Storefront glass shall dominate
each fagade. Where true, clear storefront glass is not feasible due to tenant
functions, the use of spandrel glass is acceptable.
7. Multi-tenant buildings shall break up the rhythm of the fagade for individuality of
shops to reinforce a"main street"theme of architecture.
Building Materials
1. Materials shall be selected for suitability to the type of buildings and the design in
which they are used. Building walls are to be finished in aesthetically acceptable
tones and colors to be compatible with tones and colors of the approved palette.
2. Materials shall be of a durable quality.
3. All wood treatment shall be painted and weather proofed.
4. Colors and specifications of masonry and stucco colors should be a consistent
range throughout the development
5. Rear of buildings shall be in a color to match predominant front masonry colors.
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6. Existing buildings may be renovated to match new construction with the use of
paint colors or other applied surface treatments.
7. The use of brick or acceptable brick-type material; marble, granite, other natural
stone or acceptable natural looking stone; textured cement stucco; copper;
porcelain; glass; architectural textured concrete pre-cast panels are encouraged.
Doors and Windows
1. Canopies shall be encouraged at entry ways.
2. Window frame, material, and color to complement architectural style and be
consistent in color throughout development.
3. Window openings may be modulated to scale and proportion that is compatible
with the architectural style. Maximize storefront and graphic opportunities to
avoid long expanses of blank and featureless walls at street fronts.
4. A minimum of 8' clear space shall be provided from sidewalk elevation to the
lowest point of a canopy and or suspended sign.
5. Window and doors shall be glazed in clear glass for retail buildings. Mirrored
windows are discouraged.
6. Where appropriate, the use of spandrel glass may be incorporated to mimic
storefront glass.
SCREENING
1. Loading areas shall be screened from public view with walls similar to adjacent
building material, fences, landscaping, or physical distance separation.
2. Service and utility doors are to be painted to match, or be compatible with,
surrounding colors.
3. Drive — thru or service lanes shall be screened with berming, landscaping or
fencing.
4. Rooftop units may be screened by parapets or wall/fencing materials, or paint to
match surrounding colors when visible from the public right of way.
FRANCHISE DESIGN
1. The requirements of regional and national franchises shall be allowed to maintain
their corporate identity and design theme but shall be encouraged to utilize similar
materials, scale and style of these architectural standards.
LANDSCAPE AND SITE TREATMENT
Landscape design
1. Plant material is to be utilized within the master plan as an aid to provide
continuity within the site and provide a recognized definition of its boundaries.
2. Overstory trees shall be utilized along external and internal roadways to reinforce
roadway pattern but, placed so as to not block visibility of commercial signage.
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3. Unity of design shall be achieved by repetition of certain plant varieties, planting
patterns, and other streetscape materials and by correlation with the approved
landscape plan.
4. Plant materials are to be utilized as a screening element for parking and building
utility areas.
5. Plant materials are to be utilized within parking lot islands, grouped massing of
landscape is encouraged in parking lots versus individual planting to maximize
landscape impact and allow functional snow removal. Some islands may be
paved as pedestrian walk areas to meet pedestrian circulation requirements.
6. Loading, service, utility and outdoor storage areas that are visible from public
roadways shall be predominantly screened with fencing, walls, landscaping or
berms. When natural materials are used as principal screening, 75% opacity must
be achieved year round through the use of evergreen trees.
7. Plant materials shall be selected with regard to its interesting structure, texture,
color, seasonal interest, climate zone durability and its ultimate growth
characteristics.
8. Where building sites limit planting, the placement of plant materials in planters,
pots, or within paved areas is encouraged.
9. Perennial/shrub planting beds, trees and turf areas shall be irrigated with an
automatic irrigation system to provide optimal plant establishment and long-term
plant health.
Lighting
1. Lighting shall provide continuity and consistency throughout the area. All
parking lot lights shall be metal halide or 2000-4000 kelvin LED and be uniform
in style, color, and height. Maximum pole height of 50' in parking areas and 28'
in entry drive areas and along property edges.
2. Pedestrian lighting shall be of pedestrian scale height (12'-18') and be uniform in
style and color.
3. Light poles, fixtures, and bases shall be a consistent dark color(i.e. bronze, black,
or brown).
4. Exterior wall lighting shall be encouraged to enhance the building design and the
adjoining landscape.
5. Lighting styles and building fixtures shall be of a design and scale compatible
with the building and adjacent areas. Shoe or hat box style fixtures are acceptable
for taller parking lot lighting. More detailed ornamental style fixtures shall be
encouraged for pedestrian impact.
6. Light levels that promote a safe environment are required. Excessive brightness
shall be prohibited.
7. Dark sky and cutoff style fixtures shall be used for safety purposes.
Pedestrian Connections
1. Design parking facilities to safety accommodate pedestrian, bicycle, and transit
access to the building.
2. Consider installing sidewalks and crosswalks to connect parking to allow for safe
pedestrian movement through the parking lot.
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3. Pedestrian connectivity shall be incorporated to link buildings within the site.
4. Pedestrian connections shall be made to the existing public sidewalk system.
5. Benches or seating shall be provided for pedestrians.
6. Striping of crosswalks shall be required at intersections.
7. Outdoor seating areas and outdoor sales areas shall be incorporated where
appropriate. Such areas shall utilize a unified theme and approach to the defining
elements (structural elements, railings, shading, paving, lighting, landscaping) for
the creation of these exterior spaces.
Bicycle Connections
1. Trail connections shall be maintained and connected to the existing overpass
system.
2. Bike parking shall be provided in close proximity to primary building entrances or
in prominent areas that serve multiple businesses.
3. Parking shall not be located in the back of buildings unless there is an entrance
near the location.
4. Bike racks shall be of a type that supports the wheel and frame of the bike.
5. Indoor bicycle racks, controlled-access bicycle storage room, bicycle lockers, and
bicycle corrals are secure parking options.
6. Provide secured bicycle parking in a safe environment that is weather protected.
7. Install secure bicycle parking in multi-family residential sites at a ratio of one (1)
parking space for every 1 —5 residential units.
8. Install one (1) bicycle parking space for every 10 — 20 non-residential off-street
vehicle parking spaces.
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MEMORANDUM
DATE: May 10, 2013
TO: Tim Benetti, Planning and Zoning Specialist
FROM: Steven J Jankowski,Assistant City Engineer
SUBJECT: Complete Streets Policy
Recommendation
Staff is requesting that the Planning Commission review the attached draft Complete Streets
policy and recommend the adoption of this draft policy to the City Council along with
modifications as deemed appropriate.
Background
Brooklyn Center was primarily developed in the 1950's, 1960s and 1970s during a time in which
the personal automobile dominated land use and transportation planning practices and policies
and road building focused on moving as many cars as possible, as quickly as possible. Safety and
accessibility for pedestrians, bicyclists,motorists and transit riders have too often been left out or
addressed inadequately. "Complete Streets"is a term used to describe transportation planning
and design policies and processes that emphasize safety and accessibility needs for all users
which would include pedestrians,bicyclists, and transit riders as well as motorist. The policy is
intended to ensure that the ages and abilities of all users are taken into account in the design and
operation of transportation facilities
In addition to providing transportation alternatives, complete street policies encourage the
integration of physical activity into daily routines, through activities such as biking,walking
and/or taking transit. Such activities promote multiple benefits which include: improved physical
and mental health; decreased risk of chronic disease and associated medical costs; reduced
transportation costs and pollution; improved air quality; and encourages safer, stronger
communities.
Policy Elements
Adoption of this policy will commit the City to evaluate elements that would encourage travel by
bicyclists, pedestrians,public transportation, emergency, and commercial vehicles when
considering capital improvement street and trail projects and specifically identifies new
construction, reconstruction and changes in allocation of existing pavement space as specific
triggers for complete street implementation.
The policy recognizes the connection between various transportation modes and between
multiple governmental jurisdictions and transportation providers. This policy commits the City to
work closely and foster strong relationships with other jurisdictions,particularly Three Rivers
Park District and Hennepin County. It should be noted that both Hennepin County and the State
of Minnesota have adopted Complete Streets policies. As a result, any funding for projects
passing through either of these agencies to the city should follow a Complete Streets approach.
Flexibility is incorporated into the policy by acknowledging that it will not be possible or even
desirable to accommodate all modes on all roads and therefor has specifically dedicated a section
of the policy for identifying the circumstances and conditions when alternative transportation
accommodations may not be considered. The policy identifies specific design resource
guidelines that will be employed and lists specific types of improvements that will be considered
in achieving policy goals.
Finally,the policy acknowledges that certain resources will be required for successful
implementation of the policy and that planning and public engagement are to be encouraged to
develop a shift toward a complete streets culture.
Complete Street Policy of the
City Brooklyn of Center
Draft May 8, 2013
Draft—May 8, 2013
City of Brooklyn Center Complete Streets Policy Page 1
INTRODUCTION
During the past 50 years, road building has focused on moving as many cars as possible, as quickly as
possible. Safety and accessibility for pedestrians, bicyclists, motorists and transit riders have too often
been left out or addressed inadequately. "Complete Streets" is a term used to describe transportation
planning and design policies and processes that emphasize safety and accessibility for all users. A
Complete Streets policy ensures that the needs and safety of pedestrians, bicyclists, motorists, and
transit riders of all ages and abilities are taken into account in the design and operation of roads.
The implementation of complete streets is an outgrowth of recent trends, such as the following:
• About 40 percent of Minnesotans do not drive, including children, seniors,
people with disabilities, and people who cannot afford a vehicle. Complete
streets helps to ensure that everyone has safe access to transportation options
to lead active and independent lives (Minnesota Complete Streets Coalition,
Blue Cross and Blue Shield of Minnesota).
• Minnesota has an aging population. As people age, their dependence on
transportation modes beyond vehicles increases. Roads that can support biking
and walking to community destinations and transit will help an aging population
meet its transportation needs.
• The population of the United States is increasingly concentrated in urban
areas with this trend projected to increase into the future, which will result in
increased transportation demand that can be efficiently served through a multi-
modal transportation system.
• Governmental agencies are required to bring the transportation system into
compliance with the ADA to facilitate safe and convenient access for those with
disabilities.
• An increased number of Minnesotans are overweight or obese. If left
unchecked, obesity will add another $3.7 billion in health care expenses for
Minnesotans by 2020 (Blue Cross and Blue Shield of Minnesota and the
Minnesota Department of Health). By building infrastructure that support more
walking and biking, communities can help create opportunities for people to be
more physically active, while improving public health and reducing health care
costs (Minnesota Complete Streets Coalition, Blue Cross and Blue Shield of
Minnesota).
• Gas prices are increasing, causing people to move to alternative modes of
transportation beyond the single occupancy vehicle.
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City of Brooklyn Center Complete Streets Policy Page 2
• Government agencies need to do more with less. Roadways need to be
planned and designed using a comprehensive process to ensure that costly
future roadway retrofits are avoided.
In addition to providing transportation alternatives, complete street policies encourage the integration
of physical activity into daily routines through activities such as biking, walking and/or taking transit.
Such activities promote active living which has the following benefits:
• Improves physical and mental health
• Decreases risk of chronic disease
• Reduces medical costs associated with chronic disease
• Reduces transportation costs
• Reduces pollution and improves air quality
• Builds safer, stronger communities
• Increases quality of life
The City of Brooklyn Center joined Active Living Hennepin County (ALHC), a partnership of cities,
businesses, state and local agencies, and the county. The goals of ALHC members are; increasing
opportunities for active living in their communities through policy change, infrastructure planning,
marketing and communications, mentoring new and potential organizations, and hosting workshop
events.The funding provided by ALHC through Blue Cross Blue Shield of Minnesota and the State Health
Improvement Program (SHIP) was instrumental in the development of this policy which was considered
and adopted through a resolution on June XX, 2013.
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City of Brooklyn Center Complete Streets Policy Page 3
BACKGROUND
History
Brooklyn Center was primarily developed in the 1950's, 1960s and 1970s during a time in which the
personal automobile dominated land use and transportation planning practices and policies. As a result,
the city is highly auto-oriented and some areas lack adequate connections to adjoining neighborhoods,
parks, commercial areas and community institutions.
Since then, our economy, demographics and personal attitudes have changed drastically-we face rising
gas prices, growing senior and immigrant populations, and large proportions of the population want to
live in bicycle friendly and walkable neighborhoods. We must therefore ensure our design practices
address the transportation needs of a changing world. Complete Streets is, in a sense, a return to the
pedestrian-oriented streets of the past, while at the same time, a view into our future.
Benefits
The benefits to adopting and implementing a Complete Streets policy are immense, as well as
measurable and immeasurable.Those benefits include:
• Promotes Safety Currently, many Minnesotans do not feel safe walking or
biking in their neighborhoods. In many neighborhoods, there is no dedicated
space for pedestrians and bicyclists and cars travel too fast and too close. In the
last ten years, more than 500 pedestrians have been killed in Minnesota and
more than 20,000 injured. Providing for adequate spaces for all users will
reduce accidents and increase a sense of security.
• Improves transportation equity. Not everyone uses a personal vehicle as their
means of transportation. In fact,40% of Minnesotans do not drive because they
are too young, too old, cannot afford a car, have a disability or choose not to
drive. It is important to provide alternative and reasonable choices for
everyone.
• Improves public health and fitness. As the reliance on the personal vehicle has
increased, so has the rate of obesity. Currently, more than 60% of Minnesotans
are overweight, which, if left unchecked will result in $3.7 billion additional
health care costs by 2020. By providing residents and workers with options to
bike and walk, more may be willing to do so, helping to reduce health care costs
and obesity rates.
• Lessens oil dependence. Alternative transportation options include those which
are more energy efficient.
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City of Brooklyn Center Complete Streets Policy Page 4
• Improves environmental health. Reducing vehicle use consequently diminish
noise impacts and emission pollutants that negatively impact air and water
quality.
• Supports an efficient transportation system. An integrated transportation
system increases overall capacity and reduces congestion.
• Supports community and economic development. The desire to live and work in
highly walkable neighborhoods, especially by both empty nesters and young
professionals, is a highly documented phenomenon that occurred in the last two
decades. In fact, now major real estate agencies provide "walkability scores" on
home listings as this has become such an important aspect of finding a home to
homebuyers. Homeowners are searching for neighborhoods with great
accessibility, local amenities and attractions and exciting, lively commercial
areas. In fact, a national study has shown that home values in more walkable
neighborhoods have higher values. Additionally, businesses that provide access
to all users and a safe design attract more business.
• Fosters strong communities. Neighborhood vibrancy is increased by
opportunities for community residents to interact and reach community
destinations such as schools and parks.
• Cost effectiveness. Complete Streets aims to design road projects with all users
in mind from the beginning. This ensures that roads are built with pedestrians,
bicyclists, and transit riders in mind the first time, rather than retrofitted after a
tragedy has occurred and when costs will be much greater. Also, including
amenities for pedestrians, bicyclists, and transit riders from the beginning of a
design project, rather than mid-way or near the end of a project, reduces time
and costs related to engineering design. There may also be ways to save costs
through design of smaller roads.
Challenges
The implementation of complete streets must also address a number of challenges:
• Requiring public outreach and education to enhance user understanding and
overcome resistance to change (e.g., construction of sidewalk in street right-of-
way perceived as encroachment in residential front yards)
• Encouraging public participation during the planning process.
• Requiring staff training on new planning, design and operations approaches.
• Developing design solutions for locations with constrained conditions and/or
right-of-way widths or natural barriers.
• Balancing the needs of multiple transportation modes safely and efficiently.
• Addressing variability within modes(e.g., commercial vehicles versus smart cars,
commuter versus recreational bicyclists).
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City of Brooklyn Center Complete Streets Policy Page 5
• Funding potential increases in associated operation and maintenance costs.
• Funding potential property acquisitions.
• Funding potential increased initial construction costs on select projects.
• Complying with design standards associated with roadway construction funding
sources.
• Re-evaluating long established paradigms about transportation investment and
design priorities.
• Resolving cross-jurisdictional issues. The implementation of complete streets is
voluntary for many local governments and an agency cannot be "forced" to
implement a complete streets approach.
• Re-evaluating multi-jurisdictional cost sharing and maintenance agreements.
Effectively involving regional interests in project level public engagement
processes.
• Overcoming the perception that a wider road is always a safer road.
• Maintaining adequate space for snow storage for all modes of transportation.
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City of Brooklyn Center Complete Streets Policy Page 6
POLICY
This policy includes the following elements:
Vision. In order to create a Complete Streets network, all streets and trail projects, including design,
planning, reconstruction, rehabilitation, maintenance, or operations by the City of Brooklyn Center shall
be designed and executed in a responsible, equitable and financially reasonable way to accommodate
and encourage travel by bicyclists, pedestrians, public transportation, emergency and commercial
vehicles in a balanced manner. Additionally,the Brooklyn Center Complete Streets Policy is intended to:
• Benefit the community by improving safety, transportation options, public health,
community and economic development, cost effectiveness, and the environment.
• Inspire the community to transform social norms and bring the community together.
• Prepare Brooklyn Center for the future with respect to changing demographics and
economics.
All Modes, Purposes and Users. This Complete Streets policy recognizes the different transportation
users , modes and purposes and encourages city leaders and staff, as well as residents and business
owners, to consider the range of needs and recognize the importance of planning and designing
transportation systems for all modes, purposes and users.
Connectivity. While it is important to create an interconnected transportation system in which users can
easily and safely reach many potential destinations, this policy recognizes Complete Streets is not "all
modes on all roads" but rather allows for the balancing of the needs of all users.
Jurisdiction. The transportation network within the city consists of transportation systems constructed,
maintained and operated by different units of government including the city, Hennepin County, Three
Rivers Park District, Metropolitan Council/Metro Transit, the State of Minnesota and the federal
government. This policy applies only to the transportation systems under the jurisdiction of the City of
Brooklyn Center and will be encouraged by the City on all other jurisdictional roadways within the city as
feasible.
Both Hennepin County and the state of Minnesota have adopted Complete Streets resolutions. As a
result, any funding for projects passing through either of these agencies to the city should follow a
Complete Streets approach. Additionally, this policy commits the city to work closely and foster strong
relationships with other jurisdictions, including the above referenced jurisdictions within the city and
neighboring communities, particularly the cities of Brooklyn Park, Crystal, Robbinsdale, and Minneapolis
in creating multimodal and interconnected transportation systems that serve the city and extend
beyond its borders. Finally, in the event of development or redevelopment within the city, all private
roads should aim to follow this Complete Streets policy.
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City of Brooklyn Center Complete Streets Policy Page 7
Phasing. As Brooklyn Center is a fully developed community, constructing a Complete Streets network
will not be easily accomplished. The existing transportation and land use framework will, in some
instances, limit the extent to which Complete Streets can be immediately implemented. Therefore this
policy acknowledges that planning recommendations shall be considered a valid step toward meeting
this policy's goals. Planning efforts may include such elements as easements and development
agreements to incorporate future complete street projects. Planning in this manner is intended to avoid
costly retrofits.
Exceptions & Flexibility. While Complete Streets intends to make accommodations for all modes and
users of the transportation network, it is acknowledged that it is not always possible to make such
accommodations in every instance.Therefore,this policy allows for the following exceptions:
a) The project involves a transportation system on which certain modes and users are
prohibited, either by law or significant safety reasons. Examples include interstate
freeways, bike and pedestrian trails, or malls. In the case that a particular use or mode is
prohibited, an effort shall be made to accommodate that use or mode elsewhere
nearby.
b) The cost of accommodation is excessively disproportionate to the need or probable use.
c) The corridor has severe topographic, environmental, historic or natural resource
constraints.
d) A well-documented absence of current and future need.
e) Other exceptions are allowed when recommended by the Public Works, Building &
Community Standards, Parks and Recreation, and Police and Fire departments, and
approved by the City Council.
Exceptions granted to this policy should be approved at a senior level and be documented with
supporting data that indicates the basis for the decision.
Design. When designing Complete Streets projects, the City of Brooklyn Center will utilize the wide
variety of design resources which includes but are not limited to:
• National Complete Streets Coalition
• Safe Routes to Schools
• American Association of State Highway Officials (AASHTO)
• Minnesota Department of Transportation
• Institute of Transportation Engineers
• Americans with Disabilities Act
• Public Right-of-Way Accessibility Guidelines
• Hennepin County Complete Streets Policy
• MMUTCD
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City of Brooklyn Center Complete Streets Policy Page 8
There are a number of design options and tools available to implement Complete Streets, each with a
unique set of benefits and disadvantages. A Complete Street may include:
• Sidewalks
• Bike lanes (or wide paved shoulders)
• Special bus lanes
• Comfortable and accessible public transportation stops
• Frequent and safe crossing opportunities
• Median islands
• Accessible pedestrian signals
• Curb extensions/bump outs
• Narrower travel lanes/road diets
• Roundabouts
• Traffic calming improvements
• Improvements to create safer and more comfortable pedestrian spaces including buffer
space, pedestrian-scaled lighting, street furniture, refuge islands, landscaping and public
art
• Wayfinding signage
• Environmental improvements such as tree planting, storm water ponding and pervious
space
The city will generally follow accepted or adopted design standards from the resources listed above
when implementing improvements to fulfill this policy but will consider innovative or non-traditional
design options where a comparable level of safety for users is present. Considering innovative or new
ideas is especially important when working within the context of a fully developed city. The city should
consider adopting its own design guidelines as a way to reflect the unique needs of Brooklyn Center.
Context Sensitivity, The Minnesota Complete Streets legislation states Complete Streets should be
designed "in a manner that is sensitive to the local context and recognizes that needs vary in urban,
suburban, and rural settings." This policy agrees with that statement. In the city's case, the context is
different at the neighborhood level, that is, Complete Streets may be designed different in residential,
commercial, industrial and mixed use neighborhoods. Context sensitivity is to be considered alongside
network connectivity,flexibility, innovation and the unique needs of various users.
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City of Brooklyn Center Complete Streets Policy Page 9
Performance Standards. Complete Streets should be continuously evaluated for success and
opportunities for improvement.This policy encourages the regular reporting of the implementation of
Complete Streets through the following performance measures:
• User data—bike, pedestrian,transit and traffic
• Crash data
• Use of new projects by mode
• Compliments and complaints
• Linear feet of pedestrian accommodations built
• Number of ADA accommodations built
• Miles of bike lanes/trails built or striped
• Number of transit accessibility accommodations built
• Number of street trees planted
• Number of exemptions from this policy approved
Proiect Triggers The following projects types shall be reviewed for Complete street review and
implementation types shall include:
• New construction
• Reconstruction
• Some types of rehabilitation
• Resurfacing and changes in the allocation of pavement space on an existing roadway
(e.g., removal of on-street parking or reduction in the number of travel lanes).
Projects which are typically classified as routine maintenance project shall not be subject to the policy
review process.
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City of Brooklyn Center Complete Streets Policy Page 10
Implementation
Planning
Establishing plans and protocols is a critical step in creating a community-supported, safe, comfortable
and convenient transportation network that serves all modes. Effective planning results in design
guidance and implementation clarity that allows the community and project designers to efficiently
move forward on individual complete streets projects in a collaborative and cost-efficient manner.
The culture of complete streets must be integrated throughout the City and institutionalized through
planning documents, operations, and design manuals. Complete streets concepts should be
incorporated into visioning and planning documents, including comprehensive plans, neighborhood
plans, active living plans, and transportation plans. A community's zoning ordinance, subdivision
ordinances, and/or design policies should be updated to reflect the community's complete streets
approach as those documents are scheduled for updating. Ideally, all modes of transportation should be
integrated into one design policy, as this will reinforce the complete streets methodology of considering
all modes of transportation early in the design process.
Development Resources
The implementation of this Complete Streets policy will require city resources and staff time.A summary
of anticipated activities along with their timing and frequency is present in the table below:
Process Element Timing/Frequency
Staff training Continuous
Adopt design standards Update periodically
Amendments to the City Code&Comp Plan Consider when updating code&plan
Implement and evaluate performance measures Periodically
Coordinate with other jurisdictions Continuous
Regularly apply for grants Continuous
Review feasible funding sources and adopt revisions Annually with CIP update
to city CIP
Staff training. It is important for the city's staff to be up to date and aware of new laws, funding
sources, best practices, trends and tools related to Complete Streets. Staff should be encouraged to
attend topically related training and education events and opportunities.
Adopt design guidelines. The city should consider adopting its own design guidelines as a way to reflect
the unique needs of Brooklyn Center and to provide a consistent baseline from which projects can be
designed.
Amendments to the City Code and Comprehensive Plan The City Code and Comprehensive Plan may
require revisions to allow for Complete Streets or to make it easier to implement. In particular, the
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City of Brooklyn Center Complete Streets Policy Page 11
Subdivision and Platting chapters should be reviewed for possible changes. This policy should be
adopted as part of the Comprehensive Plan.
Implement and evaluate performance measures Staff should periodically evaluate Complete Streets
programs and provide updates and recommendations to the City Council and advisory committees.
Coordinate with other iurisdictions. Staff and Council should keep an open line of communication
between other jurisdictions including the cities of Brooklyn Park, Crystal, Robbinsdale, Hennepin County,
and Three Rivers Park District, Metropolitan Council/Metro Transit, the state of Minnesota, and the
federal government toward the goal of implementing joint projects, creating network connections and
maximizing grant opportunities.
Regularly apply for grants to implement this policy. Increasingly, transportation grant programs are
requiring municipalities to have adopted Complete Streets policies. By adopting this policy, the city will
be able to apply for a wider variety of grant programs and should do so as a means to fund new or
expanded improvements.
Review feasible funding sources and adopt revisions to the Capital Improvement Program(CIP) As the
city does routinely, staff should review the CIP for possible ways to implement Complete Streets. This
will include a review of funding sources and prioritization of projects according to need and benefit.
Staff recommendations shall be reviewed with Council and open to review by the public.
Public Engagement
Complete streets is an approach to design, which benefits from communication with project
stakeholders. Effective public engagement is necessary throughout the entire implementation process,
including both the planning phase and project phase. In the planning phase, public engagement ensures
that community and agency stakeholders have a chance to participate in the development of broader
policy and planning documents, such as comprehensive plans, transportation plans and modal network
plans. In the project phase, public engagement allows stakeholders to provide feedback on specific
complete streets projects. Whether planning documents are being developed or a specific project is
being designed and constructed,there are typically three communication phases to a project:
• Informing stakeholders of the upcoming planning study or construction project.
• Active participation of stakeholders in planning or project design.
• Formalized public meetings and hearings.
Construction projects should also include a communication plan to keep stakeholders informed of
construction issues that may impact them. The specific stakeholders and communication approaches
will vary depending on the complexity of the planning study or project and anticipated impacts. Early
identification of stakeholders and their concerns will aid in the development of an appropriate public
engagement plan. Potential stakeholders include:
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City of Brooklyn Center Complete Streets Policy Page 12
• Facility users(include all modes)
• Adjacent residents and neighborhood organizations
• Adjacent businesses and business associations
• Elected officials and local/county boards and commissions
• Other city/county departments
• Regional planning organizations
• Regional transit authorities
• State agencies (e.g., DNR, DOT, SHPO)
• Federal agencies(e.g., FHWA, NPS)
• Watershed districts/management organizations
• Advocacy and special interest groups(e.g., bicycling organizations, preservation organizations)
• Local emergency responders
• Utilities and railroads
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City of Brooklyn Center Complete Streets Policy
Appendix A
Complete Streets Worksheet
This Complete Streets Worksheet is intended to serve as a guide when reviewing a roadway's ability to
accommodate all modes of transportation (pedestrian, bicyclists,transit riders,freight, and
automobiles) and people of all abilities in a cost-effective manner,while promoting safe operation for all
users. Complete streets address the design of the entire street right-of-way to determine the best
allocation of space between the various transportation modes. Complete streets may be achieved
through single projects or incrementally through a series of smaller improvements rovements or maintenance
activities over time.This worksheet was developed to facilitate implementing the complete streets
process and to help sort through potentially conflicting modal priorities.The worksheet is also available
in an electronic format that allows responses to by typed directly into the worksheet.
Please reference the following materials when filling out the checklist:
• City and/or County Comprehensive Plans that cover the project area
• Transportation Plans that cover the project area (e.g., City, County, and/or State)
• Bicycle or Pedestrian Master Plans that cover the project area (e.g., City, Park district,
County, and/or State)
• City and/or County ADA Transition Plans that cover the project area
• Area specific studies
• A Policy on Geometric Design of Highways and Streets (AASHTO "Green Book")
• AASHTO Guide for the Development of Bicycle Facilities,4th Edition
• MnDOT Bikeway Facility Design Manual
• Minnesota Manual on Uniform Traffic Control Devices (MMUTCD)
• ADA Accessibility Guidelines (ADAAG)
• Proposed Rights-of-Way Accessibility Guidelines(PROWAG)
• Hennepin County Complete Street Policy
• State of Minnesota Complete Street Policy
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City of Brooklyn Center Complete Streets Policy
Project Information
Project Location
(municipality):
Roadway Jurisdiction:
Project/Roadway Name:
Project Start Point:
Project End Point:
Project Manager
Define Existing and Future Land Use and Urban Design Context
1. Do any adopted plans call for the development of bicycle, pedestrian, transit or roadway
facilities on, crossing, or adjacent to, the proposed project? If yes, list the applicable plan(s).
Guidance:Possible sources of this information include Comprehensive Plans,Transportation Plans,Bicycle or
Pedestrian Master Plans or area-specific studies developed by applicable City,County and/or State Agencies.
2. Are there any local, county, statewide or federal policies that call for incorporating
multimodal facilities?
Guidance:Policies at the state and federal level may impact a project due to funding sources.
A-2 COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE
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City of Brooklyn Center Complete Streets Policy
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3. Describe the study area.
Guidance:What are the predominant land uses along the corridor? What is the community character?(e.g.,
tree-lined streets,historic,new development) Are there any planned redevelopment areas in the project area?
4. What trip generators (existing and future) are in the vicinity of the project that might attract
walkers, bikers or transit users?
Guidance:For example,large employers,downtown or shopping districts,schools,parks,community centers,
medical centers,transit stations,government buildings and senior care facilities.
Define Existing and Future Transportation Context
5. Describe existing and projected modal volumes, if available.
Volumes (as Existing Projected -.
available)
Average Daily Traffic
Pedestrian Counts
Bicycle Counts
I
Truck Volumes
Transit Volumes
APPENDIX A:COMPLETE STREETS WORKSHEET X3
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City of Brooklyn Center Complete Streets Policy
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6. Existing vehicle speed conditions.
a. What is the posted speed limit for the project and associated intersecting streets? C
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b. Provide speed data,if available.
c. Are excessive speeds an issue in the project area?
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7. Describe crash data, if available, and known conflict locations.
Guidance:Crash data will likely not be available for pedestrians and bicycles. Crash trends and known conflict
points should include neighborhood input and antidotal data,such as areas of known"near misses",or areas
where seasonal activities cause safety issues,such as sports arenas or fairgrounds.
Transportation Number of Crashes Period Covered W
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Mode
Vehicles
Pedestrians
Bicycles
a. Are there any crash trends between specific modes?
i
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b. Are there known conflict points between specific modes?
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A-4 COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE {
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City of Brooklyn Center Complete Streets Policy
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8. Describe Classifications.
a. What is the road functional classification?
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b. Does the street cross any high functional classification roads?(yesino) If so,please list.
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c. Does the roadway have other classifications(e.g.,truck route,transit route,bicycle route,emergency vehicle
route)?(yes/no) If so,please list.
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9. Sketch in or attach the existing cross-section(s).
Guidance:The existingcross-section should include the full right-of-wayand be clearly dimensioned.Additional
cross-sections are advisable to illustrate specific situations or if corridor segments greatly vary.
Example Cross Section
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APPENDIX A:COMPLETE STREETS WORKSHEET (A-5
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City of Brooklyn Center Complete Streets Policy
10. What multimodal accommodations exist in the project and on streets that it intersects?
Guidance:Multimodal accommodations may include transit routes,sidewalks,trails,and designated on-street
bicycle facilities,such as bike lanes,sharrows or signed bike routes.
11. If there are no multimodal accommodations, how for away are the closest parallel
facilities?
Guidance:Designated transit routes or bikeways may not exist within the community,and therefore,may not
be applicable.
12. What multimodal amenities exist in the project?
Guidance:multimodal amenities may include benches,bike racks/lockers,trash receptacles,crosswalks,traffic
signals,mature tree canopy,transit stops/shelters,and wayfinding signage.
13. Describe any particular user needs/challenges along the project corridor that you have
observed or have been informed of.
Guidance: User needs may consist of lack of facilities (worn dirt pathways), traffic congestion, difficulty
accessing bus stops or sidewalks due to snow piles at intersections,at-grade crossings of railroads or high
volume roadways,and steep terrain.
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City of Brooklyn Center Complete Streets Policy
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14. Are the existing facilities ADA and PROWAG compliant?
Guidance: Reference resources include the ADA Accessibility Guidelines(ADAAG),Proposed Rights-of-Way
Accessibility Guidelines(PROWAG),and MnDOT Accessibility Design Tools website.
Identify Existing Deficiencies
15. Based on the land use and transportation context analysis, describe existing and
anticipated future deficiencies to full multimodal transportation that the project could/should
address.
Describe Future Objectives
16. Develop objectives regarding how multimodal facilities will be integrated into the project
and how identified deficiencies will be addressed.
Guidance:The objectives will form the basis for the street design.
Recommend Area Typology/Street Typology and Test Cross-sections)
17. Complete the following questions if your community has developed Area Typologies and
Street Typologies (See page 21, 'Roadway Classification versus Settings' for a description of
area and street typologies.)
Guidance:If applicable,list document that contains your agency's Area Typologies and Street Typologies
a. What is the recommended Area Typology?
b. What is the recommended Street Typology?
APPENDIX A:COMPLETE STREETS WORKSHEET A-7
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City of Brooklyn Center Complete Streets Policy
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18. Sketch in or attach the initial cross-section(s) that depicts desired street elements. '
Guidance:Initial cross-section should be clearly dimensioned and indicate any additional right-of-way required.
Additional cross-sections are advisable for specific situations or if corridor segments greatly vary.
Example Cross`Section
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19. Describe any constraints associated with the initial cross-section.
Guidance:Potential constraints include lack of right-of-way,existingstructums,existing mature trees or environ-
mental features,topography or number of driveways.
20. Sketch in or attach alternative cross-sections.
Guidance:Alternative cross-sections should be modifications of the initial cross-section that respond to identi-
fied constraints. All modes should receive equal consideration and accountability in the development of
alternatives.
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City of Brooklyn Center Complete Streets Policy
Describe Tradeoffs and Select Cross-section
21. Describe tradeoffs associated with the alternative cross-sections.
Guidance: Examples of tradeoffs include removal of mature vegetation, narrower travel lanes, removal of
on-street parking(one or both sides),right-of-way acquisition costs,and provision of bikeway facility on an
adjacent parallel street.
22. Sketch in or attach the selected cross-section(s).
Guidance: Selected cross-section should be clearly dimensioned and indicate any additional right-of-way
required. Additional cross-sections are advisable for specific situations or if corridor segments greatly vary.
23. If the project does not accommodate all modes, list reasons why facilities for that mode
are not provided.
Guidance:For example,the cost of the facility will be disproportionately high in relation to number of projected
users;adequate right-of-way does not exist and acquisition of additional right-of-way would create adverse
impacts to valued community assets;a bikeway facility is being planned on an adjacent parallel route that can
service bicyclists'needs.
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APPENDIX A:COMPLETE STREETS WORKSHEET A-9
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City of Brooklyn Center Complete Streets Policy
Implementation
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24. Identify project milestones, roles and responsibilities for project implementation
25. How will access for all modes be maintained during project construction?
Guidance: Reference resource includes MnDOT Context sensitive Solutions (CSS) Webinar, Maintaining
Pedestrian Access Through Construction&Maintenance Work Zones
26. Facility Maintenance
a. What agency will be responsible for on-going maintenance for each mode?
b. What specific seasonal and long-term maintenance is needed for each mode?
A40 COMPLETE STREETS IMPLEMENTATION RESOURCE GUIDE
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Active Living Policies
Adopted by the Hennepin County Board of Commissioners
June 16, 2009
Active Living is a way of life that integrates physical activity into daily routines
through activities such as biking, walking and/or taking transit.
1. Active Living Administration and Integration Policy
Hennepin County is committed to being a leader in providing Active Living infrastructure and
opportunities for people who live, work and recreate in the county. It is Hennepin County policy
to support the integration of Active Living into projects, training, programs and services provided
or contracted by the county through its capital and operating budgets.
2. Hennepin County Active Living Awareness and Education Policy
Hennepin County realizes that Active Living will only become an integral part of people's lives
with a comprehensive and ongoing outreach effort. Therefore the county will develop and
implement an Active Living awareness and education initiative.
3. Active Living Multimodal Transportation System Integration Policy
Hennepin County recognizes the numerous opportunities for Active Living that a well-planned
transportation system can provide. Whenever possible, Hennepin County will integrate Active
Living and Complete Streets elements into its transportation system.
4. Active Living Site and Building Policy
Hennepin County recognizes that the location and design of buildings and public spaces
influence Active Living. Hennepin County will strive to locate sites in areas that are linked to
community destinations and accessible by all modes of transportation. Moreover, Hennepin
County will integrate active living elements into the design of building infrastructure and interior
spaces while continuing to ensure the safety and security of staff, customers and county
property.
5. Active Living Employee Opportunity Policy
Hennepin County recognizes that employees who practice Active Living help to contain
healthcare, transportation, and other costs, in addition to preventing adverse health and
environmental outcomes. It is Hennepin County policy to create and support Active Living
opportunities for employees during the workday.
6. Active Living Integration into Vendor and Contractor Activities Policy
Hennepin County can influence Active Living practices in the community through its contracts
and permits. To ensure that all vendors and providers conducting business with Hennepin
County address Active Living, the county will, where appropriate, integrate Active Living
language into contracts and consulting agreements.
7. Active Living Leadership and Management Accountability Policy
Hennepin County recognizes that leadership and management will play a significant role in the
implementation and promotion of Active Living strategies. It is Hennepin County policy that
leadership and management incorporate the county's Active Living principles in their
departmental operations.
1
Active Living Hennepin County
Community Toolkit
A joint project of Hennepin County and our partners
to create healthier communities
Active Living
Hennepin County
Active Living
Active Living Hennepin County N Hennepin County
Active Living is a way of life that integrates physical activity into daily routines through activities such as
biking, walking and/or taking transit.
Who is involved?
Hennepin County has been committed to Active Living since 2006, when we teamed up with Blue Cross and
Blue Shield (BCBS)to develop an active living program. Commissioner Gail Dorfman leads this work, and Jeff
Jacobs, Mayor of St. Louis Park is the co-chair. Public Works and Public Health are actively involved, as are
schools, MnDOT, Met Council, Transit for Livable Communities, Three Rivers Park District, businesses, a
developer, and several cities in Hennepin County. In August of 2008, we were awarded a new contract and
technical support by BCBS for the next four years.
Why is Active Living important?
• Improves physical and mental health
• Decreases risk of chronic disease (heart disease, diabetes, some cancers)
• Reduces medical costs associated with chronic disease
• Helps reduce traffic congestion and pollution, and improve air quality
• Builds safer, more socially connected communities
• Increases quality of life
Background and current active living work:
1. Convened key public and private partners, hosted strategic planning meetings and workshops in 2006.
2. Conducted countywide assessment on active living in 2007. Brooklyn Park, Golden Valley and
Independence were case studies of the types of development typically found in Hennepin County.
Recommendations included the need to focus on:
• The transportation network
• Partnering with businesses, employers and schools
• Increasing walking and bicycle use
3. Active living resolution unanimously approved by County Board on October 23, 2007. The Board
recommended a two-pronged approach: internal (county departments)/external (continued
partnership).
4. All partner cities—Bloomington, Brooklyn Park, Excelsior, Golden Valley, Hopkins, Independence and
St. Louis Park, approved same resolution.
5. Active Living Interdepartmental Workgroup convened in 2008 under Administrator Johnson to
integrate active living into county business lines and departments. Seven policies completed and
approved by County Board on June 16, 2009:
1) Administration and Integration
2) Awareness and Education
3) Multimodal Transportation Systems
4) Sites and Buildings
5) Employee Opportunity
6) Vendor and Contractor Activities
7) Leadership and Management Accountability
6. Complete Streets workshop conducted on December 5, 2008; Winter Walking Workshop conducted
on March 4, 2009.
7. Complete Streets Resolution approved by County Board on February 10, 2009 instructing staff to
develop a county policy.
8. Complete Streets policy developed. Approved by administration in June 2009.
9. Active living Hennepin Communities (ALHC) partnership work continues in the areas of: Local policy
development(e.g., Complete Streets), mentoring city councils and planning commissions, working
with metro developers, planning Active Living in multicultural communities, development of a
communications plan, and placing commentaries and articles in local papers.
For more information, contact Karen Nikolai at 612.348.8089 or karen.nikolaina co.hennepin.mn.us
Active Living Hennepin County
Community Toolkit Active Living
How to begin an Active Living partnership in
your community Hennepin County
How to start an active living program in your community:
a. Start by inviting a collaborative leader to chair the group — either an
elected official or someone who's highly respected in the community.
b. Create a partnership — use our"Partnership recruitment guide" for ideas
on the types of individuals, disciplines and organizations you might want to
include.
c. Learn together! Host an introductory meeting and use the enclosed
PowerPoint presentations to bring everyone to the same level of
understanding. You can even take local photos and exchange them for
photos currently found in the presentations.
d. Host a walking workshop and invite the entire community, or at least be
sure to include a broad representation. Information on how to do that is
included in this toolkit.
e. Build off of the walking workshop to assess your community's strengths
and needs. We can provide tools to help you do this, and our countywide
assessment is included in this toolkit.
f. Forge a vision statement, as well as a mission statement and guiding
principles. These will help guide your direction as you decide where to put
your energy and focus.
g. Use the Internet. There's a wealth of knowledge out there. Here are a
few of them:
http://www.activeIivingcommunitvvision.or-g
http://www.activelivingbydesign.org//
http://www.activelivingbydesign.orq/index.php?id=6
h. Ask us for help! We are happy to provide our own experiences and
documents, and share the great ideas from around the country.
http://www.hennepin.us/activeliving
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Active Living
Desmign Checklist
ium
aple Grove,MN
January 2012
ttenIHennepin Active Living
•
Active Living Hennepin County
Active Living Design Checklist
January 2012
Introduction and Overview
The majority of people get their daily exercise by incorporating activities such as walking, biking,
and gardening into their routines, not by a workout at a health club. The ease or difficulty of
doing these activities plays a significant role in how active and subsequently how healthy a
person is.
It is now recognized that how a community is designed, from land uses to site layout, impacts
the health of its residents. Because of this, land use planning and transportation are evolving
to incorporate design elements that improve community health.
The goal is to make the built environment conducive—and perhaps even seductive—to
exercise. The principles are simple. Locate a mix of uses in close proximity to encourage fewer
automobile trips. Build the pedestrian and bicycle infrastructure that accommodates these
forms of transportation. Assure that residents have access to recreational areas and mass
transit.
It is essential to not just answer the question, "Can you walk there?" but, "Will you walk there?"
When you are forced to walk across a parking lot full of vehicles to reach a business, the
message is being sent that this is a place for cars rather than people. When the elevator is the
first thing you see when you enter a building, but you have to search for the staircase, which are
you likely to choose? Is the sidewalk well-lit and designed at a pedestrian scale, or does it feel
dangerous?
This holistic approach has benefits beyond those of improved health. Reduced automobile
emissions, less congestion, prevention of sprawl, life-cycle communities, and social interaction
are just some of the additional benefits of active living design.
These guidelines are intended to be used to start the conversation. They may be used by a
developer to evaluate how supportive their proposed development is of active living principles.
They may be used by planning commission members to identify opportunities to improve a
project. Cities may elect to make certain elements requirements or incorporate a point system.
These guidelines are intended to be flexible, thought-provoking and exciting.
Each community is unique, and some elements will be influenced by the context (rural vs.
urban) and values of the residents. Use this tool as a starting point to identify how future land
use, infrastructure, and development decisions can reap long-term health benefits for your
residents.
2
BUILDING LOCATION AND SITING Crosswalk
Bike Lane
❑ 1. Buildings are sited in ways to make Transit Stop
Crosswalk
the entries or intended uses clear to
and convenient for pedestrians. Street
❑ 2. Buildings are connected to public
streets via sidewalks.
❑ 3. Public safety is considered during
building location and site
connectivity decisions using CPTED
(Crime Prevention Through '+
'�•+• Parking Lot Path
Environmental Design) principles,
including connection to well-lit Connection to
sidewalks that are buffered by street Surrounding
Neighborhood
trees or other amenities. Off-street Path/Park
❑ 4. Pedestrian level building windows On-Street Path
front the street, and entrances are
well-lit for user Security. Pedestrian-oriented Commercial Design
❑ 5. Locate buildings near or at the lot
line and orient them to the street. Residential Lots
T—A Direct Pedestrian
Connection to Street
ACCESS TO TRANSIT
❑ 1. Locate main building entrances so Transit Stop
they are oriented to public transit Cul-de-sac t
stops and higher density buildings
along transit corridors.
❑ 2. Provide signage that includes a map n
with nearby destinations and the
distance, time, route, and calories
burned to the nearest or next transit Sidewalk cut-through to street
stop.
❑ 3. If project has transit stop, encourage
transit use by furnishing pedestrian Residential Lots
conveniences. Direct Pedestriai to
❑ a. Design sidewalks to Sidewalk Connection
comfortably accommodate
pedestrians, including those T
with disabilities: a minimum
of five feet wide in all areas,
and 8-12 feet in walkable -
areas such as town centers cul-ae-sac - _ Cul-de-sac
and mixed use ��....
developments.
❑ b. Consider incorporating transit t---� f
benches and shelter into the —}--j.
side of the building.
Sidewalk cut-through to street
3
PARKS, OPEN SPACES, AND RECREATION FACILITITES
❑ 1. When planning a new development, use cluster development principles to
aggregate open space in one common area rather than dispersing open space
among private lots. Where possible, provide residents with access to open
space within a ten-minute walk.
❑ 2. Locate new projects near existing public and private recreational facilities and
encourage development of new facilities, including indoor activity spaces.
❑ 3 Use site design to orient development towards nearby parks and recreation
facilities.
E14. Locate buildings near parks or other public open spaces.
❑ 5. Design parks, open spaces, and recreational facilities to complement the cultural
preferences of the local population, and to accommodate a range of age groups.
❑ 6. Create partnerships with organizations to sponsor and maintain green spaces
and gardens.
❑ 7. Provide paths, running tracks, playgrounds, sports courts, and drinking fountains.
❑ 8. When designing offices and commercial spaces, provide exercise facilities or
walking paths nearby.
❑ 9. Make green spaces available for use as community gardens or meeting areas.
❑ 10. Consider adjacent trails and opportunities to complete, enhance, and promote
one mile circuits.
❑ 11. Design courtyards, gardens, terraces, and roofs that can serve as outdoor
spaces for recreation for children and adults
❑ 12. When designing playgrounds, provide flexible space by including ground
markings indicating dedicated areas for sports and multiple use.
❑ 13. Preserve or create natural terrain in children's outdoor play areas.
❑ 14. Provide appropriate lighting for sidewalks and active play areas to extend
opportunities for physical activity into the evening.
❑ 15. In the design of parks and playgrounds, create a variety of climate environments
to facilitate activity in different seasons and weather conditions.
VEHICLE AND BICYCLE PARKING MANAGEMENT
❑ 1. Design parking facilities to safety farmer's markets or recreational
accommodate pedestrian, spaces.
bicycle, and transit access to the r' ;
building. Consider installing
sidewalks and crosswalks to
connect parking to allow for safe
pedestrian movement through w
the parking lot.
❑ 2. Design parking lots to facilitate - .
shared parking between .
businesses. Consider designing
parking lots as multi-use spaces
for off-hour activities, such as =-
4
❑ 3. Provide a majority of auto parking
behind or under the building.
E14. Install secure bicycle parking in
multi-family residential sites at a
ratio of one parking space for every
1 -5 residential units. Indoor bicycle
racks, controlled-access bicycle
storage room, bicycle lockers, and
bicycle corrals are secure parking
options. Provide secured bicycle
«.r
. 4. parking in a safe environment that is
weather protected.
Bicycle corral
F-15. Install one bicycle parking space for every 10 -20 non-residential off-street
vehicle parking spaces.
F-16. Install short-term bicycle parking adjacent to building entrances so it is visible to
all guests.
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On-street bicycle parking Bicycle parking near building entrance
www.pedbikeimages.ora/Dustin White
5
STREETSCAPING / PLAZAS
❑ 1. Create attractive sidewalks and plaza spaces that meet or exceed ADA
requirements and are well-maintained.
❑ 2. Seek partnerships with community groups to maintain and program plazas to
maximize types of uses.
❑ 3. Locate public plazas along popular pedestrian streets and near transit stops.
❑ 4. Make plazas accessible to bicyclists.
❑ 5. Create plazas that are level with the sidewalk.
❑ 6. Design plazas that allow for diverse functions.
X—
ter-❑ 7. Design plazas to accommodate
use in a variety of weather
conditions.
8. Utilize tree canopy over
1 sidewalks and streets.
9. Utilize pedestrian level lighting.
10. Utilize benches along walkways.
1= 11. Create a buffer to separate
pedestrians from moving
`s vehicles using street furniture,
trees, and other sidewalk
infrastructure.
12. Provide seating, drinking
fountains, restrooms, and other
' infrastructure that support
Jamison Square: Portland, OR increased frequency and
duration of walking.
❑ 13. Provide pedestrian level lighting along streets and outdoor paths.
❑ 14. Include trees and objects of visual interest on streets and sidewalks.
❑ 15. Make sidewalk widths consistent with their use (see Transit 3. a.).
❑ 16. Provide enhanced pedestrian crossings at intersections such as countdown
timers, medians or additional signage, and at any mid-block crossings as well.
II
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Pedestrian refuge median Countdown timer
❑ 17. If development includes roadway construction, design curb extensions along
sections of the sidewalk that tend to attract greater pedestrian congestion.
6
❑ 18. When designing large urban-scale developments, create on-site pathways as
extensions to public sidewalks.
❑ 19. Create or orient paths and sidewalks toward interesting views.
❑ 20. Provide marked, measured walking paths on sites as part of a wayfinding system
targeted to pedestrians and bicyclists.
❑ 21. Make streets and paths universally accessible. Create:
❑ a. Paths that are smooth, sufficiently wide, and that have curb cuts and
turning radii adequate for a wheelchair or walker. http://www.access-
board.gov/prowac/alterations/guide.htm
❑ b. Paths with auditory crossing signals, adequate crossing times, clear
signage, visible access ramps, and connections to walking, cycling, and
public transit routes.
STREET CONNECTIVITY
❑ 1. In large-scale developments, design well-connected streets with sidewalks and
keep block sizes between 500-800 feet. Provide mid-block pedestrian
connections approximately every 300 feet.
❑ 2. On arterials, provide potentially signalized, full-movement intersections for
connections with collector or local streets. Locate these approximately every one-
quarter(%) mile along arterial streets.
F-13. On arterials, place non-signalized, potentially limited movement, collector or local
street intersections at intervals of about one-eighth (1/8) mile between full
movement collector or local street intersections.
F-14. Align new streets to safely connect with planned or existing streets. Especially
consider the needs of pedestrians, bicyclists and potential transit riders.
❑ 5. Include only through streets (no dead-end/cul de sacs) except in cases where
such streets are clearly designed to connect with future streets on abutting land
s, Q4µ ❑ 6. Avoid creating pedestrian over-and
underpasses that force pedestrians to change
levels.
❑ 7. Design dedicated pedestrian and bicycle
paths that continue beyond dead-end streets to
ti provide access to destinations even where cars
— cannot pass.
- 4 ❑ 8. Minimize addition of mid-block vehicular
curb cuts on streets with heavy foot traffic.
❑ 9. Provide signage and warning systems
where sidewalks cross driveways and parking
access.
Midblock pedestrian crossing
7
BIKEWAYS
❑ 1. Ensure sightlines are not
adversely impacted at
intersections with bikeways and
other points where the street form
changes, in order to mitigate
potential visibility issues and 7
turning conflicts.
❑ 2. Avoid potential conflicts between
cyclists and opening car doors—
for example, by widening parking
lanes or creating buffered bike Bicycle stair ramp
lanes wh propriate.
❑ 3. Design Greenways into development so
that residents can commute to work and
also recreate. Connect them to the
- regional park system.
❑ 4. Consider shared-use paths in areas with
viewing attractions.
❑ 5. Construct bicycle ramps along outdoor
stairways, such as those on "step
cU asp streets" so that those on bicycles can
roll their bikes up/down stairs to
Wide parking lane near bike lane continue their journey.
❑ 6. Consider bicycle sharing programs
to increase access to bicycles for TRAVEL DEMAND MANAGEMENT
employees, residents, and visitors.
❑ 7. Use on-street markings or signage
to visually reinforce the separation ❑ 1. Travel Demand Management (TDM)
of areas for bicyclists and Plan has been prepared with the
following Active Living considerations:
motorists.
F1❑ 8. Expand existing bikeways where a. Provide education and
use has exceeded capacity. encouragement for walking,
bicycling, and transit.
h ❑ b. Provide secure bicycle parking.
❑ c. Provide locker and shower
-q facilities for employees.
1 ;,,� ❑ d. Design complete streets to
A encourage walking, bicycling, and transit
National Complete Streets Coalition,
htto://www.comoletestreets.or_q
8
INTERNAL BUILDING FEATURES AND BUILDING OPERATION
❑ 1. Locate community rooms and
centers of activity near stairs
rather than elevators to
encourage stair use. _
❑ 2. Place stairs in visible, convenient
and well-traveled areas to
encourage their use.
❑ 3. Integrate stair design features �
that are colorful, inviting and i
provide users with the perception .,
of safety. ~ sus
Photo courtesy of Paulsen Architects,
Mankato, MN
f�. ❑ 4. Locate point-of-decision prompts
e.
near elevators, at stairs, and in
stairwells to encourage stair use.
❑ 5. Provide brochures such as
walking route maps, health
information, local park locations
and recreation programs via
} kiosks or other educational
methods.
Blue Cross Blue Shield "Do"Campaign
LARGE-SCALE DEVELOPMENTS
❑ 1. Incorporate a mix of uses, for example: residences, offices, schools, retail stores,
cultural and community spaces, and recreational facilities.
❑ 2. Develop a policy so that building space is available to walkers, exercise groups,
and community members during off hours.
❑ 3. Design public open spaces as part of large-scale developments.
❑ 4. Design roads to have the minimum number of lanes and minimum lane width as
practicable. Use additional right of way to provide bicycle and pedestrian
facilities.
9
❑ 5. Incorporate Complete Streets principles.
El 6. Incorporate traffic calming street additions such as curb
3, extensions, medians, and speed bumps.
❑ 7. Consider other physical design measures where
appropriate, for example:
❑ a. Horizontal deflections such as curved roadway
alignments
❑ b. Vertical deflections such as raised intersections or crossings
❑ c. Traffic diverters, roundabouts, and mini-traffic circles
❑ d. Signal phasing plan with a protected left-turn lag phase
❑ e. Signage (e.g. "Yield to Pedestrian," "Stop for Pedestrian
in Crosswalk," and "Share the Road")
❑ f. Avoidance of right turn slip lanes and wide curb radii
❑ 8. Provide safe walking and bicycle paths between densely
populated areas and destinations such as grocery stores and farmers' markets.
❑ 9. Design commercial sites to accommodate pedestrians, bicyclists, vehicles, and
trucks safely and conveniently. Provide infrastructure such as bike racks and
drinking fountains.
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SCHOOLS
❑ 1. Design school sports and physical activity facilities to allow for public use outside
of school hours.
❑ 2. Encourage schools to participate in a Safe Routes to School program.
❑ 3. Locate new schools to allow/promote walkability.
This document was created by the Development Policy Committee of Active Living
Hennepin County with contributions from numerous individuals and sources.
Special thanks and recognition goes to the New York City (NYC) Active Design
Guidelines. For more information on the NYC guidelines please visit: www.nyc.gov/adg
Photo Credits: Unless otherwise noted, all photos are courtesy of
www.pedbikeimages.org / Dan Burden
10
' � r
Get Out Get Active
WWW.hennepin.us/activeliving
1 ,It
What is active living?
How can you support active living?
Active living is integrating physical activity into daily
routines. Inactive trips in vehicles are replaced with Being physically active is an individual choice,but
active trips,such as walking to school,bicycling to you can also support efforts to make your community
the store or taking transit to work. Furthermore, safe and accessible for walking and bicycling,and
collaborating on policy changes and infrastructure support transit.Advocate for these changes to
planning can help make the healthy,active choice the encourage active living in your community:
easy choice in our communities.
• Accessible destinations—Community planning
Chronic disease related to physical inactivity is rising activities,such as your city's comprehensive plan,
and striking younger and younger people. Sixty-six that integrate a range of housing choices with
percent of adults in the U.S. are overweight or obese; businesses,schools,parks and shopping options.
overweight children have more than doubled in the • Integrated transportation networks—A
last 20 years. Research shows that active living can complete streets policy in your community that
help reverse this trend. provides users of all ages and abilities with safe
and attractive transportation options,including
bikes lanes,sidewalks and transit stops.
Why is active living important? • Inviting design—Master plans in neighborhoods
so that buildings,streets and public spaces are
• Physical activity has been designed out of many designed to invite walking,bicycling and transit
communities—missing sidewalks,unsafe street use by providing pleasant,interesting and safe
crossings and infrequent maintenance can create routes.
physical obstacles to walking or biking.
a • Health care costs are rapidly rising in part due
to increasing rates of chronic disease.Active Who is Active Living Hennepin County?
living helps lower the risk and severity of chronic
disease. Active Living Hennepin County is a partnership of
• Traffic congestion is increasing.Biking and walking cities,businesses and nonprofits working together to
can help decrease congestion. increase opportunities for active living through policy
• Environmental sustainability is a growing concern. change and infrastructure planning.The group was
Biking and walking create zero emissions,and launched in 2006 with grant funding from Blue Cross
transit is an efficient use of vehicles that emit Blue Shield and Hennepin County.
greenhouse gases.
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1 1 ♦ 1
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% Active Living
Hennepin County