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HomeMy WebLinkAbout03/06/2025@me 0*so 00*0 004 Meeting Location: Municipal Center City of Apple 7100 147th Street West Valley Apple Valley, Minnesota 55124 March 6, 2025 PARKS AND RECREATION ADVISORY COMMITTEE INFORMAL MEETING TENTATIVE AGENDA 6:00 p.m. 1. Parks Referendum Projects Update 2. Pedestrian/Bike Plan Update 3. Misc. Committee / Staff Communications PARKS AND RECREATION ADVISORY COMMITTEE REGULAR MEETING TENTATIVE AGENDA 7:00 p.m. 1. Call to Order and Pledge 2. Election of Officers — Chair and Secretary 3. Approval of the Agenda 4. Audience —10 Minutes Total Time Limit— For Items Not on this Agenda 5. Approval of the January 2025 Minutes 6. Agenda Items A. City of Apple Valley Pedestrian/Bike Plan Update B. 2024 Valleywood Golf Course Year End Review (verbal) C. Park Referendum Update (verbal) D. Division Updates (verbal) 7. Committee / Staff Discussion Items 8. Input from Committee Members on Next Agenda A. Future Meeting Items — Update on Joint Powers Agreements 9. Adjourn NEXT REGULARLY SCHEDULED MEETINGS - Tentative: Thursday, April 3, 2025 6:00 p.m. (Informal) and 7:00 p.m. (Regular) Regular meetings are available on Spectrum Cable Channel 180 and on the City's website at www.aL)L)IevalleEm,ii.gov 0W 00 WIIU QIIV 0 0 City of ApPValle ITEM DESCRIPTION: Election of Officers STAFF CONTACT: Kayla Hechsel, Admin Coordinator Action Requested: ITEM: PARKS & RECREATION ADVISORY COMMITTEE MEETING DATE: SECTION: DEPARTMENUDIVISION: Parks and Recreation Department Motion to Accept Vote Results for the Positions of Chairperson and Secretary Summary: 2. March 6, 2025 Regular City policy requires the Parks and Recreation Advisory Committee to elect a Chairperson and a Secretary annually. The Chairperson will preside over the meetings and the Secretary will lead meetings and sign any special meeting notifications in the event the Chairperson is absent. All current members of the Committee are eligible for these roles. Once election results have been announced, the new Chairperson will assume the role and continue with the meeting. Background: Committee members may: a.) Vote for any nominee, except where Minnesota Statutes §471.46 prohibits a member of the Committee from voting for himself or herself. b.) Abstain from voting. A ballot will be provided at the meeting. After a vote has been received from each Committee member present, the Administrative Coordinator will tally the votes and announce the results. A nominee must receive a majority of votes of the quorum to be appointed. In case of a tie vote, the Chairperson shall make the appointment as provided by state law, except Minnesota Statutes §471.46 prohibits a member of the Committee from voting for himself or herself (Statute follows). 2025 Committee Members • Dave Freed • Noel Hammill • Craig Long • Mark Schori • Randy Bailey • Jess Smith • Jessica Merchant MINNESOTA STATUTES §471.46 471.46 VACANCIES; PERSONS INELIGIBLE TO APPOINTMENT. No county, city, town, or school district officer shall be appointed to fill a vacancy in any elective office if the officer has the power, either alone or as a member of a board, to make the appointment; and the ineligibility shall not be affected by resignation before such appointment is made. This section shall not prevent the appointment of a member of a city council to the office of mayor or clerk, but in that case the member shall not vote in the appointment. History: (254_49) 1939 c 249; 1943 c 346 s 1; 1959 c 422 s 1; 1973 c 123 art 5 s 7; 1986 c 444 �,0u ITEM: QIIV 0 0 5. 0,0 CI Of 4°"' PARKS &RECREATION ADVISORY APPIe COMMITTEE MEETING DATE: March 6, 2025 valley SECTION: Regular CITY OF APPLE VALLEY PARKS AND RECREATION ADVISORY COMMITTEE March 6, 2025 Minutes of the January 2, 2025, Apple Valley Parks and Recreation Advisory Committee. PRESENT: Interim Committee Chair Mark Schori; Committee Members Randy Bailey, Dave Freed, Noel Hammill, Craig Long, and Jess Smith; Parks and Recreation Director Eric Carlson; and Administrative Coordinator Kayla Hechsel. ABSENT: Parks Superintendent Steve Rother; Recreation Superintendent Nate Rosa; Recreation Facilities Manager Brian Christianson; and Golf Course Manager Jim Zinck ITEM 1. Call to Order Interim Chair Schori called the meeting to order at 7 p.m. Everyone took part in the Pledge of Allegiance. ITEM 2. Approval of Agenda MOTION: by Bailey, seconded by Freed, to approve the Agenda as presented. VOTE: Yes — 6, No — 0 ITEM 3. Audience —10 Minutes Total Time Limit — For Items Not on the Agenda No one wished to speak. ITEM 4. Approval of the November 2024 Minutes. MOTION: by Hammill, seconded by Long, to approve the November 2024 minutes as presented. VOTE: Yes — 6, No — 0 ITEM 5.A. Agenda Items — Review Parks & Recreation Financials Parks & Recreation Director Eric Carlson gave a detailed presentation explaining how the Parks & Recreation Department is funded. He highlighted the different funds that support the department's annual operational and capital costs (General Fund, Special Revenue Fund, and Enterprise Fund) and the funds that save for the department's future expenses (Park Facilities Fund and Park Dedication Fund). He also explained that City staff seek grants to help us fund specific projects or initiatives, and recent examples of projects that we have received grants CITY OF APPLE VALLEY PARKS AND RECREATION ADVISORY COMMITTEE March 6, 2025 for include the Hayes Arena refrigeration, the Cobblestone Lake Park trail reconstruction, the Redwood Park inclusive playground, and many more. Interim Chair Schori asked how often we have money left over from the annual budget to put toward the Park Facilities Fund, and Director Carlson said that each year we aim to avoid overspending on our budget and therefore have money to put toward future projects. Committee Member Bailey asked if we can expect new parks from the Park Dedication Fund when the gravel pit in town is fully developed. Director Carlson explained that the only park land we would ask for during that development would be to perhaps expand Regatta Park, though the City as a whole considers trail connections and natural areas during development. Director Carlson mentioned that we will provide the Committee with an annual update on the amounts of money we have in our various funds. ITEM 6.A. Committee/Staff Discussion Items — Parks Referendum Update Director Carlson highlighted all the projects that will be underway in 2025, which include: complete the Splash Valley Water Park project; begin construction on the Youth Baseball/Softball Complex, the Redwood Park project, and the Kelley Park project; begin and complete the Cobblestone Lake Park Trail project; construct a concrete skate park at JCRPW; construct eight new pickleball courts at JCRPW (including lighting); install 48 new park identification signs; and renovate nine neighborhood parks. Interim Chair Schori asked if Music at Kelley Park concerts will be affected by the construction at Kelley Park, and Director Carlson stated that we will be doing our very best to work around the concerts to ensure minimal impact. Committee Member Long asked for an update on the status of skating rinks, and Director Carlson stated that staff are working hard to make ice now that it's cold enough and encouraged interested skaters to check out ice at Johnny Cake Ridge Park West, which is usually in better condition due to the concrete surface the ice is made on. Director Carlson invited the community to join us at Mid -Winter Fest on Saturday, Feb. 1. ITEM 7. Input from Committee Members on Next Agenda No additional items for future discussion were added at this time. ITEM 8. Adjourn There being no further business, the Parks and Recreation Advisory Committee meeting was adjourned. -2of3- CITY OF APPLE VALLEY PARKS AND RECREATION ADVISORY COMMITTEE March 6, 2025 MOTION: by Freed, seconded by Hammill, to adjourn the meeting at 7:42 p.m. VOTE: Yes — 6, No — 0 Respectfully Submitted, Kayla Hechsel, Administrative Coordinator Approved by the Apple Valley Parks and Recreation Advisory Committee on March 6, 2025. Chair -3of3- 000 0000 ITEM: City of i PARKS & RECREATION ADVISORY COMMITTEE MEETING DATE: ppvalley SECTION: ITEM DESCRIPTION: City of Apple Valley Pedestrian/Bike Plan Update STAFF CONTACT: Eric Carlson, Director Action Requested N/A — informational item Summary March 6, 2025 DEPARTMENT/DIVISION: Parks and Recreation Department Regular The City of Apple Valley first created a Pedestrian/Bike Plan in 2010, and we have begun the process of updating the Plan. Staff will provide the Committee with a brief overview of the updating process. Background The City of Apple Valley received a grant from Statewide Health Improvement Partnership to update the City's 2010 Bike and Pedestrian Plan. The City's consultant, HKGI, will be preparing the updated plan documents. There are two groups reviewing the current plan: staff and a task force make up of key stakeholders. Some of the questions being asked in this process include: • What is still relevant (from the 2010 Plan)? • What worked well in this Plan? • What did not work well? The schedule shows community engagement ending in February; however, it will continue through the spring. Our next pop-up meeting will be at the Home and Garden Show in early April. The grant requires that the plan update must be completed by May 31, 2025. to- pppl-_ ppp o I 0 it r4 t V M 3 E 3 9 yG o E v b v s e E a a &IY, � Pr h'E V 0 R qnP • 40 IA # 40 IA LM CL vi IA IA 1 0 i 4(Wa IA IA 1 CL •; • o 1 1IA 1 • 40 # i s' E& > 0 •0 VI vvll E VI • >* I= 0 vi 0 > # •i >* 0 # 40 1 • 0 i I 40 r. • 55 #a #s vi 0 0 0 #. # M 1> 1,IA 0 0 #r #, # * m 0 # N -i -F li ct 1.. u, I I " Wa I k Apple A trail and sidewalk plan for Apple Valley, Minnesota September 2010 this page left blank B i k e Wa I k Apple Valley A trail and sidewalk plan for Apple Valley, Minnesota September 2010 Prepared for: The City of Apple Valley Prepared by: LIT, Inc. Howard R. Green Company Cornejo Consulting Goo 6660 Ocoee sees Gee Apple Valley Apple Valley is evolving, and a significant part of that evolution is an orientation to walking and bicycling. Advocacygroups have been working on this initiative for some time, and the city's 2030 Comprehensive Plan directs attention to goals that support an enhanced trail and sidewalk network. S14111 ISIGN Bike Walk Apple Valley was made possible through funding from the Statewide Health Improvement Program (SHIP) of the Minnesota Department of Health. For more information, visit: www.health,state.mn.us/healthreform/ship Acknowledgements City Council Mary Hamann -Roland Mayor John Bergman Sharon LaComb Tom Goodwin Ruth Grenclahl Task Force Jeannine Churchill Chair, Planning Commission Paul Scanlan Planning Commission Russell Defauw Chair, Parks & Recreation Advisory Committee Cindy Hart Parks & Recreation Advisory Committee Arthur Zimmerman Chair, Traffic Safety Advisory Committee Linda Dolan Traffic Safety Advisory Committee Russ Lowthian HaveFunBiking.org Colleen Elvin AV Fire Fighter Laura Basballe AV Fire Fighter Jeff Milbauer Owner, Valley Bike and Ski Kurt Chatfield Planning Supervisor, Dakota County Bert Brost Apple Valley Resident Brent Schulz Apple Valley Resident Maury Fjestad Apple Volley Resident Apple Valley Chamber of Commerce Edward G. Kearney, ICBM President Dakota County Pat Stieg Chronic Disease Prevention Coordinator, Dakota County Public Health Deportment Kris Jenson Community Health Specialist, Dakota County Public Health Department City of Apple Valley Bruce Nordquist, AICP Community Development Director Todd Blomstrom Public Works Director Randy Johnson Parks and Recreation Director Steve Skinner Recreation Supervisor Tom Adamini Parks Maintenance Superintendent Kathy Bodmer, AICIP Associate City Planner Consultants LHB, Inc. 250 Third Avenue South, Suite 450 Minneapolis, Minnesota 55401 Howard R. Green Co. 2550 University Avenue West, Suite 40ON Saint Paul, Minnesota 55114 Cornejo Consulting 1657 Sounders Avenue Saint Pout, Minnesota 55116 B i k e W a 1 k Apple Valley Executive Summary Building community through walking and biking 1 BikeWalk principles 5 Walking and biking in Apple Valley 7 A trail and sidewalk system 19 Best practices for trails and sidewalks 29 Moving forward 35 Appendices Appendix A: Summaries of interviews conducted Appendix B: Howard R. Green Company Memo re: Comprehensive Trail and Sidewalk Plan B i k e W a I k Apple Valley B i k e W a I k Apple Valley While sidewalks and trails exist in moray parts of Apple Valley community, therearegaps, This plan assesses those gaps, and frames possible enhancements and improvements that lead to a more complete network for walking and bicycling in the community. Walking and Bicycling in Apple Valley The City of Apple Valley is committed to sustainability, active living, and creating alternatives to traditional movement in the community, In its 2030 Comprehensive Plan, the City of Apple Valley lays out a series of keys to its vision of the future, suggesting that the community is, among other things, sustainable, livable, safe, healthy and active, and accessible. Each of these "keys" offers insights about how a network of trails and sidewalks can evolve to support the goals of the community. This study considers the patterns of non -motorized movement in the community, building upon directions of Apple Valley's 2030 Comprehensive Plan and initiatives focused on principles of active living. Other factors figure prominently in the need to consider Apple Valley's trail and sidewalk network, Bus rapid transit in the Cedar Avenue corridor offers a significant addition to transit in Apple Valley and suggests a real opportunity for enhancing links to BRT. A growing interest in resident health and well-being through walking and bicycling is supported by Active Living Dakota County, which is organized to help communities understand how they can remove barriers to non -motorized movement. While this plain lays a foundation for improving the trail and sidewalk network in Apple Valley, it also suggests that those improvements may serve to enhance the sense of community in Apple Valley, This plan for trails and sidewalks addresses the issues involved in walking and bicycling in Apple Valley so that a more complete transportation system is created, adding multi -modal choices for users and making alternative modes of transportation more possible, convenient, and safe. The City of Apple Valley was awarded a $25,000 grant from the Dakota County Department of Health to conduct this trail and sidewalk study in B i k e Na I k Apple Valley page i connection with Active Living Dakota County. The City ofApple Valley is apartner ioActive Living Dakota County which has received funding from 8|me Cross and Blue Shield of Minnesota and the State ofMinnesota's State Health Improvement Program (SH|P). Apple Valley has more than f0miles ofpaved trails and nearly 12Bmiles of sidewalks. its downtown, and a key connection taBRlislocated atthe intersection cftwo major arterials, County Road 42and Cedar Avenue; downtown ioserved byaRing Route, ocorridor that distributes vehicles around abusy intersection, aswell asproviding wide sidewalks and features that lend asense ofidentity bothe downtown district. While Apple Valley's street system is well -developed and complete in all developed areas ofthe community, the trail and sidewalk system |snot. This study considers those areas where the trail and sidewalk system reveals gaps, and characterizes each gap |nterms ofits role inthe system. Overall Goal and Guiding Principles The goal ofthis study bthe definition ofapath tocompleting Apple Valley's trail and sidewalk network. it goes further, defining aseries of principles supporting walking and bicycling inthe community that allow residents and community leaders more insights about the ways imwhich the trail and sidewalk network can serve the community. |talso looks for ways 1uenhance the overall quality oflife inApple Valley, and identifies options for non -motorized transportation. Overall, this plan looks quite broadly at a trail and sidewalk network, striving to find ways that, with time, create patterns ofwalking and bicycling that are integral tothe pa\1ensofthe community —and even apoint ofidentity for Apple Valley. The principles guiding this plan are: wEnhance opportunities for Apple Valley residents and workers to live more active lives byreducing barriers towalking and bicycling, and byintroducing features that encourage use oftrails and sidewalks. * Enhance the safety, convenience, and attractiveness mfwalking and biking for children,,especially asthey travel toand from schools and parks and recreation facilities. * Integrate walking and bicycling more directly into the patterns ofland use lnApple Valley bydesigning sites and buildings that facilitate connections between neighborhoods, parks, business areas, regional destinations and walking and bicycling facilities. m Improve multi -modal access for the Downtown 10enhance its economic development potential. * Allow Apple Valley to evolve as a suburban and suburban - intensified, walkable place that retains the character of both »ogc x Bike Walk Apple Valley environments tocreate adiverse, sustainable, and interesting cnmmunoy. ° Encourage connectivity across modes |nApple Valley through systems that promote walking and bicycling, and, offer convenient and comfortable alternatives tomovement byautomobiles. ° Enhance trails and sidewalks imthe community with elements that aid innavigation, build agreater sense ofcommunity, and establish a sense of place inApp,leValley corridors, neighborhoods, districts, and common spaces. • Commit twlevels ofmaintenance required tosupport asafe, convenient, and comprehensive system ofnon-motorized transportation imApple Valley. ° Establish acloser match between capital funding %uconstruct trails and sidewalks and rnmintemanoe/repaNr/nepNacernemt funds to sustain along-term implementation ofa"Complete Streets" policy, Trail and Sidewalk Plan Work Scope Through interviews, meetings, and workshops, City staff and the consultant team worked incollaboration with atask force comprised mfrepresentatives ofthe Planning Commission, Parks and Recreation Advisory Committee, Traffic Safety Advisory Committee, and other stakeholder groups tngarner support, review and analyze data, and provide guidance ondirections and priorities for policies omconnectivity and filling ofgaps imthe city~strail and sidewalk system. Specifically, the study process included the following objectives: ° Analyze opportunities toenhance pedestrian and bicycle facilities along the Cedar Avenue corridor inrelation tothe upcoming Cedar Avenue Bus Rapid Transit (BRT)ayotemandhighwayimprovement project; ~ Identify missing trail and sidewalk segments throughout the city that provide important links tothe dty'soverall sidewalk and trail network, and create a prioritized list ofprojects to help future construction asfunds are made available; • Review trail and sidewalk connectivity within the fourcommercial quadrants ofthe intersection ofCounty Road 42and Cedar Avenue and recommend improvements; ° Provide preliminary cost estimates toconstruct the missing trail and sidewalk segments; ° Provide ananalysis ofthe cost oflong-term maintenance ofthe new trail and sidewalk segments inaddition tothe initial construction costs; and ° Establish policy direction related toactive living, the installation nf missing trail and sidewalk segments, and overall community health. B i keN/u/k Apple Valley p«ae/// /\trail and sidewalk plan for Apple Valley Public and task force input identified adesire for improvednon'mmtohzad transit. But input also suggested astrong desire 1mimprove downtown's sidewalk and trail network, and toprovide connections tokey local destinations including schools, parks, transit, downtown, and regional attractions like the Minnesota Zoo, There was adesire expressed for UnVpm--ddemm8ksortrails that form reasonable circuits without having a specified destination. Task force members also discussed the economic potential ufwalking and bicycling, particularly undowntown. Finally, task force members suggested that improvements provide "ommforts"for users, including benches, drinking fountains, and navigation aids, A significant effort was directed to identification of gaps inthe existing sidewalk and trail network— locations where no facilities exist for walking nrbicycling along routes defined iothe city's plans for non -motorized movement. Each gap was evaluated according toconsistent criteria, with each criteria assigned aweighting. Accordingly, each mfsome 4Ogaps were identified and assessed, with each receiving ascore that would suggest its priority for completion. Atthe same time, the task force was looking tncreate amaximum impact oothe ability tuserve those residents chusing towalk nrbicycle imApple Va8ey. Based onanalysis ofwalking zones around transit destinations and schools, two areas ofthe community were identified astargets for concentrated improvements —in addition tmthe downtown area, where enhancements and expansions tothe Ring Route might better serve those iodowntown and those with downtown auadestination. Enhancements |nthese zones ofconcentrated improvement would be directed tocore routes that would provide facilities nfconsistent width and materials, lighting, street trees, street crossing improvements, and other elements that would support walking or bicycling. The core routes generally have trails orsidewalks in place, and improvements might berather limited at first Eventually, these core routes might become the core ofwalking and bicycling movements insmaller zones mfthe community, similar tnthe ways iowhich the Ring Route defines downtown and offers pattern ofmovement for motorists and nun-mootorista. Recognizing patterns ofwalking and bicycling that may create acomplete network balargely technical exercise. Apple Valley's ZO30Comprehensive Plan suggests goals that are important in clefining how trails and sidewalks `Mt~the community. This plan suggests other considerations that not only result inmcomplete network oftrails and sidewalks, but resonate more fully with the 2O3OComprehensive Plan. These factors include: page iv Bike Walk Apple Valley ° connectivity and mobility; ° community health; °nav/ganan; midentity; • hierarchy; and • community. Each, factor is more fully explored in the trail and sidewalk plan Guidance and recommendations The trail and sidewalk plan offers guidance beyond the pavement required tocreate amore complete network for walking and bicycling imApple Valley. Tocreate anetwork that encourages non -motorized nmovememtin the community, improvements should recognize best practices related to walking and bicycling, including best practices related to: ° pedestrian enhancements; ~ trail enhancements; ° bicycle enhancements; °wayhmd\ng;and ° land use and urban design. Finally, the trad and sidewalk plan recommends that the community •recognize that sidewalks and trails reasonably serve most developed portions ofthe city; ° focus mncreating amore complete system inportions nfthe Apple Valley community; ° identify the need for more robust funding for maintenance nftrails and sidewalks, and ° encourage the implementation of elements that support trail and sidewalk use while lending identity tothe uommwnity, Asignificant point ismade relative tofumdlim8ofimprovements tnthe trail and sidewalk network, assuggested hythe recommendations indicated above. This study assessed the costs ofcompleting the identified gaps, with ototal construction cost wfnearly $3,UO8,@O0. Equally important ia the cost ofmaintaining those segments once they are completed. it is estimated that the costs ofmaintenance over a20year period —for the gaps identified —will total more than $2.00O,8O0. This issignificant, but without adequate maintenance, the abiiitVmfBikeVVa|kApple Valley tohe fully realized ismuch diminished. B/kmWm/kApple Valley page Apple Valley residents use trails and sidewalks for any number of reasons, including recreation and local commuting. As communities evolve the potential for trails and sidewalks to become a part of the essential nature of the community might be realized. Page Vi B i k e W a I k Apple Valley Building community through walking and biking Bike -Walk Apple Valley is premised on the idea that a more complete network of walking and bicycling trails in the Apple Valley community not only offers greater options for moving about the community, but it promotes community health by providing trails and sidewalks that encourage people to be active, It's part of a trend toward Active Living, but it also resonates with Apple Valley's 2030 Comprehensive Plan as it looks toward new transit options, a greater diversity of experiences and a stronger sense of community. The Dakota County Department of Health provided support for the study through its Active Living Dakota County Program with funding from Minnesota's Statewide Health Improvement Program (SHIP), SHIP is an integral part of Minnesota's nation -leading 2008 health reform law, which strives to help Minnesotans lead longer, healthier lives by preventing the chronic disease risk factors of tobacco use and exposure, poor nutrition and physical inactivity, SHIP seeks to create sustainable, systemic changes in schools, worksites, communities, and health care organizations that make it easier for Minnesotans to incorporate healthy behaviors into their daily lives. A task force was charged with guiding the work and ensuring it matches the Apple Valley community's goals. Representation on the task force was drawn from the Planning Commission, the Traffic Safety Advisory Committee, and the Parks Commission, along with representatives of the public and stakeholders. Input was aimed at interested parties and key stakeholders, and included: a direct input from the task force; ® a community meeting conducted at the outset of the process; • an open house meeting that was conducted once concepts had been developed; and ® interviews with stakeholder groups, community leaders, the Chamber of Commerce, and the local Safe Routes to Schools liaison. Communities across the country are evolving in subtle ways that could, with time, dramatically change the way they look and function. In an incremental way, cities are looking to expand the choices people have as they move about their community. What started with an orientation to mobility —allowing people more choices in local travel —has a new focus on active living and a desire for greater diversity of experiences. Mobility Apple Valley is already seeing new choices for mobility. The recent introduction of bus rapid transit along Cedar Avenue offers residents a Some parts of Apple Valley are strongly oriented to walking and bicycling, while others ore mostly vehicle centric. Accommodating walking and bicycling does not eliminate the car, butgiven a robust network supporting walking and bicycling, many residents may choose to leave their car at home. B i k e W a 1 k Apple Valley page 1 Walking and bicycling are okey part nf public health udvncates'm0for "active living." In Apple Valley, the community has committed mcreating ohealthy, active, and safe community /oits 30J0 Comprehensive Plan. new, more convenient way oftravelling towork. Even inour climate, bicycling isbecoming avalid choice for some commuters. But1heoe modes donot stand ontheir own: 0RTpatrons need tuget tnstations uo Cedar Avenue, and bicyclists need facilities that offer safe routes for travel and facilities toaccommodate their bicycles atthe end oftheir journey. Increasingly, walking is seen as a viable alternative for shorter, local trips, especially for students going to school. Schools have responded by creating plans toenhance access in the areas near the school, providing safe and convenient routes for students who live near their school. New choices are shaping the ways communities respond with transportation systems. Streets are oalonger the sole domain afthe car, aspeople expect new modes tobeaccommodated inpublic hghts-of-°vay. Long held standards are being revisited, often allowing more modes 1ofit into the same space that was once directed largely tomotorized vehicles. Active living Public health, concerns have encouraged communities and public health organizations toenhance opportunities for people tolive more active |ivey. The Surgeon General recommends that adults have atleast 3O minutes ofmoderate physical activity every day, and that children have atleast anhour each day. While hmight not seem tobeasignificant commitment oftime, most Americans fail tomeet the Surgeon General's recommendations. Active living initiatives were created 10find ways tomore directly integrate physical activity in people's daily routines, including walking o/bicycling asanalternative mode oftransportation. Byincreasing routine physical activity the general heohh ofthe population is improved, but iumany places, barriers limit opportunities. Active living programs seek inalter land use patterns and shift amommnwnity'sfocus from cars to non -motorized movement, including improving sidewalks and trails. While the physical improvements that enhance walking nrbicycling are often simple, they can help people make choices that are better for their health. in Apple Valley, Active Living Dakota County is leading acharge to create more options for active living. Apple Valley's 2CBDComprehensive Plan supports the goals of Dakota County Active Living byadvocating policies that promote the community aoamodel ofahealthy, active, and safe community. While anumber offactors are noted inone ofthe °keVs^ tothe community's vision imthe 2O3DComprehensive Plan, one ofthe pdmaryideasre|atesto°aoonoprehensivesystenuufsidewa|ks,tral|sand bike lanes connects neighborhoods, jobs, schools, and other destinations auanintegral part ofour transportation system." page D / b o N7u / k Apple Valley Experiences Apple Valley "grew up" at a time when movement impersonal vehicles dominated development patterns. While this pattern bnot disappearing, many residents are beginning to expect greater variety in the patterns they experience. Suburbs are looking tocreate more distinct ~downtom/ms,^ especially trying 10capture asense ofcivic and social identity ionew places where people might live, work, shop, and play. It's part ofwhat Christopher Leimbergecanurban strategist and developer, describes in his view nfsuburban evolution. Hesuggests we're changing from osociety that based impatterns that are "suburban drivab|e°tuones that are "urban walkable," and it stems, in part, from people's own experiences. Media, and television, impairdcu|ar,influences expectations, with "boomers" who grew upwatching The Brady Bunch, where asingle family residential pattern asthe norm. Today, those making choices about where they will live might bemore influenced hyFriends, living in an urban apartment and gathering ata local coffee house. In Apple Valley, the pattern ofmore diverse and intensive use might bebest termed "suburban -intensified," as it better reflects the scale and orientation of the community's downtown area. Communities are also changing based onwhat their residents experience inother places. VVefind ourselves intrigued bythe patterns ofsome of the places xvevisit. VVemight visit Portland, and bemore attracted 1othe Patterns ofwo&ingand bicycling are best integrated with development, creating m diverse range gfexporimwces/orre�5idents and visitors. B i k e mxu / k Apple VvVlay po»r 3 Parts of Apple Valley, like downtowns Ring kind of place that results, in part, from a robust transit system. We might Route, have established the public realm visit European cities, where our experience is more strongly shaped by a busisfor a pedestrian network within long history of non -motorized movement than by traveling in a car. We a portion of the community, Elements see those places, and begin to form an expectation that our place —our supporting walking lend a sense of identity . community —should offer those kinds of experiences. New expectations to the district and community. are beginning to shape the kind of place we want for ourselves. It doesn't mean that the patterns that exist will be wiped away. In fact, the nature of this kind of change suggests a transition, setting new patterns in place in increments. In Apple Valley, like in most communities, this doesn't mean that what most people consider traditional development patterns will disappear, but it does suggest an evolution, where new patterns are likely to emerge. And with those patterns, walking and bicycling may become just as important as movement in cars. page 4 B i k e W a 1 k Apple Valley Implementing acomplete network for walking and bicycling in Apple Valley will happen aseresult ofwell-considered increments, fashioned torespond tmidentified needs o/newly recognized opportunities. It will likely happen over alonger period oftime, even with strong commitment tmmaking movement omfoot oronbikes anintegral part of thecommunity, Maintaining the commitment tnwalking and biking will become easier aanew segments oftrails and sidewalks are implemented, and more residents find the use ofthese facilities inviting and useful, and recogize the positive impacts their walking and bicycling activities have on their physical and mental health and ontheir community, As this plan was framed, itwas understood that explicit rules would be less useful in defining directions than a broader set cf principles that guide the ways in which trails and sidewalks will be integrated into the fabric cfApple Valley, These guiding principles support the function ofa robust trail and sidewalk network, but gofurther nosuggest the kind of community that results from commitment tnacommunity that can be best experienced hypedestrians and bicyclists: ° Enhance opportunities for Apple Valley residents and workers tolive more active lives byreducing barriers tmwalking and bicycling, and byintroducing features that encourage use uftrails and sidewalks. • Enhance the safety, convenience, and attractiveness nfwalking and biking for children, especially asthey travel toand from schools and parks and recreation facilities. ~ Integrate walking and bicycling more directly into the patterns mfland use |nApple Valley bydesigning sites and buildings that facilitate connections between neighborhoods, parks, business areas' regional destinations and walking and bicycling facilities, ° improve multi -modal access for the Downtown toenhance its economic development potential. One vfthe primary trail and sidewalk user8mopsare children who might walk mrbkycle^mschowi fyf6rtsuoonhunce convenience and safety ofnun-motnrbzed connections umschools should bmo/bcuxon the trail and sidewalk network, Bike Walk Apple Valley p"8ws ° Allow Apple Valley 10evolve anosuburban and suburban' inteosU1ed, walkable place that retains the character ofboth environments tocreate a diverse, sustainable, and interesting community. ~ Encourage connectivity across modes inApple Valley through systems that promote walking and bicycling, and offer convenient and comfortable alternatives 10movement byautomobiles. ^ Enhance trails and sidewalks inthe community with elements that aid innavigation, build agreater sense ofcommunity, and establish a sense of place imApple Valley corridors, neighborhoods, districts, and common spaces. ° Commit to levels of maintenance required Nnsupport a safe' convenient, and comprehensive system ofnon-motorized transportation inApple Valley. ° Establish acloser match between capital funding to construct trails and sidewalks and mainteomnme/repair/rep|acementfunds to sustain long-term implementation ofa"Complete Streets" policy. Trails in Apple Valley have been incorporated along many stxeetSand roadways. While parts o/the community offer trails and sidewalks with good connectivity, other cumnnunity800lsmay not &mxmdirectly addressed. page Bike Walk Apple Valley Apple Valley has more than 60miles ofpaved trails and nearly I25miles ofsidewalks that link residents tothe chy'sparks, schools, shopping areas' and other community and regional destinations. While agood system of non -motorized movement exists iwApple Valley, this plan looked more closely atthe network oftrails and sidewalks toreveal gaps that limit connectivity and mobility. |nsome cases, the system ends where the sidewalk ortrail stops, where a pedestrian on a sidewalk ortrail can't easily reach the front door ofastore orpublic building, orwhere asafe crossing ofaroadway can't beachieved byapedestrian nrbicyclists. But what's important in all of this is that the City of Apple Valley is assessing its network oftrails and sidewalks in2O1[\and indoing so, itislooking ahead tothe kind ofsystem that will best serve the ozmmunitylong into the future, This plan is not about merely about fixing broken sidewalks orfilling gaps inthe network, itintends todemonstrate apath 10 greater mobility, while etthe same time providing for greater diversity, sostaimabi|ity,and enhanced community health. The evolution ofApple Valley shows |nits orientation towalking and bicycling. With knowledge ofthe city'spolicies, one might easily determinthe age ofaneighborhood byvirtue ofits sidewalks. Atone time, sidewalks wereenvisioned—evenrequired—along streets as neighborhoods developed. Policies changedwith time, requiring a sidewalk on only one side of a street. Later, and for a relatively short time, the requirement for sidewalks along many types mfstreets was e|imninmted. Today, the 203QComprehensive Plan revives the policy requiring sidewalks along both sides ofresidential streets. |nApple Valley, sidewalks support pedestrian use ioresidential neighborhoods and commercial districts, allowing people tomove omfoot between their homes and other parts nfthe community. Sidewalks are concrete, and are generally narrower inwidth than trails, limiting their use to walking. Still, more experienced bicyclists will prefer to use streets than trails designated by bicycles or shared use, and some novice bicyclists (children, for example) will feel more safe on sidewalks. Trails in Apple Valley fall into one of three categories: park trails Park trails are located wholly within parks and open spaces, and are surfaced in bituminous. They provide links between a park and adjacent sidewalks orstreets and the surrounding neighborhood, Park trails are intended tobemulti-use facilities, accommodating pedestrians and bicyclists. This study did not assess the network ofpark trails imApple Valley, but Patterns ofdevelopment in Apple Valley have changed over time. Atonoyoint, sidewalks were required onboth sides ofnei866orhuodstrrots Thotd/rerdmn has been reinforced /nthe vig''s 2030 Comprehensive Plan, B/keNyu/kApple Valley p"ger Conditions of trails and sidewalks vary across the community, with somx/bc8Ydes meeting walking orbicycling needs, In other locations, sidewalks terminate hefore/bnn/ogneeded connections, physical conditions limit ovpormmitioofov implementing otrail, orJbc/8desorr/uxr uoconfhrtub/o/brwalking orbicycling. recognized the role they might play ina � comprehensive system of non -motorized movement. street trails Street trails are bituminous surfaced and 8feet wide, and are located along Apple Valley's collector streets and county roads. The dty'spolicy ismo construct street trails om both sides of these types ofroadways, where feasible. Street trails are intended tnbemulti-use facilities, accommodating pedestrians and bicyclists. = unpaved trails Unpaved trails are located in parks and open spaces and are intended solely for use bypedestrians. There are unique facilities in Apple Valley as well. The Downtown Ring Route is designed with significant portions nfthe ri8ht'of-waydedicated tnmon'nmmtorizedmovement. Facilities along the Ring Route are typically composed cfawide paved boulevard with trees and street lights adjacent tnthe curb, and azone for pedestrian movement. While bicycles are permitted touse these ^nidewa|kn'"itwas noted during the process that serious bicyclists would prefer touse the street, which offers amore consistent surface and provides greater visibility ofthe bicyclist. Today, there are no designated bicycle lanes on the city's streets. The city has installed multi -use pathways along a majority ofits major street corridors. The 2030[omprehensive Plan indicates the city will "explore the use ofstriped shoulders along collector streets and county roads (except arterial streetn)." Itfurther notes that street trails will continue tm beused along major street corridors. Planned trails and sidewalks While extensive, the network oftrails and sidewalks inApple Valley isnot yet complete. Knfact, trails and sidewalks will not be constructed in some areas until development occurs. |norder Koeffectively plan for acomplete system, the city has laid out oplan for trails and sidewalk imconceptual fashion, imits Comprehensive Plan. While not specific relative tolocation, the diagrams demonstrate the dty"s intention to create a network supporting non -motorized movement inthe Apple Valley community. As the Comprehensive Plan isconsidered, itmust beunderstood that the locations for trail and sidewalk routes are often "diagrammatic," with locations for enhanced routes and ultimate directions being established wviththe benefit mffurther and focused design and engineering. Page B ikeN/uI k App\oVnUcy Bike Wo Ik Apple Valley Page Destinations and routes Task force members identified common routes and likely destinations for pedestrians and bicyclists. Destinations noted include downtown, schools, Walking and bicycling destinations parks, and transit. (Regional destinations, like the Minnesota Zoo or trails identified by the task force and the or parks in adjacent and nearby communities, were also highlighted. community included schools and parks, Mention was made of some of the more attractive routes, including Apple Valleys downtown area, attractions Garden View Drive and Palomino Drive. Loops were also discussed, and like the Minnesota Zoo, and transit stations included loops through neighborhoods that might total four miles or and park and ride facilities. qq , X� ®R IMF", i571 V, 7 lz le IS p/ 111,15150 /0 0`1 ii fl ffilp 0/11 CIO 011", 1N b - ----- ----- g 71/ All xm �x llzz g ;I ..... . ..... . q, IN))" ift rel . . . .......... .................... ......... 77 7 &2 2 f wgg/ "S' & page 10 B i k e Wa I k Apple Valley less, and moire expansive loops that covered significant portions of Apple Valley —sometimes as much as 15 to 20 miles. Eventually, destinations focused on schools and the Cedar Avenue BRT stations. These locations were reinforced by the frequency of use, and the potential for access by pedestrians and bicyclists. Elementary schools were emphasized as a focus for the sidewalk and trail network. In addition to locating these schools relative to other community features, a half -mile radius travel -shed was indicated as a zone of possible walking or bicycling to the schools. Importantly, the ability of schoolchildren to walk or bike to school was considered in a series of Safe Routes to Schools assessments. System assessment Already, Apple Valley hias a significant length of trails and sidewalks in locations throughout the community. The city has a map that identifies these facilities, and by deduction, identifies where walking and bicycling facilities are lacking —"gaps," in effect, where trails and sidewalks don't exist. As a part of this process, the locations of these gaps were reviewed, and in some cases adjusted to reflect actual conditions. The city also noted gaps that would be fillied as a result of imminent construction activities. In assessing the system, it became important to understand the sidewalk and trail network, how it serves the community, and the relative importance of each identified gap. In the existing system, the evaluation identified gaps in locations throughout the city. Gap lengths varied by type and length, with gaps noted in both trail and sidewalk facilities. In some parts of the system, gaps were significant, but occurred in areas where surrounding development patterns are not yet complete. In other areas, gaps were relatively short, sometimes only a block or two in length. A total of 40 gaps were identified, with a goal of creating a prioritized list of potential improvements. Gaps were defined as a measured distance in either the sidewalk or trail system that was missing on either side of the right of way. In this assessment, gaps were assessed based on several factors: • the ability to provide walking or bicycling connections among a variety of land uses; • the connections they offer to the transportation network; • the existence of parallel sidewalks or trails within the same right-of- way; and • the presence of safe crossings to the trail and sidewalk network, Each gap was scored using a weight based on these factors, resulting in a general scoring of the gaps that established their relative importance as a part of the trail and sidewalk network. A ';dap" analysis assessed locations where sidewalk or trails do not exist in the community, and framed the priority for implementing a sidewalk or trail in the missing segments, Regardless of the assessment, it's clear that people use certain corridors even with walking or bicycling facilities, and even in the presence of physical obstacles, Bike Walk Apple Valley page 11 The gap diagram identifies a 500foot buffer along each se yment. Gaps were scored based on criteria including land use, transportation, connections, and barriers. IIAI-; hi- A Specific variables were identified within each group and assigned a weighted value (1-5) that corresponded to the variables impact on the gap. The gaps that received the highest weighted scores identify priority locations for improvements. Trails and sidewalks were evaluated separately because of the different needs of bicycle (trail) users and pedestrian (sidewalk) users. These weighted values were vetted with the task force based on the rationale provided. The connectivity ranking system captures the benefits of diversity of land uses along a route as well as from crossing barriers in the system. if the trail or sidewalk crosses a street via a designated crosswalk, then the land low moderate Lu 20 11 241V' 1FIE,22 'Z page 12 B i k e W a 1 k Apple Valley Land use Residential ° low density residential " medium density residential " high density residential = ne�ghborhoodservices Commercial ° downtown core ° business nodes Industrial Mixed use Institutional Park School Transportation Cedar Avenue bus rapid transit Other MVTAstops Re0unaitrail alternatives Ring route Current community connections No alternative Alternative connection * Potential connection expansion a Connection expansion restricted Levels ofresidential density can determine how many potential usemuftraib Z will reside inthe area 3 4 3 Commercial areas are adestination that attracts users. Improved connections 4 can increase the number ofusers. The downtown area ioweighted higher than 3 other business nodes due tathe concentration nfcommercial destinations . 1 Less likely destination to attract recreational and/or commuting depending on the nature o|the industrial area. 3 Areas ufmixed uses have the potential toattract more users, 4 Institutions such aschurches and government services can attract users. 4 City and regional parks are a destination for recreation and can attract discre- tionary and recreational sidewalk users. S Schools attract users, especially children through Safe Routes tnSchools. 4 The Minnesota Valley Transit Authuhty(MVTA) offers park and ride bus rapid transit from four stops along Cedar Avenue, These stops attract bicycle riders that choose cycling from the short trip from home tothe bus stop. The bus provides the connection totheir destination, 3 The &AV7Aoffers local and regional service that attracts users tostops. 4 Regional trail alternatives connect local bicyclists and pedestrians to the larger regional trail system. Regional trail attract users from their origin tadesdna tiono,whethe,furrecreationorcommuting. 3 The downtown area isdefined byaseries ofstreets that comprise the Ring Route, which was identified inthe 19&7Commercial Area Planning Study, Connections are weighted based onexisting trail infrastructure. Gaps are mea- sured as "no existing trail alternatives" n/"existing trail a|temativa.~ 3 Nptrail exists oneither side ofthe street. Improvements would connection a gap between the endpoints oytwo trails. Atrail exists onone side ofastreet. Users may choose analternative; expand- ing the system may beredundant wrincrease access depending nnnocation. Z A parallel trail would be more heavily weighted if it improved accessibility to destinations onboth sides ofthe right-of-way 1 If a trailexists and the gap is located near an unexpanclable location and/or provided nuaccess, these gaps are m'ighterlower O / k e Walk Apple Valley pugw13 Land use Residential Levels mfresidential density can determine how many potential users ofside = low d*ns�yns�enda| 2 ��|kswiQreddeim�hearea ~ medium density residential 3 ° high density residential 4 , neighborhood services 3 Commercial Commercial areas are adestination that attracts users. Improved connections ° downtown core 4 can increase the number ofusers. The downtown area isweighted higher than other business nodes due tothe concentration ofcommercial destinations. ° business nodes 2 Industrial I Less likely destination to attract recreational and/or commuting depending on the nature ofthe industrial area. Mixed use 4 Areas mfmixed uses have the potential tnattract more users. Institutional 3 Institutions such aschurches and government services can attract users. Park 4 City and regional parks are adestination for recreation and can attract discre- tionary and recreational sidewalk users. School 5 Schools attract users, especially children through Safe Routes to Schools. Transportation Cedar Avenue bus rapid transit 4 The Minnesota Valley Transit Authority (MVTA) offers park and ride bus rapid transit from four stops along Cedar Avenue. These stops attract bicycle riders that choose cycling from the short trip from home tothe bus stop. The bus provides the connection totheir destination, Other MVTAstops 3 The K4VTAoffers local and regional service that attracts users tostops. Regional trail alternatives 2 Regional trail alternatives connect local bicyclists and pedestrians to the larger regional trail system. Regional trail attract users from their origin to destina- tions, whether for recreation or commuting. Ring route 4 The downtown area isdefined byoseries ofstreets that comprise the Ring Route, which was identified |nthe lS87Commercial Area Planning Study. Current community connections Connections are weighted based onexisting trail infrastructure. Gaps are mea- sured ay°nuexisbngsidewa|ka|temativey^o/"mxistingsidewa|ka|temative.^ No alternative 4 Nmsidewalk exists oneither side ofthe street. Improvements would connec- tion aQapbemveen1heendpnin|snftwosidemo|ks. Alternative connection Asidewalk exists omone side o/astreet. Users may choose analternative; expanding the system may baredundant orincrease access depending onloca- tion. ° Potential connection expansion 2 Aparallel sidewalk would bemore heavily weighted ifitimproved accessibility tmdestinations pnboth sides ofthe right-of-w/ax ° Connection expansion restricted 1 If a sidewalk exists and the gap is located near an unexpanclable location and/ mrprovided noaccess, these gaps are vvighterlower. ywg" 14 B i ke Wu / k Apple Ya]\+y uses within the buffer area (a5OOfoot zone along the trail orsidewalk segment) was also included in the connectivity scoring. Gaps were ranked based ontheir need for improvements using Geographic information System (G|S). Data was assembled from information provided bythe Metropolitan Council, Minnesota Valley Transit Authority, and the City of Apple Valley. Safe Routes to Schools Communities across Minnesota, including Apple Valley, are considering improvements tothe way children access schools from their neighborhoods. Safe Routes toSchools funds projects that make communities more accommodating 10walking and bicycling, especially in areas near schools, promoting safe walking and bicycling and encouraging physical activity for students (and for parents who accompany their children toand from school: each day). VnApple Valley, four elementary schools participated in a Safe Routes to School assessment, which was performed byKimleyHornand Assucicate\ ;nc.between February and May 201O. Studies for each school resulted iu the identification of actions that would increase safety and accessibility for students accessing aschool onfoot oronbicycle. Wa|Nngor bicycling areas were truncated atmajor roadways that could not beeasily crossed byanelementary school student, which created a walking zone where improvements would betargeted. Examples ofimprovements recommended inthe Safe Routes tmSchools studies include: vCreating atarget area for awalking school bus, where students and adult °drivers"walk aprescribed route, stopping along the way to add students much like aschool bus would collect student along its route; • Adding signs to better direct parents during pick up and drop off; ° Enhancing bicycle parking/storage areas atschools; • Upgrading Vrenhancing ofstreet crossings, including retaining adult crossing guards; ° Adding signs 10warn drivers mfschool crossings atstreets; and ~ Completing sidewalk nrtrail connections. These kinds ofimprovements are important considerations for the trail and sidewalk plan. School district policies limit busing cfstudents to those who live more than one-half mile from the school orlive across a major roadway from the school (for elementary school students), focusing attention %othose who may have few choices other than walking or Providing bicycle racks uolikely doxtiootionx/orbicyclists encuuruqmc use, uxevidenced 6ythe rack uxGreenleaf 6lemvnuorySchool. 8 / k e N/a / k Apple Valley po3o 15 Four elementary school zones were analyzed as part of a Sale Routes to Schools assessment. Recommendations focused on areas more proximate to the schools, but forming safe and convenient connections frorn greater distances would be desirable. (Graphic prepared by Kimley-Horn and Associates, Inc.) Bus rapid transit and transit service connections With the recent introduction of bus rapid transit along the Cedar Avenue corridor, Apple Valley's commuting population has another choice for accessing the larger metropolitan area. With the Apple Valley Transit Station serving the Cedar Avenue BRT at Cedar Avenue and 155th Street, the Palomino Hills Park and Ride at Palomino Drive and Pennock Avenue, the 157th Street Station at Pilot Knob Road and 157th Street, commuters have a range of choices for beginning or ending their transit trip. In the future, commuters choosing BRT will have additional choices with transit stations near 140th Avenue and 147th Avenue, but these stations will not offer park and ride options, page 16 Bike Walk Apple Valley As enhanced transit options were considered in Apple Valley, the trail and sidewalk network became an important factor in understanding how transit functions as a system. For those commuters living reasonably near a station, or for those with a destination near a station, being able to walk or bike as a part of their commuting trip is an important feature. The trail and sidewalk network must be extended or expanded to ensure those choices are available for transit users, or upgraded to ensure existing trail and sidewalk components are serviceable for walking or bicycling access to transit locations, One of the more important upgrades will involve lighting, making certain that routes commonly used by pedestrians or bicyclists to access transit are safe and inviting. The introduction of bus rapid transit along Cedar Avenue in Apple Valley makes the new 155th Street Station a likely destination for pedestrians and bicyclists, ita addition to traditional park and rider users. Regional walking and bicycling facilities Residents can look forward to facilities for walking or bicycling that will be implemented on a more regional basis, Dakota County has identified concept alignments for the Dakota County South Urban Regional Trail that would connect Lebanon Hills Regional Park to Murphy Hanrehan Park Reserve as well as connecting to regional trails in Scott County, The North Creek Greenway Trail would connect the Vermillion River in Empire Township to the Minnesota Zoo and Lebanon Hiills Regional Park, and would, in the concepts posed, used existing trails in city parks for portions of the route. B i k e W as I k Appit, Valley page 17 Dakota County is planning regional trails orgreenways that will offer recreation opportunities for Apple Valley residents as well as providing connections for walking and bicycling beyond the community's borders. (source: Dakota County2030 Park System Plan) Big 1 M�a1 South St. Paul t TFWI d Future Trails. 1 Cannon Valley Regional Trail Link 2 Fagan Greenway Regional Trail 3 Rosemount River Access Greenway Regional Trail 4 HighlineGreenway Regional Trail "s 5 Lake Marian Greenway Regional Tra it 6 Minnesota River Greenway Re- gional Trail i Mississippi River Regional Trail. Hastings to Red Wing S North Creek Greenway Regional Trail page 18 Bike Walk Apple Valley 9 Rich Valley Greenway Regional Trail 10 Terrace Oaks Greenway Regional Trail 11 Vermillion Highlands Greenway Regional Trail 12 Chub Creek Greenway Regional Trail 13. Vermillion River Greenway Re- gional "frail Anexpanded network ufnon-motorized movement inApple Valley will result imanexpansion ofthe city's trails and sidewalks, but this plan views trails and sidewalks tobemore than analternative mode of transportation. Trails and facilities need toberecognized msatrue community asset, which might beachieved byunderstanding their orientation to: ° connectivity and mobility offering pedestrians andbicVc|is1 viable choices tomove about the community, especially for trips destined for transit, school, and recreation; asthose aspects ufatrail and sidewalk system ana more fully accommodated, the choices for trips might expand ¢uinclude shopping and entertainment destinations. ~ community health providing walking and bicycling opportunities that are safe, convenient, and accommodating enough toencourage all residents to use them, vvhlmh encourages alternative transportation modes but more importantly exposes them to physical activity that leads to better physical and mental health. "navi8ation establishing sl8nageand wayfindinA that eUuvxy pedestrians and bicyclists to understand routes tocommon orlikely destinations, and that demonstrates the comprehensive nature ofthe trail and sidewalk network available tothem, widentity using elements tosupport trails and sidewalks that reinforce anidentity for the community, and asimportant, establishes amidentity for Apple Valley that suggests walking and bicycling asaointrinsic community quality. ° hierarchy establishing an order ofmovement reflective ofwalking and bicycling |n the community, much like the way Downtown's Ring Route creates a zone recognized asApple Valley's downtown. *cmmmunity allowing residents and visitors using Apple Valley's trail and sidewalk network toas a part ofthe community's public space, and encourage ^getherinQ"asapart nfthe walking mrbicycling experience. Bikm N/u I Apple VaU,y page 1v RikeWalk Apple Valley encourages a focus on implementation zones and core routes. While cross -community connections might be desired by some pedestrians or bicyclists, the frequency of use on local trips suggests incremental implementation of the trail and sidewalk network. P, C", X7 o"' OWN; 'P Core routes Many of the basic paitterns for trails and sidewalks have been established as roadways and development has occurred across the city. While some trail or sidewalk segments have been identified as gaps, and others will only have trails or sidewalks implemented as adjacent parcels are developed, a look at the existing network of trails and sidewalk shows clearly that this could be an important transportation option for Apple Valley residents, and nearly every neighborhood seems to have trail or sidewalk facilities relatively near most homes. page 20 B i k e IN a I k Apple Valley In Apple Valley's street network, there seems to be a hierarchy that allows people to better navigate while driving —wider streets and fewer driveways and intersections suggest connectivity to other roads and zones of the city, while narrower streets with more drives suggest a more local street. In this way, there is legibility to the city's street inetwork. There doesn't seem to be as clear a hierarchy in the city's trails and sidewalks, unless someone using a trail or sidewalk recognizes an adjacent street as a factor in determining the trail's connectivity. If Apple Valley begins to recognize the need for this kind of hierarchy, a network focused on a core of pedestrian and bicycle movement might evolve, with an expanded network that reaches nearer to homes. The core network might function in ways similar to Downtown's Ring Route: a clear route is established to gather and distribute pedestrian and bicycle movement, with facilities that support walking and bicycling concentrated along that route. Enhanced crossings of major streets occur where a core route interfaces with more heavily travelled streets, but the network doesn't rely on the major streets. Rather, the core routes would have less vehicle traffic, making it more comfortable for pedestrians on sidewalks and for bicyclists using on -street bicycle lanes. In the streets that serve as core routes, there may be opportunties, to get cars to better "fit" with pedestrians and bicyclists. The aim should snot be to obstruct vehicle traffic, but rather to encourage traffic behavior that is conducive to pedestrian and bicycle movement in the same right-of- way. This approach has gained popularity as "Complete Streets," where the capacity of the street to accommodate a wide range of movements is considered, and steps are taken to reshape the street to accommodate those modes of movement that support the commiunity and adjacent land use along those corridors. Certain routes were identified by the task force and the community as possible segments of a core network. Garden View Drive, Palomino Drive, and Pennock Avenue might serve as these routes, and with the addition of Whitney Drive, noted for its direct link to the 155th Street Transit Station, a core loop begins to evolve. in other parts of the community, the patterns of street linkages might not be so clear, but off-street trails are more common. Here, the routes might take greater advantage of these off-street walking and bicycling facilities to create the core network. In both cases, routes might be chosen for their ability to connect more directly with significant walking or bicycling destinations, such as parks, schools, and the downtown area. In both cases, the core network needs to be more clearly defined in the city's hierarchy of streets and trails. Once these routes are established, an expanded network —the finer grain of the city's trail and sidewalk network —comes into play. This level of the Sidewalks and trails feeding "core routes" become important in the trail and sidewalk pion, allowing lesser travelled routes to feed more significant walking and bicycling facilities. County Road 42 and Cedar Aven tie are barriers to non -motorized movement, and cut? be unpleasant or uncomfortable corridors for walking or bicycling. Nearby parallel routes are often better locations for trail and sidewalk facilities, Bike Walk Apple Va-illey page 21 Even wherr/ad8ties/orwalking and bicycling exist /nApple VbDey, they may not draw users. ?bmaximize benefit uf sidewalks and trails, the network should bo cwnven4rmrundpnseat anudvunmagm/br users —even creating omore interesting and diverse landscape might 6nnn advantage for uwalker mrbicyclist, system brings pedestrians and bicyclists that much nearer totheir home nr destination. The extent ofsupporting facilities isnot asgreat along these segments, as lighting is less of a critical feature, aids to navigation are less important, and amenities like benches are not likely needed —all mfwhich might otherwise seem tnbe anintrusion upon aneighborhood. Having core routes defined adds asignificant benefit interms ofdirecting both capital and operations funding —both ofwhich are limited resources. Like streets, the core routes will accommodate the greater use, have a greater concentration uffacilities supporting walking and bicycling, and will demand ahigher level ofmaintemence--essemdu|ly,focusing limited resources toareas ofthe greatest expected use, Ultimately, encouraging pedestrian and bicycle movement inApple Valley must recognize aseries nffactors, where each factor has some ability to shape non -motorized movement: °|ega| the facilities intended tnsupport walking and bicycling must belegal; most commonly, the legal structures focus mmconformance with the Americans with DisabiUihesAct, afederal civil rights law enacted in199Othat prohibits discrimination based oudisability. psafe sidewalks and trails need tooffer safe accommodation cfusers, and even go further tmoffer the perception ofsafety. °comvenlemt the network ofsidewalks and trails must provide connections that are not only desirable, but ones that are simple and expedient for users, °adxantaQeouy providing asidewalk and trail network that isa:realistic option for any potential user, and in some cases, may bea more opportune choice for movement. Ateach step, the ability ofthe trail and sidewalk network tosupport use is enhanced, and more users are encouraged 10take advantage nfthe option nfwalking nrbicycling. Atruly robust trail and sidewalk network aims tn move beyond "|ega|^and ^nafe°tobeing "advantagemws.~ Areas of concentration bwas recognized during the planning process that filling aNthe identified gaps could becost prohibitive, and that amore realistic strategy might beconsidered that would focus improvements tocreate azones of o«8«22 Bike NpmJk Apple Valley enhanced walking and bicycling, and that, over time, amore complete network nfsidewalk and trails would result. When looking atthe ways in which most people use sidewalks and trails, this kind of concentration of facilities makes sense: most people will walk nrbike between destinations within ornear their neighborhood, but will use other modes for more distant destinations. Eventually, the system will allow for greater mobility across all of Apple Valley, but defining areas of concentration of trails and sidewalks isafirst step. Early inthe planning process, anattempt was made todefine likely destinations for pedestrians and bicyclists. The pattern includes regional destinations like the Minnesota Zoo, downtown Apple Valley, and the community's numerous parks. However, two significant and basic patterns • walkers and bicyclists seeking access botransit could form o significant non -motorized population inthe community, and creating improved links totransit facilities would bealogical step inthe development ofanenhanced sidewalk and trail network; and " creating connections toschools asapart ofsidewalk and trail network might better accommodate walkers orbicyclists who do not have other choices in modes. Most students don't drive, and some don't have bus transportation available (based unschool district po|icy). When coupled with the earlier Safe Routes toSchools work, aconcentration mfwalking and bicycling improvements related tothe schools |nApple Valley isalogical and appropriate direction. [naddition tothe basic pattern, both those me|keo and bicyclists seeking access totransit and school children share afrequency intheir use of sidewalks and trails. Two areas ofconcentration are identified related 1nthe activities of schools, one |msouthwest Apple Valley and asecond ineast central Apple Valley. These zones include: In southwest Apple Volley: ° SouthviewElementary School; ° VVestwievvElementary School; ° Cedar Park Elementary School; ~ Valley Middle School; * Apple Valley High School, ~ Hayes Arena; • Apple Valley Community Center; and • general proximity to the 155th Street Transit Station. Access ,mthe enhanced tramxitxorxicm mmilu6leomCedu r Avenueisokey reason for improving links /mApple Valley's trail and sidmwmlkn*twoxk. Bike Walk AppleValley pogm23 The MMA's new transitfacility at 155th Street is an important destination for walkers and bicyclists in Apple Valley. Walkways over CedarAvenue facilitate crossings of'Cedar A ven u e, In east central Apple Valley: • Highland Elementary School; • Diamond Path Elementary School; • Scott Highlands Middle School; • Dakota Ridge School; and • general proximity to the 155th Street Transit Station. Connections to transit A second logical direction for implementing improvements to the city's trail and sidewalk network focuses on providing access to transit, especially the Cedar Avenue BRT Like schools, access to transit is a frequent activity, and improvements would not only benefit those already using transit, but might encourage others to become more frequent transit patrons. improvements related to transit should link bus stations and park and ride facilities more directly to neighborhoods, but should also look to create links to between transit stops and Apple Valley employers. Routes might include: * an east -west link along Whitney Drive to the 155th Street BRT Station; * connections through the downtown to mixed use areas in downtown and higher density residential areas lying at or beyond the edges of downtown. page 24 Bike Walk Apple Valley � For these routes, improvements Okelighting become important, and maintenance boreal concern, During winter months, especially, limited daylight atpeak transit times suggests that lighting be provided along key routes, and removal ofsnow and ice tocreate a safe and obstacle -free passage iscritical. |mdowntown Apple Valley, the Ring Route defines acore ofmovement that includes wide sidewalks. Participants in this process noted that these sidewalks donot address the needs ofbicycling commuters, and that the use ofthe sidewalk isdangerous nruncomfortable, Forserious bicyclists, streets are preferred. While caaua|bicyclists may still prefer the separation from vehicles afforded bythe wide sidewalks, the city should study the potential ofadding bicycle lanes incertain segments ufthe Ring Rouke. The result may beachange inthe roadway configuration, with the introduction mf athree-lane roadway (based onengineering analysis ofthe road segments) and on -street bicycles lanes atthe edges of the rwadvvay. Some communities are looking atmore innovative methods of incorporating bicycle facilities on streets, including bike boxes at intersections. Aside from enhancing opportunities for bicyclists, expanding the network oftrails and sidewalks must address the basic need for access tmbuildings—not just access toatrail orsidewalk, Throughout the downtown area, sidewalks fail tomake logical connections across sites tothe front doors of buildings. While many examples exist, the City of Apple Valley might want toset an example by creating a sidewalk between the front door ofthe Municipal Center and the public sidewalk atGa|axie Avenue. In doing so, aportion ofthe ornamental fence will have tmbe removed —but the new portal could become mhighlight mfthe path, artfully framing the connection between the public reaUmatthe street and a,sidewalk tothe front ofthe building. LednrAnvoueisusignificant impediment mwalking and 6icyclim�y,particularly for those attempting /omove about the downtown area. B i k u N/u / k Apple Valley »ugers The gap analysis identified afew locations where facilities for walking uv bicycling indowntown were missing. Along Garrett Avenue, for instance, a link for pedestrians could be created between 147th Avenue and County Road 4l,following the street o,perhaps winding through green spaces between buildings tmcreate amore interesting route. Astudy performed in30OQanticipating the arrival of0RTand advocating for the incremental evolution oKthe downtown area based nndevelopment patterns that would bemore supportive oftransit identified the opportunity totransform drive aisles atthe fronts ofretail building tu become more "street- I ike," especially for those drives that link to a public street. The routes for pedestrians, inparticular, might make better use of|ightingdesignedtnaccnmmudatepedestrianactivity,m/ith''otveet" trees, plantings, and other typical streetscape features added to make the path —and the storefront —more inviting. The finer grain ufmovement created bysidewalks along streets in downtown, and the linking mfsidewalks and trails that exist tostorefronts and fronts doors ofdowntown's buildings, would beatremendous advantage for those moving about downtown onfoot orooabicycle. In fact, the city might consider added guidance for the downtown area that is more direct in requiring pedestrian- and bicycle -friendly site design. Resolution 0(gaps Aseach ofthe gaps were scored, apriority for implementation evolved based onthe technical assessment afmissing segments ufsidewalks and trails, The cost ofcompleting those gaps isdependent largely on the length ofthe segment requiring completion, soafair cost -benefit analysis is not possible (longer segments will cost more, but can't be fairly compared toshorter segments with lower implementation costa), regardless ofthe priority. Even as this plan was being formulated, impnu,ymmn'sooApple Valley's trail and sidewalk network were being planned or in,plemontod--rezo/ving gaps that had been identified during early investigations. ov0o 26 B i k m oKo / k Apple Valley Asthe network oftrails and sidewalks inApple Valley was considered the task force assummed the poskionthat asys�'mwould bebest defined based nnatechnical assessment ofgaps balanced with amore planning oriented vision for the ways imwhich acomplete trail and sidewalk - network would serve the community. ynthis way, gaps are resolved not only for their ranking or the result of a cost -benefit analysis, but for their longer term role asapart nfthe fabric nfthe Apple Valley community, Integration of trails and sidewalks within ri���" `g_ - .,.« There are locations where trail and sidewalk improvements cannot bereasonably accommodated vvkb right-of-way. Some locations may present the opportunity togain additional land `for trail or sidewalk purposes through direct acquisition orpermanent easements but there may benopossibility for additional land inothers. In these ' areas, accommodation of trail and sidewalk facilities may require a change within the right-of-vva%and maybe tothe roadway itself, Easy solutions often involve the narrowing orelimination ufaboulevard zocreate space sufficient for asidewalk ortrail, |nsome cases, the opportunity tocreating aboulevard feel might beachieved byplacing trees atthe outside edges ofthe ri8ht-of-wayinstead ofbetween the curb and asidewalk. This places the trail mrsidewalk immediately atthe edge ofthe roadway, eliminating the buffer zone often created bytrees in boulevard. |nsome cases, this solution might beone ofonly afew choices Accommodation ofatrail orsidewalk inareas of limited rig'-' may, imsome cases, suggest that the width ofthe roadway itself reconsidered. Guidance for lane width and shoulders, and even for the basic configuration of lanes in street, is evolving, and the opportunity to gain ofew feet for atrail orsidewalk improvement could be gained by narrowing travel lanes slightly —and often, it's only afew additional feet are needed tocreate asidewalk ortrail along the road. However, the city must comply with Minnec1oaDepartment ofTransportation standards for roadway design along Municipal State Aid Routes. Recognition of the context is critical, with the ability to balance pedestrian and bicycle accommodation with vehicles onthe road being based onthe more immediate patterns and conditions ofthe road and neighborhood. While Apple Valley does not have any on -street bicyclelanes today, the O a�ity1oaccummodatethembmos often based on available public right-of-way, The same principles ofbalancing needs based nncontext applies here, where amore complete picture ofthe ways the road serves community and transportation needs isrequired, Novigotionoid,5—waYfindin�q signs and kiosks —are viewed oximportant elements B ike0ru/k App\cVuUvy p*gv27 Some locations along core routes 070Y meritgreater attention. The creation of nodes along the trail and sidewalk network might offer "comforts" to users such as benches, overhead cover, and perhaps even drinking fountains. Like the streetscope improvements along the Ring Ro a te, these spaces might become identity features for the Apple Valley community, Support facilities Traits and sidewalks are the backbone of a system of movement oriented to pedestrians and bicyclists. Still, there are features that are logically introduced to support the trail and sidewalk to make the experience more comfortable or inviting, and to suggest more directly identify the trail or sidewalk to the community or even a particular neighborhood. These kinds of streetscape—or "traiiscape" —improvements are much more compelling when experienced as a pedestrian or bicyclist, where the speeds of movement are lower and the expectation of being engaged by the environment is much greater. Improvements would be directed to the core routes in areas of targeted trail and sidewalk improvements, and to key intersections and public spaces in downtown. Intersections and key locations would be identified by special signs, gathering areas along sidewalks and trails would include information signs, benches, and perhaps drinking fountains, and identification or directional signs would be located to ensure the system is easily navigated. These kinds of improvements would be designed as a "family" of related elements that reinforce the continuity of the trail and sidewalk network, but also to read as Apple Valley elements. While the trail and sidewalk system might reflect on the kind of community Apple Valley is, people from outside of the community will more readily identify these features with the community —much like the streetscape improvements along the Ring Route define downtown Apple Valley. page 28 B i k e W a I k Applf, VaHOY The following features of trail, sidewalk, and street improvements are considered best practices to ensure that streets and corridors are accessible to people of all ages and mobility, and to make trip planning and navigation more convenient and safe. These considerations are organized as follows: ® Pedestrian enhancements • Trail enhancements ® Bicycle enhancements • Wayfinding ® Land use and urban design Pedestrian Enhancements Pedestrian bump -outs or collared crosswalks not only allow for safe pedestrian crossing, but more importantly, shorten the crossing distance and give the pedestrian improved viewing of oncoming traffic. A collared crosswalk narrows the street at the crosswalk, which gives the driver a sense of caution and induces reduced speeds. Median refuge islands provide a safe area for pedestrians to wait or rest when they cross a wide street. Countdown pedestrian signals, including Accessible Pedestrian Signals, consist of a regular pedestrian signal with standard shapes and color, and an added display of the number of seconds left for a pedestrian to safely cross the street, This type of signal is easily understood by all age groups, increases the feeling of safety, reduces the number of pedestrians stranded in the crosswalk when the light changes, and is well suited for wide crossings and areas with large numbers of senior citizens. Sidewalks separated from the roadway by a planting strip create a pleasant and safe environment for pedestrians. They also create a buffer from the splash from vehicles, room for street furniture, and a better environment for wheelchair users (i.e. constant grade at driveways). Planting trees shades the sidewalk. Providing benches under the shading tree extends the amenity value. Mobility- and vision -impaired pedestrians need special attention. The American with Disabilities Act (ADA) establishes parameters for how trail and sidewalk facilities will be implemented. While the ADA does not define specific requirements (as the ADA is a civil rights law), parameters for minimum passage, slope, cross slope, and other technical requirements are define in the Americans with Disabilities Act Standards for Accessible Design. "Bump -outs," which have already been implemented in some places in Apple Valley, decrease pedestrian crossing distances and often reduce vehicle speeds,. Graphic and audible crossing saynols enhance use of sidewalks and trails for all users. B i k e W a I k AI)ple Valley Page 19 Well -defined —and sometimes well- known —crossings are key features of a trail and sidewalk network. In some communities, trail corridors have taken on more park -like appearances and amenities, and have resulted in a the creation of unique places in the fabric of the community. Trail Enhancements Well -planned off -road trails and multi -use paths provide pedestrian and bicycle mobility. Within parks and along road corridors, these facilities serve both the recreation user and the commuter. Key components for a safe and attractive trail include: ® Continuous separation from traffic, with few street or driveway crossings. w Scenic qualities to attract multi -generational users. • Connections to desired destinations such as shopping, schools, library, etc. • Well -designed street crossings. • Shorter trip lengths than roadway network, connecting dead-end streets or short-cuts through open spaces. • Visibility for increased safety and personal security. • Good location and design, including adequate width and sight distance and avoidance of slopes, poor drainage, and blind corners. • Proper maintenance, with regular sweeping, snow -plowing, and repairs. Shared use trails provide connections between destinations for transportation purposes, such as bus rapid transit stations and stops. Shared use trails may he needed for different types of users. for streets where traffic volume or traffic speed results in unsafe conditions for pedestrians or bicyclists, a separate path of travel for pedestrians, bicyclists, and other non -motorized transportation modes helps reduce conflicts between motorists and pedestrians while expanding the number and types of facilities that are accessible to pedestrians. Shared use trails often are used along recreational, high amenity corridors. Shared use trails typically offer longer, uninterrupted stretches of path that are perceived as more family -friendly than the typical urban streetscape. They are often on greenways that connect urban residents and the natural environment. Minimum standards for trails and paths. where a trail or path is parallel to a roadway, special consideration might be given to provide seperation from the roadway by at least 5 feet or greater, where practicable. The multi-uise path itself should be at least 8 feet wide for walker and bicyclist to share the corridor safely. page 30 B i k e W a I k Apple Valley Bicycle Enhancements Bicycle enhancements include the following elements: policy development, bicycle safety education programs, on -road bikeways and bike lanes, bicycle support facilities, and standards for bicycle parking and storage. Bicycle safety education programs are best addressed to a target audience, such as children and adults. increasingly cities are partnering with community organizations and the business community through chambers of commerce to sponsor courses and events that promote bicycling safety as an adjunct to enforcement of bicycle and motorist behavior to reduce bicycle and vehicle accidents. These programs are often included in the Safe Routes to School programs to encourage children to walk and bicycle to school. Locating bicycle routes and facilities along streets that offer the direct routes to workplaces, shopping and entertain ment/hospitality areas, schools, transit stations, and other popular destinations enhances their use and viability. Signed bike routes for recreation purposes are created to provide access to and between significant parks and open spaces destinations. Shared roadways, where bikes share the same travel lanes, are enhanced for bike safety by widened outside travel lanes. While a painted and dedicated lane on the shoulder of a roadway might be optimal, widening the shoulder may be the only way to improve bicyclist safety in some situations. The needs of bicyclists can be accommodated by retrofitting existing roadways to include bicycle lanes by using the following methods-, Physically widening the roadway to add a bike lane; Re -striping the existing roadway to add bike lanes, including marking roadway shoulders as bike lanes, consideration of reducing travel lane widths, reducing the number of travel lanes (when supported by engineering analysis and traffic projections, reconsidering the need for on -street parking, and removing parking from one side of the street. Colored bike lanes and raised bike lanes are used in Europe and in some areas of the United States. Raised bike lanes incorporate the convenience of riding on the street with the psychological separation of a barrier. The incorporation of bicycle lanes on streets accommodates those bicyclists who prefer to travel on streets for reasons of safety, comfort, and continuity. F,xpansive street crossings sometimes take advantage of median refuge points, providing a somewhat protected zone for pedestrians who could not cross during one cycle of the "walk" signal. Bike Walk Apple Valley page 31 Unique opportmhtieufxplace-making can nesvlt/roxmthe introduction 4/}ac8itiex that support the walking and bicycling nv*momc Bicycle parking improvements (bike racks and should be included in transit stations and park -and -ride facilities. Bike route information may beintegrated into transit route maps and signs. Bike route maps should beprovided mtall locations where transit information lsprovided tohelp make the transition between modes aa seamless as possible. Cities can lead the way imbike rack installation. Many cities have initiated aproactive bicycle rack installation program for their own buildings (city hall, community center) and parks, and also often in partnership with schools, libraries, other public entities, and private businesses. Cities can require private development to install hike Another method for obtaining additional bike racks and storage facilities is for acity toadopt legislation, usually aspart ofzoniim8code amendments, to, requhmea minimum number ofbicycle racks and lockers as part of new developments. This type oflegislation isusually focused onacity's downtown and multi -family residential development. Aspart ofthis initiative, many cities often require office developments to include shower and locker facilities based onemployment densities, tomake bicycling to work anattractive option. ° Bike racks orlockers should beanchored tothe ground surface pr structure for security and stability. ° Bike parking for school orbusiness uses that are covered and visible for security are more appealing tousers and longer periods of parking. ° Bike parking is most convenient ifitis located no further than 50ft. from building entrance. " Businesses installing bicycle parking should consider two types: parking near the main entry, which functions asshort-term parking for customers, and parking for employees, which could be further away from main building entrance while remaining visible and secure, orbetter yet, providing space within the building. ° Bike parking within pedestrian r|ght-of-vvayshould allow sufficient passage for pedestrians. Wayfinding VVayfindingcomprises both spatial and environmental cues infinding one's way toand from destinations. VVayMmding isimportant for both pedestrians and bicyclists toincrease asense oforientation, enhance comfort and security, and increase awillingness toexplore and enjoy amommwnity. Signagehelps both local residents and visitors navigate pugoaz B/ke Wu/k Apple Valley a community's streets and sidewalks. An effective wayfinding program must be conceived and carried out to promote walking, but must include guidance for car drivers and bicyclists as well to point them to appropriate parking for their destination. Vehicular directional signs, pedestrian route signs, downtown neighborhood maps, landmarks, and online route finders are key elements of a comprehensive wayfinding program. An effective downtown pedestrian wayfinding system is based on a "Park-once"premise. The wayfinding system should encourage drivers to park, leave their car, and use pedestrian directional signage to reach their destinations. Apple Valley's downtown has many auto - oriented businesses, with large parking areas, which presents a significant challenge for a pedestrian moving between destinations, forcing them to walk through parking areas and connecting roadways. However, as the downtown is redeveloped with infiN development, and as large surface parking lots are replaced by parking garages and ramps, a system of new paths and pedestrian corridors could be created and connected to sidewalks to encourage more people to walk in the downtown. Visual, tactile, and auditory cues are all used in a comprehensive wayfinding program. Examples include the tactile warning strips that are installed in all new curb ramps and curb ramp retrofits at intersections. Signage that guides pedestrians to transit stations is an important feature that promotes connectivity between different travel modes. Neighborhood walking maps and walking route signage can be created to Promote neighborhood walking routes and safe routes to school. A bicycle route signage and wayfinding Protocol should be developed. This protocol should include signs and Pavement markings. Route signs should provide a directional arrow, destination, and distance. Bicycle routes on trails and those on streets will require separate protocols in certain situations. L,and Use and "Suburban -intensified" Design A safe and walkable Pedestrian environment supports and is supported by compact and mixed -use patterns of development. The public/private interface is the connection between the public realm, usually the sidewalk, and the private property or uses. This interface can contribute to an increased perception of personal security Siqnqge and wayfinding devices are i I mportantfor al/ sidewalk and trail networks, Particularly where there exist many choices of destinations or possible routes. B i k e Wa 1 k Apple Vjjlcy page 33 Activity on public sidewalks is critical in establishing a sense of purpose for sidewalks in a downtown area. The interface between the public sidewalk and a storefront, whether a traditional building or a "big box," demands a physical and visual connection. Enhanced street crossing can be more elaborated, allowing for the street to feel more like a zone meant to accommodated pedestrian movement. page 34 among pedestrians. The presence of windows, porches, decks, balconies, and outdoor cafes adjacent to the pedestrian corridor facilitate activity along and surveillance of the streetscape. Weather protection such as awnings in the frontage zone, and pedestrian -oriented shop signage, add to the level of convenience and comfort. Locate buildings close to the street and sidewalk. This site planning requirement, along with the provision of multiple entrances to buildings, is the basic feature of pedestrian -oriented development and that differentiates it from auto -oriented development that usually has a parking lot in front of buildings. Pedestrian -level lighting should be considered along pedestrian corridors where use suggests pedestrian activity during non -daylight hours, and where the introduction of lighting would be compatible with adjacent and surrounding land use. A network of public spaces and parks encourages people to want to walk between them. When public spaces are connected to a community's downtown, this network can encourage more people to patronize businesses more often, especially restaurants and cafes. These network connections may also encourage more eating establishments to provide curbside dining and outdoor eating courtyards. Consider the establishment of pedestrian andlor bicycle zone in the downtown. If the downtown, or a portion of it, is defined as a pedestrian and/or bicycle zone, the city might considering accepting a vehicular Level Of Service of D or E in order to provide bike lanes, compact intersections, or leading pedestrian signal intervals. Create a checklist for walkability and bikeability for new developments. This checklist would contain guidelines and standards to improve pedestrian and bicyclist access and safety. Bike Walk Apple Valley Like most communities, Apple Valley has a wide range of priorities that are presented to decision -makers, and implementation of BikeWalk Apple Valley is one of many. This plan encourages an incremental evolution and expansion of the city's trail and sidewalk network, with a focus on implementation zones. Eventually, the network will be complete to the point where logical cross -community connections and routes are formed, but to begin, it is logical to create a complete network within portions of the city to capitalize on existing facilities and to address immediate needs. While physical improvements to the trail and sidewalk system are one focus for implementation, there are others that might be addressed as well. As this plan was formullated,, it was recognized that, when compared to capital costs, the costs of maintaining a robust and serviceable system is significant. it also recognizes that some of the "best practices" might be addressed as improvements are planned, and especially, as proposals for new development are brought forward. Accommodating pedestrian and bicycle activity must extend beyond the public realm to address the ways in which walkers and bicyclists reach the front doors of their destinations. Finally, this plan directs attention to components that support walking and bicycling in Apple Valley with features that invite use of trails aind sidewalks while satisfying other community goals. Ultimately, trails and sidewalks are not merely an optional piece of the city's infrastructure, but a core element of the community's identity. Recommendations The planning process assessed the network of trails and sidewalks in Apple Valley from a technical and an overall system planning perspective, and was shaped by principles that guide the community in its efforts to better accommodate active living goals and an orientation to non -motorized movement. While the technical analysis scored gaps in the trail and sidewalk network, recommendations for improvements: ® recognize that sidewalks and trails reasonably serve most developed portions of the city; • focus on creating a more complete system in portions of the Apple Valley community; • identify the need for more robust funding for maintenance of trails and sidewalks; and • encourage the implementation of elements that support trail and sidewalk use while lending identity to the community. The study was oriented to filling gaps in the trail and sidewalk network in Apple Valley, but those gaps exist throughout the city —in areas that are developed as well as in parts of the community that will see development in the upcoming decades. Task force suggestions directed the study Whatever improvements occur in a trail and sidewalk network, they will require maintenance. As usegrows, expectations jbr core grow as well, B i k e W a I k Apple Valley page35 toward completion ofthe network inmore focused areas, essentially building complete system in more incnemnemta/way, and eventually completing the system ioall parts ufApple Valley. Bycoupling this direction with recent efforts related tuSafe Routes to Schools, two °zonez" were identified aopossible targets for trail and sidewalk improvements: • Southwest Apple Valley, including improvements that build upon the Safe Routes toSchools recommendations for SowthviewElementary School, VVostviem/Elementary School, and Cedar Park Elementary School; this zone includes Valley Middle School, Apple Valley High School, Hayes Arena, the Community Center, and animportant east - west Unk{otheBKTStationu|on8VVhitneyDrive. • East Central Apple Valley, including improvements that build upon the Safe Routes toSchools recommendations for Highland Elementary School and Diamond Path Elementary School; this zone includes Scott Highlands Middle School and Dakota Ridge School. bbalso clear the the downtown area might merit attention astrails and sidewalks are considered. Not only isthis area a commercial and civic destination, but the presence mfstations supporting bus rapid transit on Cedar Avenue suggest the need for improved access for pedestrians and bicyclists. |mthis way, the function ofthe Ring Route might be bolstered byallowing it tobetter serve non -motorized transit, and other key routes can bedefined, further assessed, and, ultimately, implemented. The task force noted the desire for loops asapart mfthe sidewalk and trail system. These loops might beseen axaway ofestablishing ahierarchy ofpedestrian and bicycle facilities inthe community, organizing paths ofprimary non -motorized movement where mhigher concentration nf infrastructure supportive ofwalking and bicycling might be directed, Asthese routes become established, they offer greater legibility tothe sidewalk and trail network, and begin tolend asense ofidentity tothe community —and perhaps toeach °zone°ofthe community. Southwest Apple Valley |nSouthwest Apple Valley, the primary routes might be organized along Garden View Drive, Pennock Avenue/Pennock Lane, Whitney Drive, and acombination cf143ndStreet, Hayes Road, and 145thStreet. Most residents would bewithin about one-half mile ofthese routes, with many having existing sidewalks urtrails touse toreach the loop. The resulting loop totals about 3.7miles, orabout one hour walk. These routes follow roadways designated amcollectors, carrying traffic that is more likely to have origins or destinations within the zone --that is, the traffic isnot mer|ypassing through the zone. Forecasted volumes »ogcau B/ Ae MPa I Apple Valley (measured in ADT, average daily trips) for these routes, as noted in the Comprehensive Plan, are: Garden View Drive 6,400 south of CR 42 Pennock Avenue/Pennock Lane 14,000 to 15,000 Whitney Drive 3,800 143rd Street, Hayes Road, 145th Street 2,800 B i k e W a I k Apl)le Valley One of two possible zones far target implementation of trail and sidewalk improvements might be in Southwest Apple Valley, with its proximity to the 155th Street Transit Station, its location near downtown, and the Concentration of schools in the area. poge 37 Where Southwest Apple Valleys trails and sidewalks might occur largely along streets, inEast Central Apple Valley, n string pfconnected parks offers oov/que walking and bicycling opportunity, Improvements along these streets that would encourage walking and bicycling include clearly separated, sidewalks (with trees in boulevards) — particularly for the north -south routes with higher traffic volumes, sidewalks at a uniform width of six feet that are continuous across drives, and marked bicycle lanes omthe streets. Emphasis should beplaced ooproviding safe connections across County Road 42,particularly atits intersections with Garden View Drive and Pennock Avenue, where traffic volumes are significant and crossing distances are longer. This route includes astretch ofPennock Avenue that isapart ofthe Downtown Ring Route, auwell asWhitney Drive, which offers areasonable connection to the 155th Street Transit Station. The primary routes in this zone donot include any of the gaps noted by the city prassessed asapart ofthe gap analysis, However, there are gaps that were identified and assessed, and completion ofthose segments offers greater depth tothe network iothis part ofthe community. Recommended actions and improvements, beyond completion of missing segments, include: °Study of the potential for pedestrian safety enhancements at crossing ofmajor streets ° Completion mfsegments identified and assessed iuthe gap analysis ~ Establishing sidewalks consistently across driveway areas ° Enhancement oflighting along prima�ryroutes tolevels conducive for pedestrian movement (with illumination level based onadjacent land use) ~ Establishment ofstreet trees along primary routes • Implementation ofsidewalks ofconsistent widths along primary mutes ° Addition ufbicycle lanes with appropriate markings and signing along primary routes ° Implementation ofsi8nageand vvayMnding East Central Apple Valley East Central Apple Valley presents conditions similar, |nsome ways, to Southwest Apple Valley, The major difference bthe presence oftrails in city parks that form significant north -south connections. LikeSumthwes1 Apple Valley, aseries ofstreets and trails are defined ascore routes, vvi1hnnnstofthisareaw*ithinahowtune'ba|fmiie'vwithsidevva|kso|on8 neighborhood streets offering connections 10the core routes. On the north, the core route isfocused on 140thStreet, which also provides e significant link across the entire community, although \tischallenged byocrossing of[odairAvenue. Trails through parks from the westerly page 38 B / k o W/o / k Apple Valley core route, using Greenleaf Park and Cedar Isle Park for portions of the route. Similarly, parks are used for portions of the easterly link, including Summerfield Park, a public open space at 140th Street, Tintah Park, and Diamond Path Park. The south portion of the core route includes 147th Street and Upper 147th Street. The zone also includes Johnny Cake Ridge Road as a core route, given its location near the center of the zone. The streets that form portions of the core route are designated in the 2030 Comprehensive Plan as major or minor collectors, with projected traffic volumes (measured in ADT) as follows: 140th Street, west of Pilot Knob Road 15,800 to 22,500 140th Street, east of Pilot Knob Road 9,700 to 10,400 147th Street/Upper 147th Street, East Central ripple Valley has similar : west of Johnny Cake Ridge Road 11,000 to 13,200 logic far trail and sidewalk improvements as Southwest Apple Valley, Transit 147th Street/ Upper 147th Street, proximity, schools and downtown care east of Johnny Cake Ridge Road 7,000 to 11,000 important nearby destinations, and new Johnny Cake Ridge Road 16,300to 19,800 roadway corridors offer opportunities for accommodating contemporary trail and sidewalk facilities. B i k e W a i k Apple Valley page 39 The Ring Routeforms the core ofn downtown sidewalk network, but more localized con nocbmnsare still needed m serve walkers and bicyclists. Some streets will beimplemented inareas ofApple Valley that are currently undeveloped, presenting the significant opportunity to include well -considered trail and sidewalk facilities aothese roads are implemented nrupgraded coincident with new development, For portions ofthe core route that utilize trails inparks, continuity in navigation and lighting for night use will beimportant. For streets like 14OthStreet, the challenge may betrying $oachieve amore comfortable environment for walking orbicycling along the corridor given current traffic speeds. Completion ofidentified gaps will occur with development along Johnny Cake Ridge Road. Completion ofother missing segments will help V» connect neighborhoods tothe core routes. Recommended actions and improvements, beyond completion ofmissing segments, include: ° Study ofthe potential for pedestrian safety enhancementsaK crossing ofmajor streets; ° Completion ofsegments identified and assessed imthe8apanolymis; • Enhancement oflighting along primary routes tolevels conducive for pedestrian movement (with illumination level based onadjacent land ooe)iinthis case, the level ofillumination |nparks will be uconcern afneighbors who likely have experienced little orno lighting inthese parks; ^ Establishment ofstreet trees along primary routes; ° Implementation ofsidewalks wfconsistent widths along primary mutes; ° Addition ofbicycle lanes with appropriate markings and signing along primary routes; and • Implementation, ofsigna0eand wayfinding. Downtown Today inthe downtown area, movement bfocused onthe car, Streets and parking areas dominate, but inareas around the Central Village patterns of development are changing toones that better accommodate pedestrians. The introduction ofbus rapid transit ai|nngthe Cedar Avenue corridor, with asignificant station inthe downtown area, has the potential tospur greater pedestrian activity —and possibly bicycle activity —if reasonable accommodations are made. The patterns ofthe Ring Route form the core routes for movement inthe downtown area, and with wide sidewalks, afoundation for pedestrian movement has been established. Still, not all routes readily accommodate pedestrians, sites, iomany cases, fad toprovide proper connections p«8«*« 8/ke Wo/kApple Valley Inthe downtown zone,/inkrto transit are important improvements, particularly those connections that link m neighborhoods eusxundwest 4fdowntown. between buildings and the public realm ofthe street, and desire lines for movement toand from the DRTstation are not recognized for pedestrian movement. Key recommendations toenhance the downtown area for pedestrian movement include: ° Completion ofthe sidewalk network atthe gap locations identified; ~ Creation ofnew sidewalk urtrail links at key desire lines, especially the link across the pond area inthe southeast portion ofdowntown tocreate amore direct link tothe 8RTstation from the east and along Whitney Drive onthe west side ofCedar Avenue; v Implementation of lighting along trail routes in the downtown area toeffect more conducive passage during times oflimited daylight; • Implementation ofs|8nageand vvmyfindimBtoaid |nnavigation for pedestrians for routes across the community; and ~ Review ofsite design guidelines for parcels inthe downtown area tnensure logical connections are created between primary building entries and sidewalks ortrails. Facilitating bicycle movement inthe downtown area also looks first tn the Ring Route. Asnoted during interviews and asgained from public and stakeholder input during this process, serious bicyclists prefer to use downtown's streets, asthey view traveling on sidewalks less safe due to lack of visibility, varying cross slopes, and potential conflicts with pedestrian movement. Accommodation ofbicycle movement onstreets B ikeNro/k Apple Valley v*av4z requires a reconfiguration of roadways to provide bicycle lanes and other features that support safe on -street bicycle movement, in most cases taking the form of a three -lane roadway. Further engineering analysis will determine the viabilty of a conversion of segments of the Ring Route to a three -lane roadway, including consideration of average daily traffic (ADT) projections, the spacing of access points along the roadway, and factors such as system continuity. Major portions of the Ring Route have projected ADT (according to the recent Comprehensive Plan update) of the following: 147th Street 18,100 east of TH 77 10,600 west of TH 77 Galaxie Avenue 20,100 south of County Road 42 21,100 north of County Road 42 153rd Street 13,200 east of TH 77 10,300 west of TH 77 Pennock Avenue 14,200 south of County Road 42 14,700 north of County Road 42 Engineering analysis will determine the feasibility of reconfiguring some Of these streets to three lanes with on -street bicycle lanes. For some roadways a reconfiguration to three lanes is not possible, and a more extensive re -working may be necessary to accommodate an on -street bicycle lane. L,'xponsive parking lots without connections to a public sidewalk or trail limit the utility Recommendations for enhancing bicycle movement within Apple Valley's ofwalkin9 or bicycling in downtown. downtown area include: As new development occurs, or as improvements are contemplated, creating Creation of bicycle lanes on certain streets through reconfiguration these connections issignificant to walkers and bicyclists. It also results in a more of areas within the curbs to accommodate three lanes of traffic and humane experience for drivers once they bicycle lanes, or more extensive restructuring of the roadways to leave their cars to enter the store maintain traffic lanes while adding bicycle lanes; page 42 Bike Walk Apple Valley County Road 42 and Cedar Avenue forms a significant barrier to pedestrian and bicycle inovement. Incorporation of the overhead pedestrian bridges created for the Cedar Avenue BRT present a real opportunity for enhancing connectivity. ® Addition of signage indicating the presence of bicycle lanes for motorists, as well as special features that offer improved safety for bicyclists (such as bike boxes at intersections); • Implementation of signage and wayfincling to aid in navigation for bicyclists for routes across the community; and • Provision of bicycle parking areas near building entries, with a preference for a balance of bike lockers with open-air bike racks. Other factors also influence the ability for pedestrian and bicycle movement to be a reasonable choice in downtown Apple Valley. The downtown area does not exist on its own, so connections to nearby neighborhoods are a critical piece of the sidewalk and trail network. Crossings of Cedar Avenue remain an obstacle, and planned improvements to the roadway will focus at -grade crossings to a limited number of intersections. Bridges for pedestrians at BRT stations will facilitate crossings, but they link directly to the BRT stations, perhaps giving the impression to non-BRT patrons that these crossings are more or less the exclusive realm of the BRT system. In fact, if they provide for safe pedestrian crossing they should be designed to be a part of the city's trail and sidewalk network, with access for any pedestrian choosing to, use sidewalks or trails in the downtown area. This results in an additional action: working with the Minnesota Valley Transit Authority to maintain access to the BRT bridges for non-BRT users, and providing signage and educating the public about the accessibility of the BRT bridges over Cedar Avenue. Facilities supporting walking and bicycling Having pavement or stripe defining a bicycle path on a street is only a beginning. A true system, will look to support the users of Apple Valley's trails and sidewalks with navigation aids, street trees along key routes (a strategy achieving environmental goals as well as system legibility), lighting, benches and trash receptacles, and even drinking fountains B i k e W a I k Apple Vallcy page 43 00 . . . .. . ......... .. Nodes along walking card bicycling routes and public art. While these features are oriented in scale and detail might be enhanced with futures thatserve to pedestrians, they serve bicyclists as well, and even suggest cues the needs of users, while lending identity to to motorists about proper driving speed, community navigation, and the community and its neighborhoods, integration of vehicle movement with other modes. Wayfinding signs and kiosks are important components of a trail and sidwalk network, * 1P 3 rQ M I Some features are linear in nature, and work to define routes in their entirety. Street trees and lighting along core routes can be used to reinforce a hierarchy of pedestrian and bicycle facilities, much like downtown's Ring Route suggests a zone for the community's commercial activity core. Other features are grouped in key locations or set as individual pieces along walking and biking routes. At intersections of core routes, wayfinclingsignage and possibly kiosks or small shelters might occuir. In other locations, a stand-alone wayfinding sign or kiosk might be used to guide trail and sidewalk users. While, these features serve trail and sidewalk users for navigation and page 44 Bike Walk Apple Valley comfort, they lend asense ofidentity and create opportunities for gathering—ifevenat a snua|[ scale. Importantly, they convey a message about Apple Valley, and its orientation toactive and healthy lifestyles. Costs of construction and maintenance The process ofcreating this plan recognized that completion ofthe trail and sidewalk network will require capital and operating expenditures, In this plan, the costs cfcompleting gaps were assessed along with projecting the annual maintenance costs for each ofthe gaps, The construction cost analysis for each gap considered the possible need for seven items that would have totobeconstructed for the gap tobe considered complete. These needs included crosswalk paint, bituminous trail, six and eight foot wide concrete sidewalks, signal count down timers, pedestrian ramps and retaining walls (with the possibility ofretaining wall fencing). Assumptions made in the construction analysis included: • ifagap crosses abarrier asindicated inthe gap analysis sidewalk paint isneeded; ° /fagap approaches orhas the need 10cross araised curb a pedestrian ramp will need 1obeconstructed, and ifmocurb exists or ifitisnot raised apedestrian ramp isassumed not tmbeneeded; ° ifagap crosses abarrier where estop light ioinvolved and the stop light does not have asignal countdown timer one isneeded to complete the gap; • aretaining wall isneeded when the slope ofthe gap area isassumed tobetoo steep uphill ordown hill tocomplete the, gap otherwise; Even mtthe scale cf'wulking,small signs are important in guidiiWusers to their 8i kx N/m I Apple Vo]|uy poge45 The cost of constructing gaps identified in the plan is demonstrated in the "Example" (top) and "Gap Number 1 " (bottom),- a breakout of costs of all gap segments is included in Appendix B. page 46 bap MnnnUer construction Nam Unit Home Unit Cost Quanl Cos " 1, $0 7— rosswolk paint gh—ummou-s Trail Each Wo 25 G—Concrete Sidewalk L YT—Oncref6 Sidewalk $Q nal iffownTirner- desir�anHemp ac -26 $0 $U etaining all SF construction Subtotal Y. axttin en D E;ap Number I E" side of 14 h St TFetwe a en G and C struction 'VPlans. Conan Unit Name U"6YC st Quantity Cost ,.s.wa lk ViLt 0 ---VM25 Biturninou s T roil 3M7 0 6';oncrete Sidewalk LF ri ----T o- Concrete dewalk Lr , — 0 S1 nal Countdown Timerg Erich8000 — 0 $ $A,UJJU destrian am p Each M 26 RetaWnin Nall SF Construction Su fatal JIUz,4n_ • fencing is included with the gap if the slope is too far down hill; and • the gap is assumed to be constructed of the same material as the trail or sidewalk it connects to. A complete assessment of the costs of constructing trails or sidewalks at identified gaps is included in Appendix B. The maintenance costs were examined using methods similar to the construction cost assessment. The maintenance costs were determined by evaluating the gap on five possible needs to keep the gap safe and functional: a re -painting cross walks; * replacing 6' wide concrete surfaces; - replacing 8' wide concrete surfaces; e bituminous patching; and o landscaping/root pruning. The frequency of each maintenance activity was also projected for each gap segment: e concrete surfaces have a service life of approximately 25 to 30 years, so it was assumed that approximately 333% of the sidewalk would need to be replaced each year; e bituminous surfaces are weaker than concrete resulting in a shorter service life, so it was assumed that more frequent patching —about 6% of the trail system —would be required each year; o based on the policies of a number of cities, it was determined that Bike Walk Apple Valley Maintenance items Unit Niame unit Cost Quant' YearI Cost. Life Time Cost (20 Mrs) P e- Pa n t Cross 7770— —ra 7 —= o $7 6Toncrete Peplacement Slabs —LF 3-5 0 $0 B'Gon 8 ment Sa re t e �a Itc LA2 L 91 ugn7u; nE , Bituminous q 7F 16 0 $0 $0 Land scapinyko Ot Pruning LF 8 0 $0 $0 1 Maintenance TeFa—Ij---FO—j 9 Maintenance fterns Unit Name Unit Cost Quantitv Year Cost Life Time Cost (20 yrs) Re -Pant r.-toss Walks 9775—ncrete Reptacement Slabs Each 600 LF i 35 0 b U t 0 $0 8'Concrete HeptacFment -Slabs Bituminous Patching —7F— 48 16 0 W V977 P) $59,462 Land scapingtRo ot Pruning LF 8 3097 $619 `2 , I Maintenance To—Ii7j $3,593 1 171 :805 crosswalks would require annual repainting; * the costs of replacing sections of concrete, in instances where only partial replacement of a segment is required, would cost more than the initial construction; and * tree root pruning and general landscape care would be required oon approximately 2.5% the network per year. A complete assessment of the costs of maintaining the trails or sidewalk at identified gaps is included in Appendix B. The cost of maintaining gaps identified in the plan is demonstrated in the "Example" (top) and "Gap Number I " (bottom); a breakout of the costs of all gap segments is included in Appendix B. While snow removal is often mentioned as a need, regular sweeping of trails and sidewalks promotes their use. B i k e W a I k Apple Valley page 47 B i k e W a! k Apple Valley Appendices Appendix A. Summary of interviews conducted Appendix B: HR Green Company Memo re: Comprehensive Trail and Sidewalk Plan Bike Walk Apple Valley Appendix Appendix A: Summary of interviews conducted As part ofthe community outreach and tosupplement the work of the Task Force, several interviews of key stakeholders were conducted: ° Apple Valley Mayor Mary Hamann -Roland ° Apple Valley Planning Commission ° Apple Valley Parks and Recreation Advisory Committee ° Apple Valley Transportation Safety Advisory Committee °EdKearney, President and CEO nfApple Valley Chamber of Commerce ° Jeff KAilbawer, President ofValley Bike and Ski Shop " Bike Friendly Apple Valley ° Kris Jenson, Community Health Specialist, Dakota County Public Health Department The following |sasummary nfthe key points made inthose interviews regarding issues, opportunities, directions, and limitations: ° Biking inApple Valley needs tnbesafe, easy, fun, and cool. |tneeds to be the preferred choice. Walking on sidewalks and paths should be available, accessible, and connected too, 1ogive residents ready choice for amore active life. � There are no striped bike lanes in Apple Valley. Consider creating adual system, one for those who have mdefinite destination in mind and asecond for recreational bikers, Consider "calling out" bike routes bypainting them green orblue aaisdone inother cities. Look atappropriate locations for bike boxes utsignalized intersections. �Consider creating a3-|uneconfiguration for most ofthe roadways that comprise the Downtown Ring Route, tnpermit the creation of bike lanes. This will help people get around downtown for lunch, and generally help all businesses. Link the shopping centers. Bike and pedestrian improvements will help downtown businesses. � Don't just fill gaps inour existing sidewalk and path, system. Try to create bicycle loops that connect parks and major destinations., including Ensure that there are direct connections tnthe new BRT transit service stops. Sidewalks should bethought ufaoasystem, mm agrid, togive pedestrians multiple options. Doitright, with proper signa0efor orientation and directions. °Develop aprogram for bike racks onboth public facilities and private businesses. Make them amarketing tool for active living for everyone. Work with businesses toensure that bike racks are appropriately located (consider safety, convenience) to promote their use. ° Put resources into better marked crosswalks. Consider special signals designed for bikers and walkers only. Make biking and walking equal and special, anattractive alternative \ousing your car ;ogrA-I B i k e N/o/k Apple Valley all the, time. ° Ensure that off -road trails are plowed very soon after snowfalls. ° Life inawheelchair isalready difficult, but imApple Valley trying tn get anywhere inmwheelchair ioextremely difficult and dangerous. This situation needs tobeimproved. w Install "stations"along the bike and pedestrian routes, with benches, exercise stations, water fountains. Consider business sponsorships orpartnerships for these amenities/features. ° Reconsider using the Apple Valley Transit 'swoosh~designio sidewalks because this design causes problems for young bikers. No curved seams, please, ° Make aspecial effort tomake the 155ihStreet tmnsitstation more attractive and usable for transit riders and others. Include amenities such aoacoffee shop. • The City should check all ofits ordinances 10make sure that they donot discourage orprohhbbdesired improvements for bikers and walkers. " Focus nmmaking needed improvements for our children, especially ontheir routes tnschools, The City and County and School District should all work together toimplement the recommendations ofthe recently -completed Safe Routes tnSchool reports. ° Consider the changing demographics inApple Valley. VVmhave am increasing number ofseniors who need tohave good facilities for active living. ° Work closely with Dakota County 10complete the Dakota County North Creek 6reeo*voyproject. B/komPm/kApple Valley puJeA-z re: Comprehensive Trail and Sidewalk Plan MEMO FPO To: City of Apple Valley From: Jack Broz Subject: Comprehensive Trail and Sidewalk Plan Date: July 14, 2010 1. PROJECT GOAL The goal of the project is to use the 40 identified gaps in the City of Apple Valleys sidewalk and trail network and create a priority list of potential improvements. Gaps were defined as a measured distance in either the sidewalk or trail system that was missing on either side within the right of way. For the purpose of potential implementation, gaps will be rankled based on criteria and given a cost estimate. 2. PROJECTAPPROACH The project involved analyzing existing conditions and factor's that contribute to sidewalk and trail use in the City of Apple Valley. The gaps within the project area were ranked based on their need for improvements using Geographic Information System (GIS). Existing data from the Metropolitan Council, ILHB, Minnesota Valley Transit Authority, and the City of Apple Valley are used as the base map. The gaps were then analyzed by determining cost estimates to complete each gap and providing estimated yearly and lifetime maintenance costs. 3. GAP PRIORITIZA'17110N RANKING The sidewalk and trail prioritization ranking process examined the gaps within the project area and ranked them based on their need for improvements to facilitate access for both bicyclist's and pedestrians. The variables were divided into four different groups 1) land use 2) transportation 3) current city connections and 4) crossing of barriers. Specific variables were identified within each group and assigned a weighted value (1-5) that corresponded to the vanables impact on the gap. The gaps that received the highest weighted scores will identify priority locations for improvements. The following Tables 1 and 2 identify the variables for trails and sidewalks separately because of the different needs of bike/trail and sidewalk/pedestdan users. These are preliminary weighted values and were vetted with the public and officials based on the rationale provided. The connectivity ranking system is also included in the analysis in order to capture the benefits of diversity of land uses along a route as well as from crossing banners in the system. If the trail or sidewalk crosses a street via a designated crosswalk, then the land uses within the buffer area will also be included in the connectivity, progress. innovation. expertise. page B-1 B i k e W a 1k Apple Valley 4. COST ANALYSIS The cost analysis examined initial construction costs and maintenance costs for each individual gap. The construction cost analysis of each gap considered the possible need of seven different items that would have to to be constructed in order for the gap to be considered complete. These needs included crosswalk paint, bituminous trail, six and eight foot wide concrete sidewalks, signal count down timers, pedestrian ramps and retaining walls (with the possibility of retaining wall fencing). Assumptions made in the construction analysis were as follows: 1) if a gap crosses a barrier as indicated in the gap analysis sidewalk paint is needed. 2) if a gap approaches or has the need to cross a raised curb a pedestrian ramp will need to be constructed, if no curb exists or if it is not raised a pedestrian ramp is assumed not to be needed, 3) If a gap crosses a barrier where a stop light is involved and the stop light does not have a signal countdown timer one is needed to complete the gap, 4) A retaining wall is needed when the slope of the gap area is assumed to be too steep uphill or down hill to complete the gap otherwise-, fencing is included with the gap if the slope is too far down hill. 5) The gap is assumed to be constructed of the same material as the trail or sidewalk it connects to. The construction costs are included in the sample analysis, figure 1. The maintenance costs were examined in similar technique to the construction costs. The maintenance costs were determined by evaluating the gap on 5 possible needs to keep the gap safe and functional. The possible needs were re -paint cross walks, replace 6' and 8' wide concrete, bituminous patching, and landscaping/root pruning. The frequency of need for each maintenance need was also determined, Concrete lifetime is approximately 25-30 yrs so it was assumed that approximately 3,33% of the sidewalk would need to be replaced a year. Bituminous material is weaker than concrete so it was assumed to need, more frequent patching: approximately 6% of the trail system per year. After consulting with varies cites' policies it was determined that crosswalks would require repainting once per year, it was also determined it would cost more to replace sections of concrete sidewalk than it would for initial construction. It was also assumed that the gap would require tree root pruning and general landscaping on approximately 2.5% the network per year. The maintenance costs are included in the sample analysis, figure 1. progress. innovation. expertise. B i k e W a I k Apple Valley page R-2 Analysis progress., innovation. expertise. page R-3 Bike Walk Apple Valley Lai I WK012-11=1 4:11REIIIIII 4 The following Figures are identify the land use and gap locations in the tail system, The two maps illustrate and example of how the connectivity ranking system methodology. 21 V T Uma =1 � �11 W Figure 3: Gap Identification Trail: mmmm Buffer° — — - progress. innovation. expertise, The connectivity ranking system provides additional analysis for sidewalk and trail pnoritization. The ranking system identifies the gaps (Figure 3 as 32 and 33) and accounts for the type of land use (Figure 2), Each type of land use receives one point if it is parallel to the sidewalk or within the trail buffer zone. The buffer zone is 500 feet around the identified gap. The connectivity The point system assumes that a gap that connects more than one type of land use is more important than a gap connecting only one land use. This is due to the origin -destination integration along the potential trail/sidewalk.. Crossing a barrier via crosswalk/pedestrian bridge would also include the land uses extending across the street. For example, in Figure 2 and 3, Gap 33 includes Low Density Residential (LD) as well as Medium Density (MD), a Park (P), and Commercial (C) would receive a connectivity ranking of four. Gap 32 would receive only a value of one because it only connects Moderate Density (MD) residential. Separate commercial nodes, parks, and destinations each receive their own point of connectivity. The connectivity ranking table would then be weighted based on the number of connections. The connectivity weighting is added to the total for score for weighting factors. Connectivity is weighed as 1 point per land use. For example: Total score = Sum(weighting factor variables) + connectivity points. CONNEC11VITY TABLE CONNECTIVITY POINTS WEIGHTING 1 2 1 2 3 3 4 4 5 5 B i k e W a I k Appic, Valley page R-4 TABLE 1: TRAIL GAP WlEIGHTING FACTORS Variable Weighting Factor (1-6) Rationale 1) Land Use Low Density Residential 2 Modurn Density Residential 3' Levels of residentid density can determine have many High Density Residential 4 potential users of trails will reside in the area Neighborhood Sertnces 3 Commercial Commercial areas are a destination that attractuips Downtown Core �4 Imloroved connections can increase ffic- numbor 4 udorc Rio downtown core would be weighted higher than other business nodes clue to concentration of Business Nodes 3 commercial destinations Less likely crest tnoun to attract recreational and or Industrial 1 commuting depenchrig on the nature oii the rri 16 site. Commercial and residerifid areas can attract riders Mixed Use 3 weighted lughe for sidewalks 4 Institutions such as ChLirches and government Institutional serviceF, can attract riders 4 Co and regional parks are a destination for recreationParks and can attract discretionary and recreational travel Schools racerattract riders ospocially children as Safe SchozAs 5 Routes w School program. 2) Transportation The Minnesota valley transit Authority (MVTA) offers park and ride bus rapid transil: from three slops on Cedar Ave - Ri s Raid Transit �BPT) 4 (.'�,dar Avenue These stops attract tyke riders that choose cycling from the short trip from home to bus stop The bus can then corrilnuto to the end destination. 3 The MVTA offs expanded local and regional service offers Other iAVTA Stops that attract park and ride cy61S to the StOPS. Regional trail alternatives connect local riders to a Regional Trail Alternatives 4 larger regional take sysiGir) Regional trails ai users burn origin to destination for recreation ui commuting The downtown area route is defined in the 1987 Ring Route- Downtown Route 3 Commercial Ar37Planning Study rclentres a ring route that connects commercial areas The trail sytem con ri ons are weighted on the measures of existing trawl infrastructure The gaps are 3) Current City Corrinections measured as no existing ruaii alternatives and existing parallel trail Atemative No trill exists on either side d the street No Afterri 3 Impruiernent would connect a gap between broo traillreads. A trail alreaciv exists on either side of the right-of-way Riders rney choose the afternative and expanding the Alternative Connection system i nay either be redundant or increase accessibility depending on location. A parallel trail would be more heavilVweighed if it Potential Connection Expansion 2 improved accessibility to destinations on both side of right. of - way, progress. rinnovatillon. expertise. page 8-5 B i k e Wa 1 k Apple Valley TABLE 2: SIDEWALK GAP WEIGHTING FACTORS Variable Weighting Factor it Rationale 1) Land Use Low Density Residential 2 Medium Density Residential 3 Levels of residential density ran determine how many High Density Residential I potential users oftrails will reside in the area Neighborhood Services 3 Downtown Core 4 Commercial areas are a destination that 3thacttrV, improved connections can increase the number of riders The downtown core would be weighted higher Business Nudes 2 than other business nodes due to concentration of . . . ........ — - ----- commercial destinations --- ------- Less likely destination to attract recreational and or Industrial commuting depending on the nature at the industrial site. Mixed Use qCommercial and residential areas can attract riders weighted higher for sidewalk.: Institutional 3 Institutions such an churches and government services can attract riders Par" 4 City and regional parks are, a destination for recreation and can attract discretionwy and recreational travel . ......... . SchDDIs 5 "one ols ran attract riders especially children as 9afe n Routes to School program 2) Transportation The Minnesota YWIEy transit Authority (MVTA) offers park and ride bus rapid transit fforrin three stops on Cedar Ave Bus Rapid Transit (8PT) 4 Cedar Avenue These stops attract bike riders that choose cycling from thie shorttrip from home to bus stop The bus can then commute to the end des;tinafian Other MVTA Stops 3 The MVIA offers expanded locW and regional ser,,ice that attract park and ride cyclists to the. stops. Regional trail alternatives, conneci, local riders to a Regional Trail Alternatives 2 larger regional bike system Regional trails attract users from origin to destination for recreation or commuting The downtown area route is defined in the 1987 Ring Route - Downtown Route 4 Commercial Area Planning Study ideni a ring route that connects commercial areas. The trail sytem connections are weighted on the 3) Current City Connections measures of existing trail infrastructure The gaps are measured as no existing trail alternatives and existing parallel trail altermative No Alternative 4 No trail exists on either side or the street Improvement would connect a gap between two trallheads A trail already exists on either Side Of the right-of-way Alternative Connection Riders may choose the alternative and expanding the system may either be redundant ormcrease accessibility depending on location A parallel trail would be more freamly weighted ff it Potential Connection Expansion 2 improved accessibility to destinations on both side of night of-" If an alternative exists and the gap is location near an Connection Expansion Restricted I unexpandabie location and or provides no accessibility there these gaps are weighted lower. 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