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HomeMy WebLinkAbout01.16.18 Council Packet Meeting Location: Farmington Farmington City Hall Minnesota 430 Third Street Farmington,MN 55024 CITY COUNCIL REGULAR MEETING AGENDA January 16, 2018 7:00 P.M. Action Taken 1. CALL TO ORDER 7:00 P.M. 2. PLEDGE OF ALLEGIANCE 3. ROLL CALL 4. APPROVE AGENDA 5. ANNOUNCEMENTS/COMMENDATIONS a) Introduction of Finance Director Teah Malecha Introduced 6. CITIZEN COMMENTS/RESPONSES TO COMMENTS(This time is reserved for citizen comments regarding non-agenda items.No official action can be taken on these items. Speakers are limited to five minutes to address the city council during citizen comment time.) 7. CONSENT AGENDA a) Approve Minutes of the January 2, 2018 City Council Meeting— Administration Approved b) Approve Minutes of the January 8, 2018 City Council Work Session— Administration Approved c) Approve Appointments to Boards and Commissions—City Council Approved d) Adopt Resolution Approving a Gambling Event Permit for the Farmington Area Education Association—Community Development R2-18 e) Adopt Resolution Approving Application for a Redevelopment Planning Grant for Highway 3 Corridor Study—Community Development R3-18 f) Approve Parks Vehicle/Plow Replacement—Municipal Services Approved g) Appointment Recommendation Communications—Human Resources Approved h) Appointment Recommendation Fire Department—Human Resources Approved i) Approve Position Reclassification—Human Resources Approved j) Approve Bills - Finance Approved REGULAR AGENDA 8. PUBLIC HEARINGS 9. AWARD OF CONTRACT 10. PETITIONS,REQUESTS AND COMMUNICATIONS a) Fourth Quarter 2017 and Year End New Construction Report and Population Estimate Information Received 11. UNFINISHED BUSINESS 12. NEW BUSINESS a) Bike Pedestrian Plan Project Funding Application Approved b) Replacement of the 1999 Street Sweeper Approved 13. CITY COUNCIL ROUNDTABLE 14. ADJOURN 411kRi►,r , City of Farmington 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 POOF www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: David McKnight, City Administrator SUBJECT: Introduction of Finance Director Teah Malecha DATE: January 16, 2018 INTRODUCTION New Finance Director Teah Malecha will be in attendance at the January 16, 2018 city council meeting. DISCUSSION Teah Malecha started work as the Finance Director on Monday, January 8, 2018. Tia comes to Farmington after serving in a similar position with the City of Excelsior since 2016. Please welcome Teah to Farmington in her new role as our Finance Director. BUDGET IMPACT NA ACTION REQUESTED Welcome Teah Malecha to Farmington and ask any questions you may have. �o�FAR City of Farmington p 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 ""�.,,, www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: David McKnight, City Administrator SUBJECT: Approve Minutes of the January 2, 2018 City Council Meeting-Administration DATE: January 16, 2018 INTRODUCTION Attached for your review are the minutes of the January 2, 2018 city council meeting. DISCUSSION NA BUDGET IMPACT NA ACTION REQUESTED Approve the minutes of the January 2, 2018 city council meeting. ATTACHMENTS: Type Description ❑ Backup Material January 2, 2018 City Council Minutes CITY OF FARMINGTON CITY COUNCIL MINUTES REGULAR MEETING JANUARY 2,2018 1. Call to Order Mayor Larson called the meeting to order at 7:00 p.m. 2. Pledge of Allegiance Boy Scout Alex Kindseth led those in attendance in the Pledge of Allegiance. 3. Roll Call Present-Larson, Bartholomay, Bernhjelm, Craig and Donnelly Staff Present-Administrator McKnight and Human Resources Director Wendlandt. 4. Agenda Motion by Bartholomay, second by Donnelly,to approve the agenda. APIF, motion carried. 5. Announcements/Commendations None 6. Citizen Comments None 7. Consent Agenda Motion by Bartholomay, second by Bernhjelm,to approve the consent agenda: a) Approve Minutes of the December 18, 2017 City Council Meeting-Administration b) Approve Seasonal Hiring-Human Resources c) Approve Siteimprove Agreement-Human Resources d) Approve School and Conference Request-Human Resources e) Acknowledge Resignation Police Department-Human Resources f) Approve Bills-Finance APIF, motion carried. 8. Public Hearings January 2, 2018 Minutes - 1- None 9. Award of Contract None 10. Petitions, Requests and Communications None 11. Unfinished Business None 12. New Business a) Annual Organizational Matters Administrator McKnight presented the annual organizational matters for consideration. A motion was made by Bernhjelm, second by Craig,to approve the 2018 annual organizational matters. APIF, motion carried. 1) That Councilmember Bernhjelm be designated as Acting Mayor from January 2, 2018 through December 31, 2018. 2) That the Farmington Independent be designated as the official publication from January 2, 2018 through December 31, 2018. 3) Continue the agreement for legal services with Campbell Knutson,Joel Jamnik as city attorney for 2018. 4) That Anchor Bank of Farmington, Morgan Stanley, Oppenheimer and Co, Inc., RBC Capital Markets, Roundbank of Farmington and Wells Fargo Securities, Inc. be designated as the official depositories from January 2, 2018 through December 31, 2018. 5) That all sworn personnel in the Farmington Police Department be designated as process servers for calendar year 2018. 6) Approve a $1,000,000 Faithful Performance bond for the city clerk. January 2, 2018 Minutes -2- 7) Ordinance No. 2017-734 Establishing Fees and Charges for licenses and permits for 2018 was adopted on November 6, 2017. 8) Appointments to Boards and Commissions-Candidates will be interviewed on January 8, 2018 and appointments will be made on January 16, 2018. 9) Appoint Councilmember Craig as the primary and Mayor Larson as the alternate representatives to the ALF Ambulance Board. 10)Currently Councilmember Bartholomay serves as the Director and Mayor Larson as the Alternate Director to the Dakota Communications Center Board of Directors through December 31, 2018. 11)Appoint Mayor Larson as the city's representative to the CEEF Committee. 12)Appoint Councilmember Bernhjelm, Administrator McKnight and a Planning Commission member of their choice to the Empire/Farmington Planning Advisory Committee. 13)Appoint Mayor Larson, Administrator McKnight and a Planning Commission member of their choice to the Castle Rock/Farmington Discussion Group. 14)Appoint Councilmen Donnelly, Administrator McKnight and a Planning Commission member of their choice to the Eureka/Farmington Planning Advisory Committee. 15)Appoint Councilmembers Donnelly and Bernhjelm to the MUSA Review Committee. 16)Appoint Mayor Larson and Councilmember Bernhjelm to the Liquor Operations Committee. 17)Appoint Councilmembers Craig and Donnelly to the Farmington Intergovernmental Committee. 18)Appoint Councilmember Craig as the primary and Mayor Larson as the alternate to the Dakota Broadband Board. 19)Appoint Brenda Wendlandt as Director and Jim Constantineau as Alternate to LOGIS for 2018. 20)Appoint by Resolution R1-2018 David McKnight as the Responsible Authority for data practices and Brenda Wendlandt as Data Practices Act Compliance Officer and Brian Lindquist as Responsible Authority for law enforcement for 2018. January 2, 2018 Minutes -3- 21)Approve City Council By-Laws as presented. 22)Approve City Council Policies as presented. b) Annual Report on City Council, Boards and Commissions Attendance City Administrator McKnight presented a summary of the city council, boards and commissions attendance for 2017. Of the 32 elected and appointed positions, as a group they attended 85.2%of meetings. The range of attendance by group was from 75%to 94.7%. Special recognition was given to Marge Koski, Roger Wood, Fred Schmidke, Kay Bennett, Bill Wierke and Geraldine Jolley who attended 100%of their meetings. McKnight thanked the city council and all of the board and commission members for their commitment to Farmington in 2017. The city council expressed their thanks to all of the board and commission members who invest their time into our community. 13. City Council Roundtable Donnelly-Wished everyone a happy new year. Bernhjelm-Wished everyone a happy new year. Craig-Wished everyone a happy new year. Bartholomay-Wished everyone a happy new year. Larson-Reminded residents of the upcoming Community Expo to be held on Saturday,January 27, 2018 at FHS and encouraged residents to shop local. 14. Adjourn Motion by Bartholomay, second by Bernhjelm,to adjourn the meeting at 7:08 p.m. APIF, motion carried. Respectfully Submitted 43twa 14/0 K.4.11,1- David McKnight, City Administrator January 2, 2018 Minutes -4- 4ittRir*, City of Farmington sty 71- 430 Third Street ,20 Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 'in.. www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: David McKnight, City Administrator SUBJECT: Approve Minutes of the January 8, 2018 City Council Work Session-Administration DATE: January 16, 2018 INTRODUCTION Attached for your review are the minutes of the January 8, 2018 city council work session. DISCUSSION NA BUDGET IMPACT NA ACTION REQUESTED Approve the minutes of the January 8,2018 city council work session. ATTACHMENTS: Type Description D Backup Material January 8, 2018 Work Session Minutes CITY OF FARMINGTON CITY COUNCIL MINUTES WORK SESSION JANUARY 8, 2018 Mayor Larson called the work session to order at 5:30 p.m. Roll Call Present-Larson, Bartholomay, Bernhjelm, Craig and Donnelly Absent-None Agenda Mayor Larson acknowledged the agenda as presented. Board and Commission Interviews The city council conducted interviews of candidates for board and commission seats. Adjourn Mayor Larson adjourned the meeting at 7:30 p.m. Respectfully Submitted D David McKnight, City Administrator January 8, 2018 Work Session Minutes -1- fitFARM4 City of Farmington 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 '`"'.4moo' www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Cynthia Muller,Administrative Assistant SUBJECT: Approve Appointments to Boards and Commissions-City Council DATE: January 16, 2018 INTRODUCTION The city council interviewed applicants for various boards and commissions. DISCUSSION The city council is recommending the following applicants be appointed to the designated boards and commissions listed below: Planning Commission 2/1/18— 1/31/20 Steve Kuyper 2/1/18— 1/31/20 John Franceschelli 2/1/18— 1/31/20 Krista Tesky Rambling River Center Advisory Board 2/1/18— 1/31/21 Kay Bennett 2/1/18— 1/31/21 Marjorie Koski 2/1/18— 1/31/21 Roger Wood Water Board 2/1/18— 1/31/21 Mitchell Snobeck Economic Development Authority 2/1/18— 1/31/24 Hannah Simmons Parks and Recreation Commission 2/1/18— 1/31/21 David McMillen 2/1/18— 1/31/20 Neil Ramdhan BUDGET IMPACT Stipends are included in the 2018 budget. ACTION REQUESTED City council by-laws state that commission appointments shall be made at the second regular meeting of the year. Therefore, the action requested is to approve the appointments to the various boards and commissions for the above stated terms. 4FARir4 City of Farmington 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 ,,PRO www c i.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Cynthia Muller,Administrative Assistant SUBJECT: Adopt a Resolution Approving a Gambling Event Permit for the Farmington Area Education Association-Community Development DATE: January 16, 2018 INTRODUCTION The Farmington Area Education Association is requesting a gambling event permit for a bingo fundraiser. DISCUSSION Per State Statute 349.166 and pertinent city code, a gambling event pemit must be issued by the city for this type of event. An application has been received, along with the appropriate fees. The city attorney has reviewed the application and the attached resolution approving the request. BUDGET IMPACT Gambling fees are included in the revenue portion of the 2018 budget. ACTION REQUESTED Consider the attached resolution granting a gambling event permit to the Farmington Area Education Association, to be held at St. Michaels Catholic Church, 22120 Denmark Avenue, on February 23, 2018. ATTACHMENTS: Type Description D Resolution Resolution RESOLUTION NO. R2-18 APPROVING A MINNESOTA LAWFUL GAMBLING EVENT PERMIT APPLICATION FOR THE FARMINGTON AREA EDUCATION ASSOCIATION Pursuant to due call and notice thereof,a regular meeting of the City Council of the city of Farmington,Minnesota,was held in the Council Chambers of said city on the 16th day of January 2018 at 7:00 p.m. Members Present: Larson, Bernhj elm, Craig Members Absent: Bartholomay,Donnelly Member Bernhjelm introduced and Member Craig seconded the following: WHEREAS,pursuant to M.S. 349.166,the State of Minnesota Gambling Board may not issue or renew a Gambling Event Permit unless the City Council adopts a resolution approving said permit; and, WHEREAS,the Farmington Area Education Association has submitted an application for a Gambling Event Permit to be conducted at 22120 Denmark Avenue,on February 23, 2018, for Council consideration. NOW,THEREFORE,BE IT RESOLVED by the Farmington City Council that the Gambling Event Permit for the Farmington Area Education Association,to be held at 22120 Denmark Avenue, is hereby approved. This resolution adopted by recorded vote of the Farmington City Council in open session on the 16th day of January 2018. Mayor Attested to the day of January 2018. Adminis ator SEAL oARift*, City of Farmington 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 pie ', www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Adam Kienberger, Community Development Director SUBJECT: Adopt a Resolution Approving Application for a Redevelopment Planning Grant for Highway 3 Corridor Study-Community Development DATE: January 16, 2018 INTRODUCTION The Dakota County Community Development Agency(CDA)annually solicits applications for its Redevelopment Incentive Grant Program(RIG), which provides cities within Dakota County matching grants for eligible redevelopment activities. Farmington's most recent utilization of this program was for the Downtown Redevelopment Plan. Staff is seeking approval by resolution to apply for a$15,000 planning grant to study the Highway 3 corridor. DISCUSSION As the 2040 Comprehensive Plan update takes a holistic look at the community's long-term development, more localized study is often needed to identify specific activities that fit within those long-term development goals. Following the completion of the 2040 Comp Plan update, the EDA plans to review one of Farmington's oldest commercial corridors along Highway 3. They recently recommended a portion of Farmington's Community Development Block Grant(CDBG)dollars be allocated to this activity in 2018 in amount of $15,000. City Council approved the 2018 CDBG application at its meeting on December 18. This amount serves as the required match for a possible RIG award of$15,000 from the Dakota County CDA. Upon successful application and award, EDA and staff will scope a request for proposals to outline desired outcomes for a redevelopment study of the Highway 3 corridor. A completed application is due by January 19, 2018 accompanied by an approved city council resolution. BUDGET IMPACT To be determined based on proposals from a variety of planning consultants and successful award of a RIG grant. ACTION REQUESTED Approve the attached resolution authorizing application for a 2018 Redevelopment Incentive Grant Planning Application for a Highway 3 Corridor Study in the amount of$15,000. ATTACHMENTS: Type Description D Resolution RIG Planning Grant Application Resolution Er....,_. Dakota County ni. Community Development Agency CDA RESOLUTION NO. R3-18 APPROVING APPLICATION FOR A REDEVELOPMENT PLANNING GRANT FOR HIGHWAY 3 CORRIDOR STUDY Pursuant to due call and notice thereof, a regular meeting of the City Council of the city of Farmington, Minnesota, was held in the Council Chambers of said city on the 16th day of January 2018 at 7:00 p.m. Members Present: Larson, Bernhjelm, Craig Members Absent: Bartholomay, Donnelly Member Bernhjelm introduced and Member Craig seconded the following: WHEREAS, the City of Farmington has identified a proposed project within the city that meets the Dakota County Community Development Agency (CDA) Redevelopment Incentive Grant program's purposes and criteria; and WHEREAS, the city has established a Redevelopment Plan of which the proposed project is a component; and WHEREAS, the city has the capability and capacity to ensure the proposed project be completed and administered within the Redevelopment Incentive Grant program guidelines; and WHEREAS, the city has the legal authority to apply for financial assistance; and WHEREAS, the city is supportive of affordable housing and of the CDA's mission, to improve the lives of Dakota County residents through affordable housing and community development. NOW THEREFORE BE IT RESOLVED that the city of Farmington approves the application for funding from the Dakota County CDA Redevelopment Incentive Grant program. BE IT FURTHER RESOLVED that upon approval of its application by the Dakota County CDA, David McKnight, the City Administrator, is hereby authorized to execute such agreements as are necessary to receive and use the funding for the proposed project. This resolution adopted by recorded vote of the Farmington City Council in open session on the 16th day of January 2018. Mayor Attested to the '3`qday of January 2018. di ' i Administ .tor SEAL 4,0/4'W ci RMi4 City of Farmington 4 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 ,,,,O, www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Todd Reiten, Municipal Services Director SUBJECT: Approve Parks Vehicle/Plow Replacement-Municipal Services DATE: January 16, 2018 INTRODUCTION Fleet Unit#0915 is a 1999 Chevrolet 2500 pickup truck with an extended cab and long box assigned to the Parks Department. Due to the current condition of the truck, it is no longer used much in the summer months. However, it is the primarily truck used to plow trails in the winter. Replacement will increase the utilization and allow it to be configured more adequately for the intended use. The truck itself has declined and the city will not realize a return on investment in the residual value for any repairs. This truck is also equipped with a V plow that has been repaired a number of times and is structurally failing. Due to its age, condition and configuration this truck was recommended for replacement using 2017 liquor store proceeds. DISCUSSION The state manages the Minnesota Cooperative Purchasing Venture(CPV)which acquires bids/quotes meeting the contracting laws for many goods and services. Other governmental units can make use of the bids to meet the municipal contracting requirements. Pricing was obtained through the CPV. The price of the new GMC pick-up on the state contract is $30,017.10 w/tax.Additional equipment is necessary to outfit the vehicle for its intended use that includes a v-plow, tailgate lift, toolbox and cab protector. The state contract pricing for these items is $8,459.00. The retired 1999 pick-up and plow will be sent to auction. BUDGET IMPACT $45,000 was set aside from the 2017 liquor store proceeds for the replacement of this vehicle. The total cost of the pick-up and added equipment is $38,476.10. ACTION REQUESTED Authorize the disposal of the 1999 pick-up and plow and the purchase of a new 2018 GMC pick-up/plow and added options for$38,476.10. ATTACHMENTS: Type Description D Backup Material Pick-up and Options Prepared For: Prepared By: TODD REITEN BOB OHARA CITY OF FARMINGTON RANGER CHEVROLET Phone: (651)280-6903 1502 E HOWARD ST Email: treiten@ci.farmingto HIBBING, MN 55746 n.mn.us Phone: (218)349-8955 Fax: (218)263-7576 Email: rwohara0l@aol.com 2018 Fleet/Non-Retail GMC Sierra 2500HD 4WD Double Cab 144.2" TK257 PRICING SUMMARY PRICING SUMMARY-2018 Fleet/Non-Retail TK25753 4WD Double Cab 144.2" VQ2 Base Price $36,309.00 Total Options: -$9,418.93 Vehicle Subtotal $26,890.07 Advert/Adjustments $0.00 • Destination Charge $1,295.00 GRAND TOTAL $28,185.07 • Report content is based on current data version referenced. Any performance-related calculations are offered solely as guidelines. Actual unit performance will depend on your operating conditions. GM AutoBook, Data Version: 523.0, Data updated 12/27/2017 ©Copyright 1986-2012 Chrome Data Solutions, LP.All rights reserved. Customer File: January 05, 2018 11:15:05 PM Page 1 i fASPEN E� PM 71rr Hapec 51-Carl) CORPORATE HEADQUARTERS:9150 Pil/shury Avenue South,Bloomington,MN 55420-3686 -Phone:(952)888-2525•Fax:(952)858-7159• Website:www.aspenequipmentcom Cust Name: CITY OF FARMINGTON Quote Number: Quote Date: 1/9/2018 Contact: Todd Reiten CITY OF FARMINGTON-25-0TH-43109-11-25-v1 Phone: 651-280-6903 Fax: 651-280-6899 Aspen Equipment is pleased to offer the following quotation for your consideration Qty Part/Spec Number Description Carryout 1 4.016 60-1040-EA39 Tommygate Extruded alum platform w/taper,1000 lb Capacity,Std.series $2,383.00 1 2.302 UTMVP3SS95 Western 8'6"Stainless Steel Flared Wing V-plow,Cab Command Std $4,981.00 31"(Center height)Flared wing blade Blade gauge is 12 GA steel - Four(4)trip springs Pivot bar Trip Edge blade protection Eight(8)vertical ribs(6 on 7'6"Plow) Angling rams are 1-1/2"x 12"/Lift ram has 1-3/4"bore 1-1/4"Heat treated steel center hinge pin Torsion bar Disc Shoes are optional x 6"high carbon steel cutting edge Blade guides • 1 2.601 41810 Western MVP 3 deflector Kit-Std 10"D $251.00 1 6.049 174-0-01 Weatherguard Lo-Side Box-Aluminum $507.00 1 6.203 1908 Weatherguard H.D.PROTECT-A-RAIL® Cab Protector $246.00 1 6.214 1916-5 Weatherguard Mounting Base,GM $91.00 State of Minnesota Contract 73056 Tax Note: Applicable sales tax and/or FET estimates will be confirmed and added to the final invoice Quote Sub Total: $8,459.00 Submitted by, Estimated Sales Tax: $0.00 Mark Lundeen 612-719-4414 Total: $8,459.00 •F,O.B.: Bloomington,MN(Unless otherwise specified) •Equipment Specifications subject to change •Quote valid for 30 days from date of quotation •Chassis modifications including,but not limited to alterations or relocation of components related to fuel tanks,air tanks,brakes,exhaust systems,battery boxes,protrusions above and below the frame rails,shortening or lengthening frame rails and the like wit be added to the selling price. °"Mfg's Surcharges may be added to this quotation. Exhaust Systems:With the new EPA mandated diesel exhaust systems for 2007 and newer many changes are taking place. Manufacturers are often unable to depict accurately how the exhaust systems are configured and have difficulty stipulating whether certain components(I.e.PTOs and pumps)may fit in the confined spaces beneath the truck. 2007 EPA COMPLIANT DIESEL EXHAUST SYSTEMS CANNOT BE MODIFIED,RELOCATED OR REPLACED BY ASPEN EQUIPMENT.Due to evolving designs,Aspen Equipment can not maintain expertise on every chassis/engine/transmissionlexhaust configuration possible,regardless of who orders or specifies it. Nor can Aspen Equipment guarantee that a chassis ordered today will not change in design prior to delivery from the factory.Therefore,Aspen Equipment does not warrant that quoted products can be installed on a chassis without notifications to the chassis or products installed. As such,Aspen Equipment will not be respcnshle for the cost of modifications due to exhaust systems conflicting with the installation of quoted products.Aspen Equipment wit make every reasonable effort to ensure that installations are completed without additional charges to the customer. 1of1 Yo�FAR/►i4 City of Farmington i 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 .4?'.,,,,, ' www ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Brenda Wendlandt, Human Resources Director SUBJECT: Appointment Recommendation Communications-Human Resources DATE: January 16, 2018 INTRODUCTION The recruitment and selection process for the appointment of the Communications Specialist position has been completed. DISCUSSION After a thorough review by the City Administrator and the Human Resources Office, a contingent offer of employment has been made to Lauren Siebenaler, subject to the completion of the background investigation, pre-employment drug test and ratification by the city council. Ms. Siebenaler currently works in communications for both the cities of St. Louis Park and Edina. Her experience meets the qualifications for this position. BUDGET IMPACT Ms. Siebenaler's hourly rate will be$23.91 which is the first step of the salary range for this position(salary range: $23.91 -$29.90). Funding for this position is authorized in the 2018 budget. ACTION REQUESTED Approve the appointment of Lauren Siebenaler effective on or about January 22, 2018. y©1kRitet, City of Farmington / p 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 'IP' PROOr www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Brenda Wendlandt, Human Resources Director SUBJECT: Appointment Recommendation Fire Department-Human Resources DATE: January 16, 2018 INTRODUCTION The recruitment and selection process for the appointment of the full-time Fire Chief position has been completed. DISCUSSION After a thorough review by the City Administrator and the Human Resources Office, a contingent offer of employment has been made to Justin Elvestad, subject to the completion of the background investigation and ratification by the city council. Mr. Elvestad is currently an Assistant Fire Chief for the city. His experience meets the qualifications for this position. BUDGET IMPACT Mr. Elvestad's starting salary will be$92,428.00 which is step 2 of the salary range for this position(salary range:$90,173 - $112,717). Additionally, Mr. Elvestad will start with a beginning Paid Time Off(PTO) balance of 80 hours;however, he will accrue time according to the PTO schedule. Funding for this position is authorized in the 2018 budget. ACTION REQUESTED Approve the appointment of Justin Elvestad as Fire Chief effective on or about January 29, 2018 contingent upon successful completion of a background check. 4MHT City of Farmington f 111111r*, 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 N . •e PO" www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Brenda Wendlandt, Human Resources Director SUBJECT: Approve Position Reclassification-Human Resources DATE: January 16, 2018 INTRODUCTION This memorandum provides information and requests approval for changing the position of Natural Resources Specialist to Public Works Project Coordinator. DISCUSSION Upon the resignation of the Natural Resources Specialist, staff informed the city council of the intent to fill the vacancy after they evaluated the position responsibilities and needs of the department to ensure the position to be filled is the appropriate position for the city. After reviewing job responsibilities and the needs of the city, the position description was revised and the title was changed to Public Works Project Coordinator to more accurately reflect the position responsibilities. The position description was then submitted the to city's compensation consultant,Arthur J. Gallagher& Co. (formerly Fox Lawson)for evaluation. Upon their review, they determined that the correct classification for this new/revised position was a C41 with a salary range of$64,456- $80,570. This is a higher classification than the Natural Resources Specialist position which was rated as a B25 with a salary range of$59,859-$74,824.A copy of the consultant's evaluation is attached for your reference. BUDGET IMPACT Funding for the position is included in the 2018 budget. Please note that it is anticipated this change will be budget neutral due to the estimated hiring range and the time it will take to fill the position. ACTION REQUESTED Approve the reclassification of the Natural Resources Specialist position to Public Works Project Coordinator. ATTACHMENTS: Type Description D Backup Material PW Project Coord-Evaluation t Arthur J. Gallagher& Co. December 8, 2017 Brenda Wendlandt Human Resources Director City of Farmington 325 Oak Street Farmington, MN 55024 Dear Ms. Wendlandt, We received a request to evaluate a new position of Public Works Project Coordinator. We reviewed the provided job description as well as comparable position descriptions. We also review the City's overall DBM hierarchy to ensure equity was maintained among all jobs. Our recommendation for the evaluation of this classification can be found on the following page. We appreciate the opportunity to assist the City with its classification needs. If you have any questions or concerns, please contact me at (651) 234-0843. We look forward to assisting you again in the near future. Sincerely, Quyang Pan Consultant Arthur J. Gallagher&Co. Human Resources&Compensation Consulting Gallagher Benefit Services,Inc. p 651.635.0976 1335 County Road D Circle East f 651.635.0980 St.Paul,MN 55109 ajg.com Public Works Project Coordinator This is a new position within the City, and is not currently rated. The Public Works Project Coordinator coordinates and provides assistance in service delivery for engineering and municipal operations, which include researching, development and analysis of special projects, Public Works/Engineering operations, schedules and procedures. We have examined the essential duties of the position and have rated the position using the Decision Band Method (DBM). The job evaluation shows the following: Highest Banded Task: C4 Number of Highest Banded Tasks: 3/6 Percent of Time on Highest Banded Tasks: 25-35% Degree of Difficulty/Diversity of Tasks: low The classification performs tasks that require "processing" decision-making, which include: conducting analysis and research related to service standards, development, continuous improvement for assigned department; developing and maintaining education and outreach programs and materials including departmental reports, web page content, newsletters, and special events; preparing and managing contracts for maintenance projects involving contracts, bonds, and insurance. Overall, decisions made at this level are subject to the limits imposed by the available technology and resources and to the constraints set by higher-level management. The classification receives a subgrade of one (1), because of the expertise and high percentage of time and complexity and diversity of C41 tasks in relation to other jobs in the same band. Thus,the correct evaluation of this position is C41. y4�FAR�Mi City of Farmington ifretelW, 430 Third Street Farmington, Minnesota '�. 651.280.6800 -Fax 651.280.6899 peer www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Teah Malecha, Finance Director SUBJECT: Approve Bills-Finance DATE: January 16, 2018 INTRODUCTION Attached are the December 28, 2017-January 10, 2018 city council check register and recently processed automatic payments for your consideration. DISCUSSION NA BUDGET IMPACT NA ACTION REQUESTED Approve the attached payments. 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N 0 ch ao a, N 0 0, d c O 0 !;3) 0N m 0 0 U )4 N C Q0O U U U/ O) a N a d Z O tHJ E 2 OI - ml z - LL U O U C � U U a 0 O o Z v U O o` p 0 r- e.) tri v 'd' o a ., a. ce (al J 1. alm •o E o O E J O C a ❑ N Ua NN V Lo K Z L U (41141%, City of Farmington 430 Third Street Farmington, Minnesota 'ra 651.280.6800 -Fax 651.280.6899 PROwww.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Ken Lewis, Building Official SUBJECT: Fourth Quarter 2017 and Year End New Construction Report and Population Estimate DATE: January 16, 2018 INTRODUCTION The following report summarizes the new construction permits issued during the fourth quarter of 2017 and the year-end building permit totals and population estimate. DISCUSSION Fourth Quarter Building Permit Information: During the fourth quarter of the 2017 building construction season(October 1st through December 31st), the city issued 2 new single-family detached housing and 1 new commercial building for Zeimet Auto (Structure Fire Rebuild) The average building valuation of the single-family homes during the fourth quarter of 2017 was $159,550 down from$185,789 during the third quarter of 2017. (Note that the valuation averages do not represent the average sale price or average market value of the homes in question, since they do not include the value of the lot or any amenities added to the home that are not part of the building code formula). Year End Building Permit Information: The year-end figures reflected 42 new single family units, 1 new duplex from an existing property demolition, 2 new multi-family and 1 new commercial. The new single family permits resulted in a total new residential building valuation of$8,145,929. Of the year-end total, the average valuation was $193,950. The duplex building valuation was $274,100 and the multi-family building valuation was $347,700. Zeimet Auto building valuation came to $277,420.As noted above, these valuation averages do not represent the average sale price or average market value of the structures in question, since they do not include the value of the lot or any amenities added to the structure that are not part of the building code formula. In addition to the new housing units, the following numbers reflect other permits that were issued during 2017. Building—615 (decks, basement fnishes, additions, garages, roofs, siding, remodeling, etc.) Plumbing—165 (lawn irrigation, water softener, water heaters,water and sanitary piping, etc.) Mechanical—256 (furnaces, garage heaters, gas piping, fireplaces, ductwork, etc.) Total additional permits—1,036 Inspections performed for 2017 Building—2,928 (footing, foundation,poured wall, framing, insulation, finals, etc.) Mechanical—332 (rough-ins, air tests, finals, etc.) Plumbing—204 (rough-ins, air tests, finals, etc.) Total number of inspections performed—3,464 Year-End Population Estimate: At the beginning of 2003, city staff decided that each quarterly building permit report should also include an updated population estimate for the city of Farmington. After discussing several methods of calculating population, a decision was made to base our population estimates on Certificates of Occupancy rather than upon building permits. Building permit activity is not a"real time"reflection of actual population, given the "lag time"between the issuance of the permit and the actual occupancy of the dwelling unit(i.e.,the time required to construct,market and sell the home). Accordingly, staff started with the city population as of April 1, 2000, (as determined by the U.S. Census Bureau)and then determined the number of Certificates of Occupancy[C.O.'s] issued by the city since that date. The number of C.O.'s is multiplied by 2.95,which was (according to the 2010 Census)the average number of occupants per Farmington dwelling unit. The resulting calculations are as follows: 22,446 Estimated population as of December 31,2014 + 41 = 14 certificates of occupancy issued from the period of 1/1/15 to 3/31/15 x 2.95 22,487 Estimated population as of March 31, 2015 + 38 = 13 certificates of occupancy issued from the period of 4/1/15 to 6/30/15 x 2.95 22,525 Estimated population as of June 30, 2015 + 44 = 15 certificates of occupancy issued from the period of 7/1/15 to 9/30/15 x 2.95 22,569 Estimated population as of September 30, 2015 + 53 = 18 certificates of occupancy issued from the period of 10/1/15 to 12/31/15 x 2.95 22,622 Estimated population as of December 31,2015 + 24 = 8 certificates of occupancy issued from the period of 1/1/16 to 3/31/16 x 2.95 22,646 Estimated population as of March 31, 2016 + 32 = 11 certificates of occupancy issued from the period of 4/1/16 to 6/30/16 x 2.95 22,678 Estimated population as of June 30, 2016 + 65 =22 certificates of occupancy issued from the period of 7/1/16 to 9/30/16 x 2.95 22,743 Estimated population as of September 30, 2016 + 38 = 13 certificates of occupancy issued from the period of 10/1/16 to 12/31/16 x 2.95 22,781 Estimated population as of December 31,2016 + 39 = 14 certificates of occupancy issued from the period of 1/1/17 to 3/31/17 x 2.95 22,820 Estimated population as of March 31, 2017 + 56 = 19 certificates of occupancy issued from the period of 4/1/17 to 6/30/17 x 2.95 22,876 Estimated population as of June 30, 2017 + 50 = 17 certificates of occupancy issued from the period of 8/1/17 to 9/30/17 x 2.95 22,926 Estimated population as of September 30, 2017 + 32 = 11 certificates of occupancy issued from the period of 10/1/17 to 12/31/17 X 2.95 22,958 Estimated population as of December 31, 2017 BUDGET IMPACT None ACTION REQUESTED For information only. No action is required. ATTACHMENTS: Type Description D Cover Memo Fourth Quarter 2017 and Year End New Construction Report O LI111HLIHII[IHIFIHI1LIIII1[IIIIIE.fl y e. Z To'-0 LI t:11111111c:IFill 1 I1HIIH1F11HF1IIIF111HIIIIF ,-(1,.......20c—.1-4:ii, ii.i',,,11 ",,l''''',1,-.11, 1:,313:,1, ,:c,,-ilillillit'. Lii.,,,_,'",,,,-.,,.:1,,,,,I, re ia ::x.=': ''''''' ° L..,::1 r:._,IF:rililliLlii,"'' i L'''''''Iliiii.,t' ...,•,,r;i' co z , , w < ..-.. r iii el P E[HH1IHHIHIIIIHII1IH[IIHI 4 , [f] r. c x o u)LL:li ,i,: -ii .-7.1m z F 10— Imo— 1-0 1-c2 • u) 0 N. 0 0 0 0 N N N N 0 a) 0 O Z U 0 0 a) q) N d E o m Q 0) W — T 'X >, L a) 0 0 rn 4- (Cl 0 c a N N N >, E `a C) a 0 Q a) LL l0 N 0 CO CO V N T r r r syw.ied Atpuo j v .n CO N 0 0 0 0 ii N N N N ■ II ■ U 114 CI Z U O CO 11.1 V 111 o) Ca O _ C1 5 t a s I P m o2 a as 111111 a. L Fa2 a) u_ as O O O o 0 0 o O O O O to V V co co (NI N r <- suog 3adsui)(mum � ) (0 t. r o 0 0 0 0 N N N N ■ ■ I.11 V iirmir!IM.: Z Q N CO ) N "4- uQ CD da y CU a a. a C 0 2 Mall T C6 2 wow L Q Q 0... L c, G EMElla) c as i s o oo 0 0 0 0 p (o N ,-- pamaytoN sued �oEFAR�i� City of Farmington 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 \ ,.�r, ' , www.ci.farmington.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Randy Distad, Parks and Recreation Director SUBJECT: Bike Pedestrian Plan Project Funding Application DATE: January 16, 2018 INTRODUCTION Dakota County has announced it has opportunities for cities to apply for local project funding to be completed in the years 2018 and 2019. Funding is made available for projects through the Statewide Health Improvement Partnership (SHIP)program, which is a program that strives to help Minnesotans lead longer and healthier lives by preventing disease due to poor nutrition and lack of physical activity. I have attached the SHIP Program funding application for your review, so you can gain a better understanding about the program and the application process. DISCUSSION One of the eligible projects for funding through the SHIP program is the development of a community wide bike pedestrian plan that would promote physical activity. There have been four other communities in Dakota County who have received grant funding through the SHIP program to complete a bike pedestrian plan. These communities include: South St. Paul,Apple Valley, West St. Paul and Rosemount. I have attached the approved Apple Valley Bike Pedestrian Plan document for your review, so you can see what information was included in their plan. The outcomes expected by creating a bike pedestrian plan for Farmington are as follows: • identify and address missing gaps in sidewalk and trail connections • identify how good, safe connections and crossings to parks, facilities, schools, and businesses can occur • enhance opportunities for Farmington residents and workers to live more active lives • improve the walk-ability and bike-ability of the community • create an identity and reputation that the city is walkable and bikeable through good planning • create a funding plan to address ongoing maintenance and replacements of sidewalks and trails as they age • create a cohesive wayfmding signage plan that can be implemented • develop a long term plan that is driven and embraced by the community • integrating sidewalks and trails into one overall bike pedestrian plan The development of a bike pedestrian plan will utilize a planning task force/committee comprised of community members in order to make it a community driven initiative and process. Involving the community in the planning process is one of the main criteria to receive funding. The grant application to be submitted would be to receive funding up to the maximum of$35,000. If the city were to receive the maximum amount, it would need to match 10% of this amount, or$3,500. Staff is recommending to use up to $3,500 from the Park Improvement Fund to cover the city's match requirement,but would look to meet the 10%match requirement through an in-kind match of staff time involved with developing the bike pedestrian plan. The SHIP grant application submittal deadline to Dakota County is on or before Friday, January 19, 2018. SHIP program funding would be used to cover the following costs associated with the development of a bike pedestrian plan: • hiring a consultant to lead the process • mileage • copying costs • cost to create plan documents • GIS mapping costs • any costs associated with the task force/committee meetings The Park and Recreation Commission(PRC)will be discussing at its January 10, 2018 meeting this opportunity to submit an application to receive funding from Dakota County through the SHIP program for a bike pedestrian plan. The PRC will be forwarding a recommendation to the City Council about whether the city should or should not submit an application to Dakota County to receive SHIP program funding to develop a bike pedestrian plan. Developing a bike pedestrian plan meets the City Council identified priorities of partnerships, service delivery and development. BUDGET IMPACT The grant application anticipated to be submitted would be to receive funding up to the maximum of $35,000. As a result, the city would need to match 10% of this amount, or$3,500. Staff is recommending to use up to $3,500 from the Park Improvement Fund to cover the city's match requirement,but would look to meet the 10%match requirement through an in-kind match of staff time involved with developing the bike pedestrian plan. There are funds available in the Park Improvement Fund to cover the cash match requirement. ACTION REQUESTED Staff will communicate to the City Council, after the January 10, 2018 PRC meeting, the PRC's recommendation concerning whether it approved or did not approve submitting an application to Dakota County to receive SHIP program funding to create a bike pedestrian plan for the city of Farmington. ATTACHMENTS: Type Description D Backup Material Dakota County SHIP Funding Application D Backup Material Apple Valley Bike Pedestrian Plan Active Living Dakota County Statewide Health Improvement Partnership (SHIP) Application for Local Funding Deadline: 5 p.m. Friday January 19, 2018 Active Living Dakota County(ALDC)is pleased to announce an opportunity for cities to apply for 2017-19 Local Definitions and Examples Funding.These funds are made available through the Statewide Health Improvement Partnership(SHIP),which Policy change-standards or strives to help Minnesotans lead longer, healthier lives by guidelines that can be formal or preventing the chronic disease risk factors of poor nutrition informal.For example,updating or and physical inactivity. The active living and healthy eating creating a policy regarding use of portion of Dakota County's SHIP grant focuses on using outdoor space for group and policy,systems and environmental changes to increase individual physical activity. physical activity and consumption of healthy foods. System change-rule changes that Funding is competitive and award amounts may vary, impact processes. For example, however, past funding amounts have typically been collaborate with or collect input $10,000-$30,000 and should not exceed$35,000. ALDC from community organizations to anticipates funding 4-8 projects 2017-2019. streamline a farmer's market Dakota County staff will provide technical assistance permitting process. throughout these projects. In addition,staff will connect selected applicants with regional experts on active living Environmental change -a and healthy food access. physical or material change. For example, conducting a walk or Active Living bikeability assessment and Active living integrates physical activity into daily routines implementing changes into a such as walking or bicycling for recreation,occupation,or capital improvement plan or transportation.Active Living policies and practices in transportation plan. community design, land use,site planning, and facility Targeted populations-includes access have proven effective to increase levels of physical activity. people 60+, children,low income, and diverse populations. ship a - Priority SHIP activities are: • City comprehensive plans that include active living as an important component of local governments'overall infrastructure, land use,zoning,and transportation planning • Active living assessment that includes a baseline assessment of active living opportunities in the community. Assessment activities could include review of current city comprehensive plan and relevant city policies, identifying gaps in access or service. • Master plans and feasibility studies that provide a framework to increase access to safe walking and bicycling options • Complete streets policies Healthy Food Access Heathy food access is improving people's access to healthier foods such as fresh fruits and vegetables, as opposed to less healthy foods high in saturated fats,sodium,and added sugars. These dietary behavior changes together have the greatest impact towards improving the risk factors most related to the leading causes of death and disability(obesity, high blood pressure,and high cholesterol). Priority SHIP activities are: • City comprehensive plans that include healthy food access as an important component of local governments'overall infrastructure, land use, zoning, and transportation planning • Healthy food access assessments which include a baseline assessment of healthy food access, review of comprehensive plan, and identifying gaps in your city's current food access(e.g. locations of fresh food markets,SNAP/WIC eligible stores,farmers markets) and other analysis that goes beyond the community's 2015 Food System Policy Analysis done by the Public Health Law Center • Land Use and zoning regulations that support healthy food access • Farmland preservation,community-based agriculture,and pollinator policies Community Engagement Community engagement is public participation that involves groups of people in problem-solving and decision making processes. Funding is available to develop and implement community engagement, with an emphasis on healthy food access and active living.The engagement should emphasize participation from target populations of seniors,diverse groups and low income populations. Examples include community meetings, key informant interviews,focus groups,temporary demonstration projects, and walkability workshops. Engagement can be for a short-term project or more robust as part of a large City project(Ex., comprehensive plan, road project,small area study, etc.). 2 Shistatoodd.health p r.eeo wrn awe Infrastructure and Equipment There are few instances of qualified infrastructure under SHIP guidelines. However, allowable expenses include, but are not limited to paint for bike lanes or crosswalks,and trail wayfinding signage. Eligibility Dakota County and cities in Dakota County are eligible to apply for local funding to increase active living and healthy eating. All projects must meet the following minimum criteria: • All projects must have the ability to be started by October 31,2018 and be scheduled for final delivery/completion by August 30, 2019 or have additional funding secured to complete the project beyond this date. Projects may be partitioned to meet the completion deadline, i.e. SHIP funding pays for a particular component that will be completed by August 30, 2019,while the larger project will continue beyond the deadline. • Funding requests can be up to$35,000 per project. • Must provide a 10%match (cash or in-kind). • Must be a city-county partnership. For example, integrating health into the city's comprehensive plan;a trail feasibility study must be connected to a county road or regional/county park,trail or greenway. • Must be consistent with SHIP goals,direction,and eligible expenses. More information in the SHIP 4 Implementation Guide: http://www.health.state.mn.us/healthreform/ship/docs/ship4/ActiveLiving.pdf; http://www.hea lth.state.mn.us/hea lth reform/ship/docs/ship4/Healthy-Eating.pdf Projects that meet the minimum criteria will be scored according to criteria below Weight 1. How the project addresses SHIP requirements(including community engagement) 25% 2. Consistency with city and County plans,such as comprehensive plans 15% 3. Benefit to target populations(people 60 or older, children,people with low incomes 10% or others experiencing a health disparity) 4. Location (proximity to target populations) 15% 5. City wide or regional value 10% 6. Number of overall residents who will benefit 10% 7. Leverage (enhance an already existing program or leverage additional funds) 5% 8. Local match (funding or in-kind resources) 5% 9. Enduring value(community,political, and institutional support, expected life, who 5% will own and maintain the project) 3 ship Schedule Activity Date Local Funding Grants Application Distributed November 9,2017(Thursday) ............................... . .......................................................................... Grant Applications Due January 19,2018(Friday) Application Review Committee Meets Mid-February,2018 County Board Approves Grant Recipients;funding will be March,2018 available once contracts are signed Projects started—consultant under contract October 31,2018 Completion Deadline-All Grant Projects August 30,2019 Application Does the project meet minimum eligibility criteria as far as you know?Describe any unusual circumstances regarding schedule or eligibility below. Respond here. The Bike Pedestrian Plan project when completed will meet the following two SHIP priorities: • Active living assessment that includes a baseline assessment of active living opportunities in the community. Assessment activities could include review of current city comprehensive plan and relevant city policies, identifying gaps in access or service. • Master plans and feasibility studies that provide a framework to increase access to safe walking and bicycling options Basic information Organization or city: Contact person: Contact email:Contact phone: Project name(one line or less): Project funding request: 4 ship , o Project narrative Concisely describe the project in 1 page or less.This should give reviewers a good idea of what you're proposing but not get too specific. This section is not scored; it will form reviewers'general understanding of the project. Be sure to articulate the following: 1. How the project will encourage active living and/or healthy food access. 2. How the project will increase health equity in Dakota County. 3. Describe how the project is a city-county partnership. 4. Attach maps or figures to illustrate the project, if applicable(not counted against your page limit). Respond here. Please try to keep it to one page or less. If the response box gives you trouble going over one page,copy and paste a second box. 5 ship r.wexwuao� Scored criteria Each eligible project will be evaluated on the following criteria,weighted by the percent listed to arrive at a composite score. Alignment with SHIP strategies and priority activities (25%) Describe how this project addresses SHIP strategies and priority activities related to active living and/or healthy eating. Respond here. • Active living assessment that includes a baseline assessment of active living opportunities in the community. Assessment activities could include review of current city comprehensive plan and relevant city policies, identifying gaps in access or service. • Master plans and feasibility studies that provide a framework to increase access to safe walking and bicycling options Describe the project's community engagement approach, including how you will engage SHIP target populations (people 60 or older,children, people with low incomes or others experiencing a health disparity). Respond here. Plan consistency (15%) Identify any plans that call specifically for the project you're proposing. Plans can be at the state, regional,county,city or area level. Respond here. 6 ship .,. ,.410. Benefit to target populations (10%) Describe how the project will benefit and advance health equity for target populations(people 60 or older,children, people with low incomes or others experiencing a health disparity) by creating or enhancing opportunities for physical activity through active living and/or creating or enhancing opportunities for healthy eating. Respond here. Location —Proximity to target population (15%) Describe the number of SHIP priority residents in the project area (people 60 or older,children, people with low incomes)and either. Respond here. Number of overall residents who will benefit (10%) Estimate the number of overall residents(target population and general population)who will benefit from this project and explain why. If your project does not include a spatial element, please state how many residents overall will benefit from the project and how. Respond here. City-wide or regional value (10%) Describe how your project will benefit the city and/or the region. Is your project encouraging policy change in the comprehensive plan update? Is your project connected to an existing or future facility of regional significance? Examples include regional greenway corridors,county or state highways, regional parks, regional commercial districts and community centers, city comprehensive plan that integrates health into the vision,goals and policies. Respond here. Leverage (5%) Identify how your project will add to an already programmed project, leverage additional funds, be used as a match for a grant or otherwise will add value. 7 shstateroideip MW IbYW a0� Respond here. Local match (5%) Describe how you will meet the 10%match requirement. Specify the anticipated amount in dollars and briefly explain the sources(i.e.staff time,cash match,etc.)? Respond here. Enduring value (5%) What is the expected life of your project outcomes? Respond here. How will it benefit residents long-term? Respond here. Who will own and maintain project outcomes or ensure follow-through on the project?Or what community, political or institutional support do you expect for your project outcomes? Respond here. Process Shortly after the January 19, 2018 deadline, a multi-disciplinary/jurisdictional selection committee made up of County, City, Minnesota Department of Health representatives, and others will review proposals. Proposals found eligible will be scored for each criterion and compared with other projects for relative merit.The review committee may request clarification from applicants before making its decisions. The review committee will recommend projects worthy of funding for 2018 and 2019 funding years. County staff will then recommend projects to the Dakota County Board of Commissioners in March or April.Successful applicants will be notified, pending final approval by the County Board. Contact David Kratz david.kratz@co.dakota.mn.us, (952)891-7146,or Lil Leatham lil.leatham@co.dakota.mn.us (952)891-7023 8 ship Review Committee Please contact David Kratz david.kratz@co.dakota.mn.us if you would like to participate on the review committee. Members will be asked to review and score applications and attend one meeting in mid- February,2018. Total time commitment is approximately 8 hours. Submission Please submit applications electronically to David Kratz at david.kratz@co.dakota.mn.us by 5 p.m.January 19(Friday),2018. 9 ship I• 1 4- kg • tP a an.p B i k e W a I k Apple Valley A` ' :'�w,,.r ani vt r. .• A trail and sidewalk plan for Apple Valley, Minnesota �� � September 2010 ••• ••.• ••.•• •••• ••• Apple Valley this page left blank i / ..,, r ----I: 1 i r 3 { t x 4 ^.5 a 4 , illk '- 1 Y Qy r.�r' E B i k e W a 1 k Apple Valley �` ' - f A trail and sidewalk plan for Apple Valley, Minnesota I it • / Ira._. r ji e September 2010 i ` �- ' aa• Spite S•... Prepared for: •••• The City of Apple Valley Apple Valley Prepared by: LHB, Inc. Howard R. Green Company Cornejo Consulting Acknowledgements City Council fqYs+E" `"'rf f, Mary Hamann-Roland Mayor vF John Bergman Sharon LaComb Wlk VA Tom Goodwin 110 Ruth Grendahl "OMP�1UNITY RIDE 2010 Task Force Jeannine Churchill Chair, Planning Commission Paul Scanlan Planning Commission Russell Defauw Chair, Parks& Recreation Advisory Committee Apple Valley is evolving,and a significant Cindy Hart Parks& Recreation Advisory Committee part of that evolution is an orientation to Arthur Zimmerman Chair, Traffic Safety Advisory Committee walking and bicycling. Advocacy groups Linda Dolan Traffic Safety Advisory Committee have been working on this initiative Russ Lowthian HaveFunBiking.org for some time,and the city's 2030 Colleen Elvin AV Fire Fighter Comprehensive Plan directs attention to Laura Basballe AV Fire Fighter goals that support an enhanced trail and Jeff Milbauer Owner, Valley Bike and Ski sidewalk network. Kurt Chatfield Planning Supervisor, Dakota County Bert Brost Apple Valley Resident Brent Schulz Apple Valley Resident Maury Fjestad Apple Valley Resident Apple Valley Chamber of Commerce Edward G. Kearney, IOM President Dakota County Pat Stieg Chronic Disease Prevention Coordinator, Dakota County Public Health Department 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 MILAN'St 11 A, Kathy Bodmer,AICP Associate City Planner VISI®N SHIP t Consultants Bike Walk Apple Valley was made possible LHB, Inc. 250 Third Avenue South,Suite 450 through funding from the Statewide Health Minneapolis, Minnesota 55401 Improvement Program(SHIP)of the Minnesota Department of Health.For more information, Howard R.Green Co. 2550 University Avenue West,Suite 400N visit: Saint Paul, Minnesota 55114 Cornejo Consulting 1657 Saunders Avenue www.health.state.mn.us/healthreform/ship Saint Paul, Minnesota 55116 Bike W a l k Apple Valley Contents Executive Summary i 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 Bike Walk Apple Valley 1 i P g. ''' k t i M° , ::-...tfattr '–,,,,, .1-F.L.7.*,;-7 ' `` 7, P` ` t:Iii !: n" '' , ' . ' • '''' ' ' - r f _ « } tY1'' ' ' C?' �:R i t •.,, - i �. 1 s v —---:- .1f :1 , 44.111. 1111 w 4 ta41, n N "� „ 'tiwi*'« t+ ,,,,i,;. ,+e "3"�* >,� e.�'�"� I{� ,«��7 .c ct«eke'` This study examines of segments of trail and sidewalk that are missing from the community's trail and sidewalk network. The recommendations recognize these gaps,but strive to accommodate broader goals that might be achieved as a complete network of trails and sidewalks is implemented—including the creation of vibrant public spaces and diverse experiences. Bike W a l k Apple Valley Executive Summary While sidewalks and trails exist in many • • ' " , V parts of the Apple Valley community, 4 ; there are gaps. This plan assesses those +"* gaps,and frames possible enhancements e;. 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 plan 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 W a l k Apple Valley page i connection with Active Living Dakota County. The City of Apple Valley is a partner in Active Living Dakota County which has received funding from Blue Cross and Blue Shield of Minnesota and the State of Minnesota's State Health Improvement Program (SHIP). Apple Valley has more than 60 miles of paved trails and nearly 125 miles of sidewalks. Its downtown, and a key connection to BRT,is located at the intersection of two major arterials,County Road 42 and Cedar Avenue;downtown is served by a Ring Route,a corridor that distributes vehicles around a busy intersection,as well as providing wide sidewalks and features that lend a sense of identity to the downtown district. While Apple Valley's street system is well-developed and complete in all developed areas of the community,the trail and sidewalk system is not. This study considers those areas where the trail and sidewalk system reveals gaps,and characterizes each gap in terms of its role in the system. Overall Goal and Guiding Principles The goal of this study is the definition of a path to completing Apple Valley's trail and sidewalk network. It goes further,defining a series of principles supporting walking and bicycling in the community that allow residents and community leaders more insights about the ways in which the trail and sidewalk network can serve the community. It also looks for ways to enhance the overall quality of life in Apple 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 of walking and bicycling that are integral to the pattens of the community—and even a point of identity for Apple Valley. The principles guiding this plan are: • Enhance opportunities for Apple Valley residents and workers to live more active lives by reducing barriers to walking and bicycling, and by introducing features that encourage use of trails and sidewalks. • Enhance the safety,convenience,and attractiveness of walking and biking for children, especially as they travel to and from schools and parks and recreation facilities. • Integrate walking and bicycling more directly into the patterns of land use in Apple Valley by designing 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 to enhance its economic development potential. • Allow Apple Valley to evolve as a suburban and suburban- intensified,walkable place that retains the character of both page ii B i k e W a l k Apple Valley environments to create a diverse,sustainable,and interesting community. • Encourage connectivity across modes in Apple Valley through systems that promote walking and bicycling,and offer convenient and comfortable alternatives to movement by automobiles. • Enhance trails and sidewalks in the community with elements that aid in navigation, build a greater sense of community,and establish a sense of place in Apple Valley corridors, neighborhoods,districts, and common spaces. • Commit to levels of maintenance required to support a safe, convenient,and comprehensive system of non-motorized transportation in Apple Valley. • Establish a closer match between capital funding to construct trails and sidewalks and maintenance/repair/replacement funds to sustain a long-term implementation of a "Complete Streets" policy. Trail and Sidewalk Plan Work Scope Through interviews, meetings,and workshops,City staff and the consultant team worked in collaboration with a task force comprised of representatives of the Planning Commission, Parks and Recreation Advisory Committee,Traffic Safety Advisory Committee,and other stakeholder groups to garner support,review and analyze data,and provide guidance on directions and priorities for policies on connectivity and filling of gaps in the city's trail and sidewalk system. Specifically,the study process included the following objectives: • Analyze opportunities to enhance pedestrian and bicycle facilities along the Cedar Avenue corridor in relation to the upcoming Cedar Avenue Bus Rapid Transit(BRT)system and highway improvement project; • Identify missing trail and sidewalk segments throughout the city that provide important links to the city's overall sidewalk and trail network,and create a prioritized list of projects to help future construction as funds are made available; • Review trail and sidewalk connectivity within the four commercial quadrants of the intersection of County Road 42 and Cedar Avenue and recommend improvements; • Provide preliminary cost estimates to construct the missing trail and sidewalk segments; • Provide an analysis of the cost of long-term maintenance of the new trail and sidewalk segments in addition to the initial construction costs; and • Establish policy direction related to active living,the installation of missing trail and sidewalk segments,and overall community health. B i k e W a l k Apple Valley page iii A trail and sidewalk plan for Apple Valley Public and task force input identified a desire for improved non-motorized transit. But input also suggested a strong desire to improve downtown's sidewalk and trail network, and to provide connections to key local destinations including schools, parks,transit,downtown,and regional attractions like the Minnesota Zoo. There was a desire expressed for loops—sidewalks or trails that form reasonable circuits without having a specified destination. Task force members also discussed the economic potential of walking and bicycling, particularly on downtown. Finally, task force members suggested that improvements provide"comforts"for users, including benches, drinking fountains, and navigation aids. A significant effort was directed to identification of gaps in the existing sidewalk and trail network—locations where no facilities exist for walking or bicycling along routes defined in the city's plans for non-motorized movement. Each gap was evaluated according to consistent criteria,with each criteria assigned a weighting. Accordingly,each of some 40 gaps were identified and assessed,with each receiving a score that would suggest its priority for completion. At the same time,the task force was looking to create a maximum impact on the ability to serve those residents chosing to walk or bicycle in Apple Valley. Based on analysis of walking zones around transit destinations and schools,two areas of the community were identified as targets for concentrated improvements—in addition to the downtown area,where enhancements and expansions to the Ring Route might better serve those in downtown and those with downtown as a destination. Enhancements in these zones of concentrated improvement would be directed to core routes that would provide facilities of consistent width and materials, lighting,street trees,street crossing improvements, and other elements that would support walking or bicycling. The core routes generally have trails or sidewalks in place,and improvements might be rather limited at first. Eventually,these core routes might become the core of walking and bicycling movements in smaller zones of the community,similar to the ways in which the Ring Route defines downtown and offers a pattern of movement for motorists and non-motorists. Recognizing patterns of walking and bicycling that may create a complete network is a largely technical exercise. Apple Valley's 2030 Comprehensive Plan suggests goals that are important in defining how trails and sidewalks "fit"the community. This plan suggests other considerations that not only result in a complete network of trails and sidewalks, but resonate more fully with the 2030 Comprehensive Plan. These factors include: page iv B i k e W a l k Apple Valley • connectivity and mobility; • community health; • navigation; • identity; • 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 to create a more complete network for walking and bicycling in Apple Valley. To create a network that encourages non-motorized movement in the community, improvements should recognize best practices related to walking and bicycling, including best practices related to: • pedestrian enhancements; • trail enhancements; • bicycle enhancements; • wayfinding;and • land use and urban design. Finally,the trail and sidewalk plan recommends that the community: • 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. A significant point is made relative to funding of improvements to the trail and sidewalk network, as suggested by the recommendations indicated above. This study assessed the costs of completing the identified gaps, with a total construction cost of nearly$3,000,000. Equally important is the cost of maintaining those segments once they are completed. It is estimated that the costs of maintenance over a 20 year period—for the gaps identified—will total more than$2,000,000. This is significant, but without adequate maintenance,the ability of BikeWalk Apple Valley to be fully realized is much diminished. BikeWalk Apple Valley page v 4. A : . i` y "tom — ' i I _ 1 ._ r. 1 .+� a = , / , ,--------\ i ' _ , 1,1.- -'----------_, , ___,,,,,, ,,>. 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 1 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, butN 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. °' ''"'r _° The Dakota County Department of Health provided support for the study _ r through its Active Living Dakota County Program with funding from °` Minnesota's Statewide Health Improvement Program (SHIP). Some parts ofApple Valley are strongly SHIP is an integral part of Minnesota's nation-leading 2008 health reform oriented to walking and bicycling, law,which strives to help Minnesotans lead longer,healthier lives by while others are mostly vehicle centric. preventing the chronic disease risk factors of tobacco use and exposure, Accommodating walking and bicycling poor nutrition and physical inactivity. SHIP seeks to create sustainable, does not eliminate the car,but given a systemic changes in schools,worksites,communities, and health care robust network supporting walking and organizations that make it easier for Minnesotans to incorporate healthy bicycling,many residents may choose to behaviors into their daily lives. leave their car at home. 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: • 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 B i k e W a l k Apple Valley page 1 new, more convenient way of travelling to work. Even in our climate, bicycling is becoming a valid choice for some commuters. But these modes do not stand on their own: BRT patrons need to get to stations on Cedar Avenue, and bicyclists need facilities that offer safe routes for travel and facilities to accommodate their bicycles at the end of their 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 to enhance 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 no longer the sole domain of the car, as people expect new modes to be accommodated in public rights-of-way. R ; I Long held standards are being revisited,often allowing more modes to fit ,i .. - into the same space that was once directed largely to motorized vehicles. Active living Public health concerns have encouraged communities and public health : „ organizations to enhance opportunities for people to live more active lives. The Surgeon General recommends that adults have at least 30 minutes of moderate physical activity every day,and that children have *, „.-. at least an hour each day. While it might not seem to be a significant Walking and bicycling are a key part of commitment of time, most Americans fail to meet the Surgeon General's public health advocates'call for"active recommendations. Active living initiatives were created to find ways living.” In Apple Valley,the community to more directly integrate physical activity in people's daily routines, has committed to creating a healthy, including walking or bicycling as an alternative mode of transportation. active,and safe community in its 2030 Comprehensive Plan. By increasing routine physical activity the general health of the population is improved, but in many places, barriers limit opportunities. Active living programs seek to alter land use patterns and shift a community's focus from cars to non-motorized movement, including improving sidewalks and trails. While the physical improvements that enhance walking or bicycling are often simple,they can help people make choices that are better for their health. In Apple Valley,Active Living Dakota County is leading a charge to create more options for active living. Apple Valley's 2030 Comprehensive Plan supports the goals of Dakota County Active Living by advocating policies that promote the community as a model of a healthy,active,and safe community. While a number of factors are noted in one of the"keys" to the community's vision in the 2030 Comprehensive Plan,one of the primary ideas relates to"a comprehensive system of sidewalks,trails and bike lanes connects neighborhoods,jobs,schools,and other destinations as an integral part of our transportation system." page 2 B i k e W a l k Apple Valley Experiences Apple Valley"grew up" at a time when movement in personal vehicles dominated development patterns. While this pattern is not disappearing, many residents are beginning to expect greater variety in the patterns they experience. Suburbs are looking to create more distinct"downtowns," especially trying to capture a sense of civic and social identity in new places where people might live,work,shop, and play. It's part of what Christopher Leinberger, an urban strategist and developer,describes in his view of suburban evolution. He suggests we're changing from a society that based in patterns that are"suburban drivable"to ones that are"urban walkable,"and it stems, in part,from people's own experiences. Media,and television,in particular, influences expectations, with "boomers"who grew up watching The Brady Bunch,where a single family residential pattern as the norm. Today,those making choices about where they will live might be more influenced by Friends, living in an urban apartment and gathering at a local coffee house. In Apple Valley,the pattern of more diverse and intensive use might be best termed "suburban-intensified,"as it better reflects the scale and orientation of the community's downtown area. Communities are also changing based on what their residents experience Patterns of walking and bicycling are best in other places. We find ourselves intrigued by the patterns of some of integrated with development,creating a the places we visit. We might visit Portland, and be more attracted to the diverse range of experiences for residents and visitors. A ...-41,, - - , , . ?.. es r, . ' .w - Std. ' #..e/ �I t,10,..;.'''',,C,%",l art Y.' ea Y+at n b'' Y ' f, j:/ ;./ r� 4 .rr.' NM :rt ;;1-,:r..1.:1'..:43:."_ 11r ' + ! 4� �t 1tY.{,, i�4t ir,- ''IIID l ilaIIII t�i1 i! tri II ci;r , r3, da lEp{r1I _t e r t� ' - t er�/( f ( JAS 1/ff, 4t#°0 11 , , : LEGACY PARK ,.a. :-. , ,., ! h,' , { r.;�l,, `�`' y, , 14 „ t + it r> r , . .4, ti.,',. .,4_, r,i, ;,",,, ' i, —,..,. ..._ _.s. ,14. s 1 , B i k e W a l k Apple Valley page 3 ML .. f ... k-1W...."• y ,-} j. , a ` 4 f+Aii �or a. 'c•� ,�(j�,�j� - �.�t,'.4, 4 ' �„ �• .(rf P +r 5# '`� j'!r X a 'a. Jrt $ s' •' •v. - 'th'•,r J• ` ' i' #' k • ..*.,,,,.,-7* f Jay .` !t, `� +PY s ' • • rw' 'i!i*',p. +'� al.''' 41'.1'.411, 1'1#, ( "�'.. i' ' r ,r .. •' ,y M Sax.y. —,, ,:i‘iii.. .,� ru,��~�, „r, ��`. ; �,t.� ri 4, r' ,', ' � ,‘' + fir.,,. • , y. 1i/ .,. fir;, Or ` + • ; • ..."-I * .I r ‘111111011P.1.11 ' , ''''' - i 6 I �a fd�w. ���..,- kt \� . Y _ i a _ -:.r _ .. —s ,`'II�I, .+1"'" Parts ofApple Valley,like downtown's 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 basis for 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 Bike W a l k Apple Valley BikeWalk principles Implementing a complete network for walking and bicycling in Apple Valley will happen as a result of well-considered increments,fashioned to respond to identified needs or newly recognized opportunities. It will likely happen over a longer period of time,even with strong commitment to making movement on foot or on bikes an integral part of the community. Maintaining the commitment to walking and biking will become easier as new segments of trails and sidewalks are implemented, and more residents find the use of these facilities inviting and useful,and recogize the positive impacts their walking and bicycling activities have on their physical and mental health and on their community. As this plan was framed,it was understood that explicit rules would be less useful in defining directions than a broader set of principles that guide the ways in which trails and sidewalks will be integrated into the fabric of Apple Valley. These guiding principles support the function of a robust trail and sidewalk network, but go further to suggest the kind of community that results from commitment to a community that can be best experienced by pedestrians and bicyclists: • Enhance opportunities for Apple Valley residents and workers to live more active lives by reducing barriers to walking and bicycling,and by introducing features that encourage use of trails and sidewalks. • Enhance the safety,convenience, and attractiveness of walking and biking for children,especially as they travel to and from schools and parks and recreation facilities. • Integrate walking and bicycling more directly into the patterns of land use in Apple Valley by designing 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 to enhance its economic development potential. GREENLEAF ELEMENTARY SCN' ,17 y '' I ,. One of the primary trail and sidewalk f' . ` . • user groups are children who might walk --. � or bicycle to school Efforts to enhance • convenience and safety of non-motorized : connections to schools should be a focus on the trail and sidewalk network. B i k e W a i k Apple Valley page 5 • Allow Apple Valley to evolve as a suburban and suburban- intensified,walkable place that retains the character of both environments to create a diverse,sustainable,and interesting community. • Encourage connectivity across modes in Apple Valley through systems that promote walking and bicycling,and offer convenient and comfortable alternatives to movement by automobiles. • Enhance trails and sidewalks in the community with elements that aid in navigation, build a greater sense of community,and establish a sense of place in Apple Valley corridors, neighborhoods,districts, and common spaces. • Commit to levels of maintenance required to support a safe, convenient,and comprehensive system of non-motorized transportation in Apple Valley. • Establish a closer match between capital funding to construct trails and sidewalks and maintenance/repair/replacement funds to sustain a long-term implementation of a "Complete Streets" policy. 1 Di f s I to P if; L Lk t6 Trails in Apple Valley have been incorporated along many streets and x roadways. While parts of the community . - offer trails and sidewalks with good connectivity,other community goals may not be so directly addressed. page 6 Bike W a l k Apple Valley Walking and biking in Apple Valley Apple Valley has more than 60 miles of paved trails and nearly 125 miles of sidewalks that link residents to the city's parks,schools,shopping areas, n " and other community and regional destinations. While a good system of c ,� non-motorized movement exists in Apple Valley,this plan looked more t' closely at the network of trails and sidewalks to reveal gaps that limit connectivity and mobility. In some cases,the system ends where the -sidewalk or trail stops,where a pedestrian on a sidewalk or trail can't '�" • easily reach the front door of a store or public building,or where a safe - g - crossing of a roadway can't be achieved by a pedestrian or bicyclists. But _" N. • what's important in all of this is that the City of Apple Valley is assessing r ' - .r its network of trails and sidewalks in 2010,and in doing so, it is looking "N • ahead to the kind of system that will best serve the community long into ;` ':01 - the future. This plan is not about merely about fixing broken sidewalks or filling gaps in the network, it intends to demonstrate a path to greater mobility,while at the same time providing for greater diversity, C sustainability, and enhanced community health. r, 114 Ir The evolution of Apple Valley shows in its orientation to walking and bicycling. With knowledge of the city's policies, one might easily Patterns of development in Apple Valley determin the age of a neighborhood by virtue of its sidewalks. At one have changed over time. At one point, time,sidewalks were envisioned—even required—along streets as sidewalks were required on both sides neighborhoods developed. Policies changed with time, requiring a of neighborhood streets. That direction sidewalk on only one side of a street. Later, and for a relatively short time, has been reinforced in the city's 2030 the requirement for sidewalks along many types of streets was eliminated. Comprehensive Plan. Today,the 2030 Comprehensive Plan revives the policy requiring sidewalks along both sides of residential streets. In Apple Valley,sidewalks support pedestrian use in residential neighborhoods and commercial districts,allowing people to move on foot between their homes and other parts of the community. Sidewalks are concrete,and are generally narrower in width 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 or streets and the surrounding neighborhood. Park trails are intended to be multi-use facilities, accommodating pedestrians and bicyclists. This study did not assess the network of park trails in Apple Valley, but B i k e W a l k Apple Valley page 7 recognized the role they might play in a comprehensive system of non-motorized " �' """ �' movement. * .. , .0 ,* • street trails Street trails are bituminous surfaced and 8 feet wide,and are located along ,ye Apple Valley's collector streets and , — county roads. The city's policy is to "` construct street trails on both sides of these types of roadways,where feasible. Street trails are intended to be multi-use facilities,accommodating pedestrians and f bicyclists. ;..t • unpaved trails Unpaved trails are located in parks and - open spaces and are intended solely for use by pedestrians. There are unique facilities in Apple Valley as well. The Downtown Ring ilk Route is designed with significant portions of the right-of-way dedicated to non-motorized movement. Facilities along the Ring Route are typically composed of a wide paved boulevard with trees and street lights adjacent . if to the curb,and a zone for pedestrian movement. While bicycles are permitted to use these "sidewalks," it was noted during the process that serious bicyclists would prefer to use the street,which offers a more consistent surface and provides greater visibility of the bicyclist. Today,there are no designated bicycle lanes on the city's streets. The city has installed multi-use pathways along a majority of its major street 4t{, corridors. The 2030 Comprehensive Plan indicates the city will "explore ti ,' :o, the use of striped shoulders along collector streets and county roads ry *r° (except arterial streets)." It further notes that street trails will continue to '" be used along major street corridors. ' 3`` * Planned trails and sidewalks While extensive,the network of trails and sidewalks in Apple Valley is not yet complete. In fact,trails and sidewalks will not be constructed in some areas until development occurs. In order to effectively plan for a complete system,the city has laid out a plan for trails and sidewalk in conceptual fashion,in its Comprehensive Plan. While not specific relative to location, Conditions of trails and sidewalks vary the diagrams demonstrate the city's intention to create a network across the community,with some facilities supporting non-motorized movement in the Apple Valley community. As meeting walking or bicycling needs. In the Comprehensive Plan is considered,it must be understood that the other locations,sidewalks terminate locations for trail and sidewalk routes are often "diagrammatic,"with before forming needed connections, locations for enhanced routes and ultimate directions being established physical conditions limit opportunities for with the benefit of further and focused design and engineering. implementing a trail,or facilities are just uncomfortable for walking or bicycling. page 8 B i k e W a l k Apple Valley Even as this plan for trails and sidewalks was developed, new segments of trail and sidewalk were being implemented. It's an on-going task,and one that will continue through the city's pavement management program, where street surfaces are upgraded across the community according to a program that recogizes the service life of the materials used in the city's streets. As a part of the street reconstruction process, it may be advantageous for the city to evaluate the condition of trail and sidewalk facilities within the same right-of-way. In park and ride The trail and sidewalk network covers 15 MVTA stop much of currently developed Apple Valley. roads and highways Gaps occur in all parts of the community, including areas yet to be developed. n proposed regional trail rv,^, , Ring Route ,:_,, r ,----‘7 existing sidewalk sidewalk gap _ 114 ° l 'trail gap ,..,-...,,o,,,, - n m , rvoA. existing tr. a m 1 , s hrvE. �S $ Kai DA € 1 a°w G. °fit m.: -,:,..„_ ,....1:: ,_/ ,, a _. ` ,.:,u i nun .., m ,,,„,.,F pl . „ —, ;° 6 ,„6.2,•-„,..6-,C-.7.--------4-'.-- .o/ C-- . , y w E it;N,,,,zo,ls oh R, F2E ,• • 8 • t? fek ' s, `e.Y,_' GEMSTONE.Q '' err, (l l "– 'ill b i w o' R N rs �.p. 1' ,• x �'� is a\t �$, s. 3� �wEry • v i 431. » ' ^' I 2-,,,7!:„,] '' EMBRY ,,,,rv, '� g ° S { p` �.,, a 1..,..'''6,s, y c,�rv,°.,�' F. ° --. s �r a F€L off, _._.` lrvE/7::: E `�. ' g..J 3{ �„�rv.r Yr 1 ',‘„,,L04.1 l , .. "°"1-1I�rvE. .1 r , +o' Lam. r p „`sm9 I giJ i ,., ,. l'''.4.1. "'�.t d ,1„,,...-:„.m. u E�C; `7 L moo. _� F �� • ' ,1C� 'i 1,f Q 1 i „ _,5 —�I i 0 icvl z ] `\”.... ',..se---) 3 s is 5+ i V h.,- „ _ }�,. m 9 Sw ”, ( `_ V,;ry _..sry -�;, Ea ` sw Yt..a I3 ,ry m l'''.-1-----'2%--'-r.T., `� b ,urvarta R Iw*n ^M I = 1 ii ) q kMi w 1 , , fait.,;-„,:: w _>M"' 'T"'' 'I IS ,s. PFRm.ONTAGE m 7ri ... . . g . __, a r . . E ' ,�r " a , `yx11 - ^ r , I:.. ,_.:'' '''' J M ,,- [;.7.1-'_'..,4_,• L_j2,,,,,,,,,, 2',I,,,,,et;-^- ,4 ,- --cc! 2% i 6II i °l 1i • -k l•6,1 w.. 1• 4 E. I ,n Tiniaridif. Li., B i k e W a l k Apple Valley page 9 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 Valley's 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. 7116 - 1. :';, t i. ., i } i iiiiril_ '', ,,,r, ,`=-4 6 ,_-__i. _ , , 41-r ' ,. 4 1 � ; ,� , r page 10 B i k e W a l k Apple Valley less,and more 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 school children to walk or bike to school was considered in a series of Safe Routes to Schools assessments. System assessment Already,Apple Valley has 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 filled 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 ; 4+ 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,gas 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 M variety of land uses; • the connections they offer to the transportation network; A"gap"analysis assessed locations • the existence of parallel sidewalks or trails within the same right-of- where sidewalk or trails do not exist in way;and the community,and framed the priority • the presence of safe crossings to the trail and sidewalk network. for implementing a sidewalk or trail in the missing segments. Regardless of the Each gap was scored using a weight based on these factors, resulting in a assessment,it's clear that people use general scoring of the gaps that established their relative importance as a certain corridors even with walking or part of the trail and sidewalk network. bicycling facilities,and even in the presence of physical obstacles. B i k e W a l k Apple Valley page 11 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 gap diagram identifies a 500 foot The connectivity ranking system captures the benefits of diversity of land buffer along each segment. Gaps were uses along a route as well as from crossing barriers in the system. If the scored based on criteria including land use, trail or sidewalk crosses a street via a designated crosswalk,then the land transportation,connections,and barriers. 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LRAM Me. �..r 32 4 it 1Fq w § - g qp µµ�< a'� L'rr 6. 3 ,t,,, $' x v 4 "An ono �' ` �i £S `}' Y., % , Q's lin- oua6e L V1a.� ATAA € 5 ,br i - ',,, 1. 12 '00- 's «� xn 4 ,, UN ROAD �,,,o a ''15151- p"'CO .TY '- ,. ,., �,& 10 •'Isoni :193TH 15,- F % = p $ t .36" is COITY ROA ,....,.,. .., •-I- . zCOUNTY ROAD 46 - . COUNTY ROAD 46 r page 12 B i k e W a l k Apple Valley Trail gap weighting factors Variable Weight Rationale 1-5 scale Land use Residential Levels of residential density can determine how many potential users of trails • low density residential 2 will reside in the area • medium density residential 3 • high density residential 4 • neighborhood services 3 Commercial Commercial areas are a destination that attracts users. Improved connections • downtown core 4 can increase the number of users. The downtown area is weighted higher than other business nodes due to the concentration of commercial destinations. • business nodes 3 Industrial 1 Less likely destination to attract recreational and/or commuting depending on the nature of the industrial area. Mixed use 3 Areas of mixed uses have the potential to attract more users. Institutional 4 Institutions such as churches and government services can attract users. Park 4 City and regional parks are a destination 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 to the bus stop. The bus provides the connection to their destination. Other MVTA stops 3 The MVTA offers local and regional service that attracts users to stops. Regional trail alternatives 4 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 3 The downtown area is defined by a series of streets that comprise the Ring Route,which was identified in the 1987 Commercial Area Planning Study. Current community connections Connections are weighted based on existing trail infrastructure. Gaps are mea- sured as"no existing trail alternatives"or"existing trail alternative." No alternative 3 No trail exists on either side of the street. Improvements would connection a gap between the endpoints of two trails. Alternative connection A trail exists on one side of a street. Users may choose an alternative;expand- ing the system may be redundant or increase access depending on location. • Potential connection expansion 2 A parallel trail would be more heavily weighted if it improved accessibility to destinations on both sides of the right-of-way. • Connection expansion restricted 1 If a trail exists and the gap is located near an unexpandable location and/or provided no access,these gaps are wighter lower. B i k e W a l k Apple Valley page 13 Sidewalk gap weighting factors Variable Weight Rationale 1-S scale Land use Residential Levels of residential density can determine how many potential users of side- • low density residential 2 walks will reside in the area • medium density residential 3 • high density residential 4 • neighborhood services 3 Commercial Commercial areas are a destination that attracts users. Improved connections • downtown core 4 can increase the number of users. The downtown area is weighted higher than other business nodes due to the concentration of commercial destinations. • business nodes 2 Industrial 1 Less likely destination to attract recreational and/or commuting depending on the nature of the industrial area. Mixed use 4 Areas of mixed uses have the potential to attract more users. Institutional 3 Institutions such as churches and government services can attract users. Park 4 City and regional parks are a destination 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 to the bus stop. The bus provides the connection to their destination. Other MVTA stops 3 The MVTA offers local and regional service that attracts users to stops. 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 is defined by a series of streets that comprise the Ring Route,which was identified in the 1987 Commercial Area Planning Study. Current community connections Connections are weighted based on existing trail infrastructure. Gaps are mea- sured as"no existing sidewalk alternatives"or"existing sidewalk alternative." No alternative 4 No sidewalk exists on either side of the street. Improvements would connec- tion a gap between the endpoints of two sidewalks. Alternative connection A sidewalk exists on one side of a street. Users may choose an alternative; expanding the system may be redundant or increase access depending on loca- tion. • Potential connection expansion 2 A parallel sidewalk would be more heavily weighted if it improved accessibility to destinations on both sides of the right-of-way. • Connection expansion restricted 1 If a sidewalk exists and the gap is located near an unexpandable location and/ or provided no access,these gaps are wighter lower. page 14 B i k e W a l k Apple Valley uses within the buffer area (a 500 foot zone along the trail or sidewalk segment)was also included in the connectivity scoring. Gaps were ranked based on their need for improvements using Geographic Information System (GIS). Data was assembled from information provided by the 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 to the way children access schools from their neighborhoods. Safe Routes to Schools funds projects that make communities more accommodating to walking 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 to and from school each day). In Apple Valley,four elementary schools participated in a Safe Routes to School assessment,which was performed by Kimley-Horn and Associcates, Inc. between February and May 2010. Studies for each school resulted in the identification of actions that would increase safety and accessibility for students accessing a school on foot or on bicycle. Walking or bicycling areas were truncated at major roadways that could not be easily crossed by an elementary school student,which created a walking zone where improvements would be targeted. Examples of improvements recommended in the Safe Routes to Schools studies include: • Creating a target area for a walking school bus,where students and adult"drivers"walk a prescribed route,stopping along the way to add students much like a school bus would collect student along its route; • Adding signs to better direct parents during pick up and drop off; � . • Enhancing bicycle parking/storage areas at schools � ... • Upgrading or enhancing of street crossings, including retaining adult crossing guards; • • Adding signs to warn drivers of school crossings at streets;and - - ; • Completing sidewalk or trail connections. se'" These kinds of improvements are important considerations for the trail and sidewalk plan. School district policies limit busing of students to those who live more than one-half mile from the school or live across a major roadway from the school (for elementary school students),focusing attention to those who may have few choices other than walking or Providing bicycle racks at likely bicycling. destinations for bicyclists encourages use,as evidenced by the rack at Greenleaf Elementary School. Bike W a l k Apple Valley page 15 'Wt-r..or i ! /Er I.USEATOmTESIGNS TO OIREC,',PENIS DURING PC uPi DROP-OFi .{ • A 4. 1 2-CONTINUE TO STUDY AND COLLECT DATA AT CROSSING Et`�' A f 3 TARGET AREA FOR WALKING SCHOOL BUS # ""�•i - '' �• 4 POTENT Al N7TURE PARENT MOL-UY'OROY-OE yy i/fI.P.( 'll S CONSERUCI SIDE I COnn c iOry O 32,G S' 111 ^^ S y r '.,• T. / A' v .;'• .IR,--'"ect' ,44$,,.3!V/, 1 e',,,,.. A.,„ii. E _•k A T om''=1' ` �' �4 o ji!!' 1::1 d,.�,„... Z-51:-• ' :�, A I4 . . 'y d '1i' 14 i,y�.` yr.0 ' vs i' I ' t :� Al” ijbt rr } : L Jed ='. ,^! "T" ,,//// Fyasf�` !rr9�(!•/r; Ej P to'/ S ..l fixr ; '''' 4. 1 `.. `r' W f~9 �r ,� fit' stH 3 • k tgr ,.pl "" 1 t1 V Y': "'� Air , ,A.4'..,11....--r. , ,1 ` 'x ,1$ e6�gy�y!f i/ rp; r a t E - I i•. - i A �^''�`, .c-7 Ys'� e, 'f 3a4. i f~,R t, Four elementary school zones were ,Y , _ -4 r'`-Y" ,t' LEGEND 4 r 1 '¢ F a SCHOOL OROSSNG analyzed as part of a Safe Routes to Schools t kj A 4 `yf- '- - i. ' ,0-^ ' * ,I,o„aA,,0„ 4 assessment. Recommendations focused on t i './i ' -, 'y- — Rum utE,RARS R ,, '�R ^" '- ttscNATWHAIARODlACII), - areas more proximate to the schools,but 41 ti , qB or.7 , �, , * I. WAUAREA Y'•"s •„e , 44 } 1.4 !. . ,• "'"`AREA-CIAi""'"- i forming safe and convenient connections .,• �j, T + Ae., p H _ r j NOM SCHOOL from greater distances would be desirable. , �1 „-t"'-> A, SCHOOLBTtlf M,RDUEDARFA A . (Graphic prepared by Kimley-Horn and `• -},, ,r* , L °..",DtfwHP EI RN.S '' 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 B i k e W a l k 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. tom., ro ,k'' -.,. -, !VII! r d MI�i14.11Z;11 '''' — Ill deltillailM11.111 jr� - 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, in 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 Hills Regional Park,and would, in the concepts posed, used existing trails in city parks for portions of the route. Bike Walk Apple Valley page 17 Dakota County is planning regional trails or greenways that will offer recreation opportunities for Apple Valley residents as well as providing connections for walking eigRl1ers " south St.Paul and bicycling beyond the community's Regional Trail Y 9 bd Y Tn� ''RNerfrontTrail borders. (source: Dakota County 2030 Park System Plan) ` 9 2 Mississippi River 6 Regional Trail LEMON HILTS REGIONAL P _.t= 10 3 SPRING LAKE 7 i 11 PARK RESERVE VERMILLION HIGHLANDS PARTNERSHIP 13 • 12 MIESVR.LERAVIt&; PARK RESERVE LAKE REGIONAL PARK • 1 Cannon Valley TraR j Sid i o�cy \i 0 1.25 2-5 5 Milos 11 1 1 1 1 1 1 l Future Trails: 1 Cannon Valley Regional Trail Link 9 Rich Valley Greenway Regional 2 Eagan Greenway Regional Trail Trail 3 Rosemount River Access Greenway 10 Terrace Oaks Greenway Regional Regional Trail Trail 4 Highline Greenway Regional Trail 11 Vermillion Highlands Greenway 5 Lake Marion Greenway Regional Regional Trail Trail 12 Chub Creek Greenway Regional 6 Minnesota River Greenway Re- Trail gional Trail 13. Vermillion River Greenway Re- 7 Mississippi River Regional Trail: gional Trail Hastings to Red Wing 8 North Creek Greenway Regional Trail page 18 B i k e W a l k Apple Valley A trail and sidewalk system An expanded network of non-motorized movement in Apple Valley will result in an expansion of the city's trails and sidewalks,but this plan views trails and sidewalks to be more than an alternative mode of transportation. Trails and facilities need to be recognized as a true community asset,which might be achieved by understanding their orientation to: • connectivity and mobility offering pedestrians and bicyclists viable choices to move about the community, especially for trips destined for transit, school,and recreation;as those aspects of a trail and sidewalk system are more fully accommodated,the choices for trips might expand to include shopping and entertainment destinations. • community health providing walking and bicycling opportunities that are safe,convenient, and accommodating enough to encourage all residents to use them,which encourages alternative transportation modes but more importantly exposes them to physical activity that leads to better physical and mental health. • navigation establishing signage and wayfinding that allows pedestrians and bicyclists to understand routes to common or likely destinations, and that demonstrates the comprehensive nature of the trail and sidewalk network available to them. • identity using elements to support trails and sidewalks that reinforce an identity for the community,and as important,establishes an identity for Apple Valley that suggests walking and bicycling as an intrinsic community quality. • hierarchy establishing an order of movement reflective of walking and bicycling in the community,much like the way Downtown's Ring Route creates a zone recognized as Apple Valley's downtown. • community allowing residents and visitors using Apple Valley's trail and sidewalk network to as a part of the community's public space,and encourage "gathering"as a part of the walking or bicycling experience. Bike Walk Apple Valley page 19 Core routes Many of the basic patterns for trails and sidewalks have been established as roadways and development has occurred across the city. While some Bike Walk Apple Valley encourages a focus trail or sidewalk segments have been identified as gaps,and others on implementation zones and core routes. will only have trails or sidewalks implemented as adjacent parcels are While cross community connections developed,a look at the existing network of trails and sidewalk shows might be desired by some pedestrians or bicyclists,the frequency of use on local clearly that this could be an important transportation option for Apple trips suggests incremental implementation Valley residents,and nearly every neighborhood seems to have trail or of the trail and sidewalk network. sidewalk facilities relatively near most homes. . 7, i . t ° 1i _ . t i , i t r t = t I [[ //1 .ter .�- _._ 44 D " ' !„may' I— « _,ry .._r - -- - -. ., \,.. 4 .4 - , :1„4., „.94„._ „, ... , ...r •b , r �'.�"'c '•. ! 1 t 114c),12 tf t Ali. r,,444 _ \ 1 ,dik 11 Iv� j Via East Central , az not"yr Apple Valley dBflnod, AA � ' Southwest I x a Apple Valley 34 _ ._ - A 57 and t':' 41 Downtown ' r _ ?—"�.s_,.....,c_. ",_ ;vim ., .. _ . 7.. i ..,, , . iiiiir, , \0 -H..----.,.: _0 a#. n r f / ` t :,= r page 20 B i k e W a l 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 j4.6 driveways and intersections suggest connectivity to other roads and zones of the cit while narrower streets with more drives suggest a more local Y, gg street. In this way,there is legibility to the city's street network. 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 t.ohm 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. x.£ The core network might function in ways similar to Downtown's Ring Route: a clear route is established to gather and distribute pedestrian 4 and bicycle movement,with facilities that support walking and bicycling —� OS -- concentrated along that route. Enhanced crossings of major streets occur Sidewalks and trails feeding"core routes" where a core route interfaces with more heavily travelled streets, but the become important in the trail and sidewalk network doesn't rely on the major streets. Rather,the core routes would plan,allowing lesser travelled routes to have less vehicle traffic, making it more comfortable for pedestrians on feed more significant walking and bicycling sidewalks and for bicyclists using on-street bicycle lanes. facilities. 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 not 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 community 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 __ 43 "i .. 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. 'r+' 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 County Road 42 and Cedar Avenue are to be more clearly defined in the city's hierarchy of streets and trails. barriers to non-motorized movement, and can be unpleasant or uncomfortable Once these routes are established,an expanded network—the finer grain corridors for walking or bicycling. Nearby of the city's trail and sidewalk network—comes into play. This level of the parallel routes are often better locations for trail and sidewalk facilities. B i k e W a l k Apple Valley page 21 system brings pedestrians and bicyclists that much nearer to their home or • destination. The extent of supporting facilities is not as great 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 of which might otherwise seem to be an intrusion upon a neighborhood. At 48 Having core routes defined adds a significant benefit in terms of directing both capital and operations funding—both of which are limited resources. 1' , Like streets,the core routes will accommodate the greater use, have a greater concentration of facilities supporting walking and bicycling,and will demand a higher level of maintenance—essentially,focusing limited resources to areas of the greatest expected use. Ultimately, encouraging pedestrian and bicycle movement in Apple Valley must recognize a series of factors,where each factor has some ability to shape non-motorized movement: Even where facilities for walking and • legal the facilities intended to support walking bicycling exist in Apple Valley,they may not draw users. To maximize benefit of and bicycling must be legal; most sidewalks and trails,the network should be commonly,the legal structures focus convenient and present an advantage for on conformance with the Americans users—even creating a more interesting with Disabilities Act,a federal civil rights and diverse landscape might be an law enacted in 1990 that prohibits advantage fora walker or bicyclist. discrimination based on disability. • safe sidewalks and trails need to offer safe accommodation of users, and even go further to offer the perception of safety. • convenient the network of sidewalks and trails must provide connections that are not only desirable, but ones that are simple and expedient for users. • advantageous providing a sidewalk and trail network that is a realistic option for any potential user,and in some cases, may be a more opportune choice for movement. At each step,the ability of the trail and sidewalk network to support use is enhanced,and more users are encouraged to take advantage of the option of walking or bicycling. A truly robust trail and sidewalk network aims to move beyond "legal"and"safe"to being"advantageous." Areas of concentration It was recognized during the planning process that filling all the identified gaps could be cost prohibitive,and that a more realistic strategy might be considered that would focus improvements to create a zones of page 22 B i k e W a l k Apple Valley enhanced walking and bicycling,and that,over time,a more complete network of sidewalk and trails would result. When looking at the ways in which most people use sidewalks and trails,this kind of concentration of facilities makes sense: most people will walk or bike between destinations within or near 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 1- sidewalks is a first step. Early in the planning process,an attempt was made to define likely 111111 destinations for pedestrians and bicyclists. The pattern includes regional �ee�l!� destinations like the Minnesota Zoo,downtown Apple Valley, and the --- community's numerous parks. However,two significant and basic patterns ME� u . emerged: • walkers and bicyclists seeking access to transit could form a significant non-motorized population in the community,and creating improved links to transit facilities would be a logical step in the development of an enhanced sidewalk and trail network;and Access to the enhanced transit service available on Cedar Avenue is a key reason • creating connections to schools as a part of sidewalk and trail for improving links in Apple Valley's trail network might better accommodate walkers or bicyclists who and sidewalk network do not have other choices in modes. Most students don't drive,and some don't have bus transportation available(based on school district policy). When coupled with the earlier Safe Routes to Schools work,a concentration of walking and bicycling improvements related to the schools in Apple Valley is a logical and appropriate direction. In addition to the basic pattern, both those walkers and bicyclists seeking access to transit and school children share a frequency in their use of sidewalks and trails. Two areas of concentration are identified related to the activities of schools,one in southwest Apple Valley and a second in east central Apple Valley. These zones include: In southwest Apple Valley: • Southview Elementary School; • Westview Elementary 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. B i k e W a l k Apple Valley page 23 iI 1 c - ii." _„,1,1--- ,, ----'' ,-,_, _ ..,__....,,, 4; , lb 1.4.1f14 ------:'--.-J .. - 1 i , , . , r. .le ,. - _,,.,.. , H_ t ' it 2 't , M •t h LL W ', T__ __ 6TArICw n iiii �' . { Fa. _ - t 10 iii i . _ - N v_ .,. The MVTA's new transit facility at 155th In east central Apple Valley: Street is an important destination for • Highland Elementary School; walkers and bicyclists in Apple Valley. • Diamond Path Elementary School; Walkways over Cedar Avenue facilitate • Scott Highlands Middle School; crossings of Cedar Avenue. • 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 B i k e W a l k Apple Valley • For these routes,improvements like lighting become important,and maintenance is a real concern. During winter months,especially, limited daylight at peak transit times suggests that lighting be provided along key routes,and removal of snow and ice to create a safe and obstacle-free passage is critical. Downtown In downtown Apple Valley,the Ring Route defines a core of movement that includes wide sidewalks. Participants in this process noted that these sidewalks do not address the needs of bicycling commuters,and that the use of the sidewalk is dangerous or uncomfortable. For serious bicyclists,streets are preferred. While casual bicyclists may still prefer the separation from vehicles afforded by the wide sidewalks,the city should study the potential of adding bicycle lanes in certain segments of the Ring Route. The result may be a change in the roadway configuration,with the introduction of a three-lane roadway(based on engineering analysis of the road segments)and on-street bicycles lanes at the edges of the roadway. Some communities are looking at more innovative methods of incorporating bicycle facilities on streets, including bike boxes at intersections. Aside from enhancing opportunities for bicyclists,expanding the network of trails and sidewalks must address the basic need for access to buildings—not just access to a trail or sidewalk. Throughout the downtown area,sidewalks fail to make logical connections across sites to the front doors of buildings. While many examples exist,the City of Apple Valley might want to set an example by creating a sidewalk between the front door of the Municipal Center and the public sidewalk at Galaxie Avenue. In doing so,a portion of the ornamental fence will have to be removed—but the new portal could become a highlight of the path, artfully framing the connection between the public realm at the street and a sidewalk to the front of the building. H ii sr 11 2.A.411rw. u 1 .•�-•^ Cedar Avenue is a significant impediment to walking and bicycling particularly for those attempting to move about the downtown area. B i k e W a l k Apple Valley page 25 The gap analysis identified a few locations where facilities for walking or bicycling in downtown were missing. Along Garrett Avenue,for instance, a link for pedestrians could be created between 147th Avenue and County Road 42,following the street or perhaps winding through green spaces between buildings to create a more interesting route. A study performed in 2008 anticipating the arrival of BRT and advocating for the incremental evolution of the downtown area based on development patterns that would be more supportive of transit identified the opportunity to transform drive aisles at the fronts of retail building to become more"street-like,"especially for those drives that link to a public street. The routes for pedestrians, in particular, might make better use of lighting designed to accommodate pedestrian activity,with "street" trees, plantings, and other typical streetscape features added to make the path—and the storefront—more inviting. The finer grain of movement created by sidewalks along streets in downtown,and the linking of sidewalks and trails that exist to storefronts and fronts doors of downtown's buildings,would be a tremendous advantage for those moving about downtown on foot or on a bicycle. 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 of gaps As each of the gaps were scored,a priority for implementation evolved based on the technical assessment of missing segments of sidewalks and trails. The cost of completing those gaps is dependent largely on the length of the segment requiring completion,so a fair cost-benefit analysis is not possible (longer segments will cost more,but can't be fairly compared to shorter segments with lower implementation costs), regardless of the priority. 00 1Even as this plan was being formulated, improvements to Apple Valley's trail and sidewalk network were being planned or implemented—resolving gaps that had been identified during early investigations. page 26 B i k e W a l k Apple Valley As the network of trails and sidewalks in Apple Valley was considered, the task force assumed the position that a system would be best defined based on a technical assessment of gaps balanced with a more planning oriented vision for the ways in which a complete trail and sidewalk network would serve the community. In this way,gaps are resolved not only for their ranking or the result of a cost-benefit analysis, but for their longer term role as a part of the fabric of the Apple Valley community. Integration of trails and sidewalks within rights-of-way There are locations where trail and sidewalk improvements cannot be reasonably accommodated within the existing right-of-way. Some locations may present the opportunity to gain additional land for trail or sidewalk purposes through direct acquisition or permanent easements, but there may be no possibility for additional land in others. In these areas,accommodation of trail and sidewalk facilities may require a change within the right-of-way,and maybe to the roadway itself. Easy solutions often involve the narrowing or elimination of a boulevard to create space sufficient for a sidewalk or trail. In some cases,the opportunity to creating a boulevard feel might be achieved by placing trees at the outside edges of the right-of-way instead of between the curb and a sidewalk. This places the trail or sidewalk immediately at the edge of the roadway,eliminating the buffer zone often created by trees in a boulevard. In some cases,this solution might be one of only a few choices available. Accommodation of a trail or sidewalk in areas of limited right-of-way may, in some cases,suggest that the width of the roadway itself be reconsidered. Guidance for lane width and shoulders, and even for the basic configuration of lanes in a street, is evolving,and the opportunity to gain a few feet for a trail or sidewalk improvement could be gained by Navigation aids—wayfinding signs and kiosks—are viewed as important elements narrowing travel lanes slightly—and often,it's only a few additional feet of the trail and sidewalk network are needed to create a sidewalk or trail along the road. However,the city •t must comply with Minnestoa Department of Transportation standards 4, IS for roadway design along Municipal State Aid Routes. Recognition of . d a o� the context is critical,with the ability to balance pedestrian and bicycle ,��, 6 � ' �' accommodation with vehicles on the road beingbased on the more _ �' a a���,":t ,,tf , immediate patterns and conditions of the road and neighborhood. ' 6 `,,`,:.‘111111s1_am � `� r ab' While Apple Valley does not have any on-street bicycle lanes today,the 41. colIliilia ability to accommodate them is most often based on available public right-of-way. The same principles of balancing needs based on context mo–.411111111114 i' applies here,where a more complete picture of the ways the road serves -� . community and transportation needs is required. ,;, '' 1111111010 01111111 B i k e W a l k Apple Valley page 27 Support facilities Trails 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"trailscape"—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 Some locations along core routes may identification or directional signs would be located to ensure the system merit greater attention. The creation of is easily navigated. These kinds of improvements would be designed as nodes along the trail and sidewalk network a "family" of related elements that reinforce the continuity of the trail might offer"comforts"to users such as and sidewalk network, but also to read as Apple Valley elements. While benches,overhead cover,and perhaps even the trail and sidewalk system might reflect on the kind of community drinking fountains. Like the streetscape Apple Valley is, people from outside of the community will more readily improvements along the Ring Route,these identify these features with the community—much like the streetscape spaces might become identity features for improvements along the Ring Route define downtown Apple Valley. the Apple Valley community. `,irk, it 411 1:i t, at '1'. • A 4 0... ,. �` 4 .. %) vs eeiiir ' f4�1�1'y V Yi 7T 't;"-6.- �tif�.`K fti /�/"� 1 JiSo. ./V alibi "4.41.bi.%. •'''; tofi' jk, T.. OP 46, lit•tip.4.1r,A 1 e. At ;' f 1°41 ,f �14* f ``t . f. r r r 1,N %414). �� I r• i 'et.vA �je. , . '., i {,; for_' • '•r +tom • 1• �`� 2` ,,, ----00.4iiim-Fit ....• page 28 B i k e W a 1 k Apple Valley Best practices for trails and sidewalks 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 "Bump-outs,"which have already been pedestrian crossing, but more importantly,shorten the crossing distance implemented in some places in Apple and give the pedestrian improved viewing of oncoming traffic. A collared Valley,decrease pedestrian crossing crosswalk narrows the street at the crosswalk,which gives the driver a distances and often reduce vehicle speeds. 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 o«,. 25 tree extends the amenity value. tea, 16 eptic Mobility-and vision-impaired pedestrians need special attention. - 1.0 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. Graphic and audible crossing signals enhance use of sidewalks and trails for all users. B i k e W a l k Apple Valley page 29 Trail Enhancements • `., Well-planned off-road trails and multi-use paths provide pedestrian and bicycle mobility. Within parks and along road sew.•- ~� °' 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 trrcrossings. ) •4 • 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 Well-defined--and sometimes well- streets or short-cuts through open spaces. known—crossings are key features of a • Visibility for increased safety and personal security. trail and sidewalk network. • 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 be 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 1; of path that are perceived as more family-friendly than the typical urban " l<r 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-use path itself should be at least 8 feet wide for walker and bicyclist to share the corridor safely. 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. page 30 Bike W a l 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 y� 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 'Q 'r°4'400 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. The incorporation of bicycle lanes on streets accommodates those bicyclists who Locating bicycle routes and facilities along streets that offer the direct prefer to travel on streets for reasons of routes to workplaces,shopping and entertainment/hospitality areas, safety,comfort,and continuity. 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 't a 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 Expansive street crossings sometimes in some areas of the United States. Raised bike lanes incorporate the take advantage of median refuge points, convenience of riding on the street with the psychological separation of a providing a somewhat protected zone for barrier. pedestrians who could not cross during one cycle of the"walk"signal. Bike W a l k Apple Valley page 31 " 'I"- s •\ Bicycle parking improvements(bike racks and lockers)should be included in transit stations and park-and-ride facilities. ,moi " '• .'j � , r=., ,>:`: Bike route information may be integrated into transit route maps and "$' *k r±.< ; . {A.° ' signs. Bike route maps should be provided at all locations where transit a) t * t _ �, „1�# , „ :,��.�- information is provided to help make the transition between modes as ' .. seamless as possible. Cities can lead the way in bike rack installation. Many cities have ' '" initiated a proactive bicycle rack installation program for their own Wier'°�`�""k• 2 .-----=-` buildin s(cityhall communitycenter)and parks,and also often in z-_ �, , partnership with schools, libraries,other public entities,and private 'OM businesses. Cities can require private development to install bike facilities. Unique opportunities for place-making can Another method for obtaining additional bike racks and storage facilities is result from the introduction offacilities for a city to adopt legislation, usually as part of zoning code amendments, that support the walking and bicycling to require a minimum number of bicycle racks and lockers as part of network. new developments. This type of legislation is usually focused on a city's downtown and multi-family residential development. As part of this initiative,many cities often require office developments to include shower and locker facilities based on employment densities,to make bicycling to work an attractive option. • Bike racks or lockers should be anchored to the ground surface or structure for security and stability. • Bike parking for school or business uses that are covered and visible for security are more appealing to users and longer periods of parking. • Bike parking is most convenient if it is located no further than 50 ft. from a building entrance. • Businesses installing bicycle parking should consider two types: parking near the main entry,which functions as short-term parking for customers,and parking for employees,which could be further away from main building entrance while remaining visible and secure,or better yet, providing space within the building. • Bike parking within pedestrian right-of-way should allow sufficient passage for pedestrians. Wayfinding Wayfinding comprises both spatial and environmental cues in finding one's way to and from destinations. Wayfinding is important for both pedestrians and bicyclists to increase a sense of orientation,enhance comfort and security,and increase a willingness to explore and enjoy a community. Signage helps both local residents and visitors navigate page 32 Bike Walk 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 41110111111111111.111./, parking for their destination. `4. 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 r on a park once premise The wayfinding system should encourage 4 drivers to park, leave their car,and use pedestrian directional signage 'i f., _ tr to reach their destinations. Apple Valley's downtown has many auto- ' !! `! iy ; , te 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 infill 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 Signage and wayfinding devices are feature that promotes connectivity between different travel modes. important for all sidewalk and trail networks,particularly where there exist Neighborhood walking maps and walking route signage can be many choices of destinations or possible created to promote neighborhood walking routes and safe routes to routes. 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. Land 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 B i k e W a l k Apple Valley page 33 11Jr among pedestrians. The presence of windows, porches,decks, balconies, f z and outdoor cafes adjacent to the pedestrian corridor facilitate activity y y` ozo ' along and surveillance of the streetscape. Weather protection such as !' "i awnings in the frontage zone,and pedestrian-oriented shop signage,add ..- 111:1-r""4,41 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, (Lt 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. 4 r_ • - 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 Activity on public sidewalks is critical businesses more often,especially restaurants and cafes. These network in establishing a sense of purpose for sidewalks in a downtown area. The connections may also encourage more eating establishments to provide interface between the public sidewalk and curbside dining and outdoor eating courtyards. a storefront,whether a traditional building or a"big box,"demands a physical and Consider the establishment of pedestrian and/or bicycle zone in the visual connection. 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 1. 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 � �t� +' � developments. This checklist would contain guidelines and standards to ` ` improve pedestrian and bicyclist access and safety. • -MAIL.111111:47... c. IMMO MOM IMO saw _ Enhanced street crossing can be more elaborated,allowing for the street to feel more like a zone meant to accommodated pedestrian movement page 34 B i k e W a l k Apple Valley Moving forward 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 formulated, 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 and 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: .. C • 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 Whatever improvements occur in a trail developed as well as in parts of the community that will see development and sidewalk network,they will require in the upcoming decades. Task force suggestions directed the study maintenance. As use grows,expectations for care grow as well. BikeWalk Apple Valley page 35 toward completion of the network in more focused areas, essentially building a complete system in a more incremental way, and eventually completing the system in all parts of Apple Valley. By coupling this direction with recent efforts related to Safe Routes to Schools,two"zones" were identified as possible targets for trail and sidewalk improvements: • Southwest Apple Valley, including improvements that build upon the Safe Routes to Schools recommendations for Southview Elementary School,Westview Elementary School, and Cedar Park Elementary School;this zone includes Valley Middle School,Apple Valley High School, Hayes Arena,the Community Center, and an important east- west link to the BRT Station along Whitney Drive. • East Central Apple Valley, including improvements that build upon the Safe Routes to Schools recommendations for Highland Elementary School and Diamond Path Elementary School;this zone includes Scott Highlands Middle School and Dakota Ridge School. It is also clear the the downtown area might merit attention as trails and sidewalks are considered. Not only is this area a commercial and civic destination, but the presence of stations supporting bus rapid transit on Cedar Avenue suggest the need for improved access for pedestrians and bicyclists. In this way,the function of the Ring Route might be bolstered by allowing it to better serve non-motorized transit,and other key routes can be defined,further assessed, and, ultimately, implemented. The task force noted the desire for loops as a part of the sidewalk and trail system. These loops might be seen as a way of establishing a hierarchy of pedestrian and bicycle facilities in the community,organizing paths of primary non-motorized movement where a higher concentration of infrastructure supportive of walking and bicycling might be directed. As these routes become established,they offer greater legibility to the sidewalk and trail network, and begin to lend a sense of identity to the community—and perhaps to each "zone"of the community. Southwest Apple Valley In Southwest Apple Valley,the primary routes might be organized along Garden View Drive, Pennock Avenue/Pennock Lane,Whitney Drive,and a combination of 143rd Street, Hayes Road,and 145th Street. Most residents would be within about one-half mile of these routes,with many having existing sidewalks or trails to use to reach the loop. The resulting loop totals about 3.7 miles,or about one hour walk. These routes follow roadways designated as collectors, carrying traffic that is more likely to have origins or destinations within the zone--that is,the traffic is not merly passing through the zone. Forecasted volumes page 36 B i k e W a l k Apple Valley :'I i • l` *�*} " f r a 4 y ; •s , _ 2 • it . • • Sou west Apple Valle • • • 1--fdanili(mnuim� ilutiO! :- R. 37 i h. >f h�� ti It . One of two possible zones for target .' • % k'� -; implementation of trail and sidewalk "f.1°" improvements might be in Southwest " '° Apple Valley,with its proximity to the " 155th Street Transit Station,its location ' `tip~ ; near downtown,and the concentration of -_. ._ . _.... __. L, .. . , _.•`� schools in the area. • (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 Bike W a l k Apple Valley page 37 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 on the streets. Emphasis should be placed on providing safe connections across County Road 42, particularly at its intersections with Garden View Drive and Pennock Avenue,where traffic volumes are significant and crossing distances are longer. This route includes a stretch of Pennock Avenue that is a part of the Downtown Ring Route,as well as Whitney Drive,which offers a reasonable connection to the 155th Street Transit Station. The primary routes in this zone do not include any of the gaps noted by the city or assessed as a part of the gap analysis. However,there are gaps that were identified and assessed,and completion of those segments offers greater depth to the network in this part of the community. Recommended actions and improvements, beyond completion of missing segments, include: • Study of the potential for pedestrian safety enhancements at crossing of major streets • Completion of segments identified and assessed in the gap analysis • Establishing sidewalks consistently across driveway areas • Enhancement of lighting along primary routes to levels conducive for pedestrian movement(with illumination level based on adjacent land use) • Establishment of street trees along primary routes • Implementation of sidewalks of consistent widths along primary 2 t routes • Addition of bicycle lanes with appropriate markings and signing along primary routes • Implementation of signage and wayfinding East Central Apple Valley East Central Apple Valley presents conditions similar, in some ways,to Southwest Apple Valley. The major difference is the presence of trails in city parks that form significant north-south connections. Like Southwest Apple Valley,a series of streets and trails are defined as core routes, with most of this area within about one-half mile,with sidewalks along Where Southwest Apple Valley's trails neighborhood streets offering connections to the core routes. On the and sidewalks might occur largely along north,the core route is focused on 140th Street,which also provides a streets,in East Central Apple Valley,a significant link across the entire community, although it is challenged string of connected parks offers a unique by a crossing of Cedar Avenue. Trails through parks from the westerly walking and bicycling opportunity. page 38 B i k e W a l 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 East Central Apple Valley has similar 147th Street/Upper 147th Street, logic for trail and sidewalk improvements west of Johnny Cake Ridge Road 11,000 to 13,200 as Southwest Apple Valley. Transit 147th Street/Upper 147th Street, proximity,schools and downtown are east of Johnny Cake Ridge Road 7,000 to 11,000 important nearby destinations,and new Johnny Cake Ridge Road 16,300 to 19,800 roadway corridors offer opportunities for accommodating contemporary trail and sidewalk facilities. „4--, rt---;,--7''"""" r " ,,,_,,, .► ♦ ,' , .. , . .._...... .. • f .,*. , A ..A•. „ .............„ , A.. .. .•‘. .. .r • =14 EQt Central got Ale Valley dgiined .,_ ' 12 i an, 15 t .; i il — .. \\\ ... '1;1'1-3' ". ::..t.....W.._ ...�.. B i k e W a l k Apple Valley page 39 Some streets will be implemented in areas of Apple Valley that are currently undeveloped, presenting the significant opportunity to include well-considered trail and sidewalk facilities as these roads are implemented or upgraded coincident with new development. For portions of the core route that utilize trails in parks,continuity in navigation and lighting for night use will be important. For streets like 140th Street,the challenge may be trying to achieve a more comfortable environment for walking or bicycling along the corridor given current traffic speeds. Completion of identified gaps will occur with development along Johnny Cake Ridge Road. Completion of other missing segments will help to connect neighborhoods to the core routes. Recommended actions and improvements, beyond completion of missing segments, include: • Study of the potential for pedestrian safety enhancements at crossing of major streets; • Completion of segments identified and assessed in the gap analysis; • Enhancement of lighting along primary routes to levels conducive for pedestrian movement(with illumination level based on adjacent land use); in this case,the level of illumination in parks will be a concern of neighbors who likely have experienced little or no lighting in these parks; • Establishment of street trees along primary routes; • Implementation of sidewalks of consistent widths along primary routes; • Addition of bicycle lanes with appropriate markings and signing along primary routes; and • Implementation of signage and wayfinding. Downtown Today in the downtown area,movement is focused on the car. Streets and parking areas dominate, but in areas around the Central Village patterns of development are changing to ones that better accommodate pedestrians. The introduction of bus rapid transit along the Cedar Avenue corridor, with a significant station in the downtown area, has the potential to spur greater pedestrian activity—and possibly bicycle activity—if reasonable accommodations are made. The Ring Route forms the core of a The patterns of the Ring Route form the core routes for movement in the downtown sidewalk network,but more downtown area,and with wide sidewalks,a foundation for pedestrian localized connections are still needed to movement has been established. Still,not all routes readily accommodate serve walkers and bicyclists. pedestrians,sites, in many cases,fail to provide proper connections page 40 B i k e W a l k Apple Valley . �*I l. x $+A • � rs Itt 38` 1 t ! In the downtown zone,links to transit are important improvements, if particularly those connections that link to neighborhoods east and west of downtown. between buildings and the public realm of the street, and desire lines for movement to and from the BRT station are not recognized for pedestrian movement. Key recommendations to enhance the downtown area for pedestrian movement include: • Completion of the sidewalk network at the gap locations identified; • Creation of new sidewalk or trail links at key desire lines,especially the link across the pond area in the southeast portion of downtown to create a more direct link to the BRT station from the east and along Whitney Drive on the west side of Cedar Avenue; • Implementation of lighting along trail routes in the downtown area to effect more conducive passage during times of limited daylight; • Implementation of signage and wayfinding to aid in navigation for pedestrians for routes across the community;and • Review of site design guidelines for parcels in the downtown area to ensure logical connections are created between primary building entries and sidewalks or trails. Facilitating bicycle movement in the downtown area also looks first to the Ring Route. As noted during interviews and as gained from public and stakeholder input during this process,serious bicyclists prefer to use downtown's streets, as they view traveling on sidewalks less safe due to lack of visibility,varying cross slopes,and potential conflicts with pedestrian movement. Accommodation of bicycle movement on streets B i k e W a l k Apple Valley page 41 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. Expansive parking lots without connections to a public sidewalk or trail limit the utility Recommendations for enhancing bicycle movement within Apple Valley's of walking or bicycling in downtown. downtown area include: As new development occurs,or as improvements are contemplated,creating these connections is significant to walkers • Creation of bicycle lanes on certain streets through reconfiguration 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; . . s .fill s .... +� page 42 B i k e W a l k Apple Valley ke� k - I LI I I .Ila•�i .. � � _ - - County Road 42 and Cedar Avenue forms f ` " a significant barrier to pedestrian and , bicycle movement Incorporation of the "44s�4 104 PI* ta* overhead pedestrian bridges created F; 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 wayfinding 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 l k Apple Valley page 43 '31 4Z1 113 -.1 •ttt dt+ ftf: 4 $ata ,t , 4 ( V 6 ,p 4t lik t /a 'b 1 t v 1 p y, {i. 4 �r LQ� 49 91111 iy' lwLi,li 't� r t► i,'.` �6 b� y� r y�r.t +tip' �kn*. (1F 't\'‘ 1► V14 I/ "*. '1,7* :044 ./4/' ,kv-"k* **. ;41111k. ..7V,•-,,e,. .,,f., ,.A401:11-.A‘‘' - IS. 1T 1 - I 111 11111-1111 at we I \ _ _ 11 1 r r�� �� --- isl i�� Nodes along walking and bicycling routes and public art. While these features are oriented in scale and detail might be enhanced with features that serve 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. 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 Wayfinding signs and kiosks are important activity core. components of a trail and sidwalk network tr ki` Other features are grouped in key locations or set as individual pieces - along walking and biking routes. At intersections of core routes, i wayfinding signage and possibly kiosks or small shelters might occur. In ° a 9 ' ifp v„c9 other locations,a stand-alone wayfinding sign or kiosk might be used to b guide trail and sidewalk users. ,�. {+i� '0-AI's' ' While these features serve trail and sidewalk users for navigation and b 4.�,Yamman► 64 }. • I ti'L 1 '-e;:;' { h4 @ i II I 1 I I . I +lit ----..--. ice+ F -__--- -"` I '' " ', ,,-, '. -.. -...;''. _It i IT 1 , .. _ _......-,,t.... k page 44 B i k e W a l k Apple Valley i4 4 41 it ill • :,.,......,41‘ `ar '-7---7'4.II Ili kAi -"1"." .1.11111-!-I IP= SW 11101111 . lsi. ,:-.1-' _ 'f, it ' - ill I I 611 I I 14116.11M411.11.1.1.b4 la 11 I I I I I IIIII I-+ll I 1 lilik\, ' -/ 111111111W. it comfort,they lend a sense of identity and create opportunities for I "`. even at a small,scale. Importantly, a message r�', gathering—if they convey g {.� ... about Apple Valley,and its orientation to active and healthy lifestyles. f ,. �'�"\ Even at the scale of walking,small signs Costs of construction and maintenance are importantinguiding users to their destinations. The process of creating this plan recognized that completion of the trail and sidewalk network will require capital and operating expenditures. In this plan,the costs of completing gaps were assessed along with projecting the annual maintenance costs for each of the gaps. The construction cost analysis for each gap considered the possible need for seven items that would have to to be constructed 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 included: • if a gap crosses a barrier as indicated in the gap analysis sidewalk paint is needed; • if a gap approaches or has the need to cross a raised curb a pedestrian ramp will need to be constructed,and if no curb exists or if it is not raised a pedestrian ramp is assumed not to be needed; • 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; • 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; Bike W a I k Apple Valley page 45 The cost of constructing gaps identified in Gap Number EXAMPLE loci the plan is demonstrated in the"Example" Construction Items Unit Name Unit Cost Quantity Cost (top)and"Gap Number 1"(bottom);a Crosswalk paint Each 600 $0 Bituminous Trail LF 25 $0 breakout of the costs of all gap segments is 6'Concrete Sidewalk LF 25 $0 included in Appendix B. 8'Concrete Sidewalk LF 35 $0 SnaI Countdown Timers Each 8000 $0 Pedestrian Ramp Each 2030 $0 Retaining Wall SF 25 $0 Construction Subtotal $0 211%Contingency $0 Project Total $0 Gap Number 1 Location:East side of 140th St.between Garden View and C Construction Items Unit Name Unit Cost Quantity Cost Crosswalk paint Each 600 0 $0 Bituminous Trail LF 25 3097 $77425 6'Concrete Sidewalk LF 25 0 $0 8'Concrete Sidewalk LF 35 0 $0 Signal Countdown Timers Each 8000 0 $0 Pedestrian Ramp Each 2000 2 $4,000 Retaining Wall SF 25 840 $21 p00 Construction Subtotal $102,425 20%Contingency $20,105 Project Total $122,910 • 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: • re-painting cross walks; • replacing 6'wide concrete surfaces; • replacing 8'wide concrete surfaces; • bituminous patching;and • landscaping/root pruning. The frequency of each maintenance activity was also projected for each gap segment: • concrete surfaces have a service life of approximately 25 to 30 years, so it was assumed that approximately 3.33%of the sidewalk would need to be replaced each year; • 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; • based on the policies of a number of cities,it was determined that page 46 B i k e W a l k Apple Valley Unit The cost of maintaining gaps identified in Maintenance Items Name Unit Cost Quantity Yearly Cost Life Time Cost(20 yrs) the plan is demonstrated in the"Example" Re-Paint Cross Walks Each- 600 0 $0 $0 6'Concrete Replacement Slabs LF 35 0 $0 $0 (top)and"Gap Number 1"(bottom);a 8'Concrete Replacement Slabs _ LF 48 0 $0 $0 breakout of the costs of all gap segments is Bituminous Patching LF 16 0 $0 $0 Landscaping/Root Pruning LF 8 0 $0 $0 included in Appendix B. Maintenance Total $0 $0 Unit Maintenance Items Name Unit Cost Quantity Yearly Cost Life Time Cost(20 yrs) Re-Paint Cross Walks Each 600 0 $0 $0 6'Concrete Replacement Slabs LF 35 0 $0 $0 8'Concrete Replacement Slabs _ LF 48 0 $0 $0 Bituminous Patching LF _ 16 3097 $2,973 $59,462 Landscaping/Root Pruning LF 8 3097 $619 $12,388 Maintenance Total $3,593 $71,850 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. •P-� . t, • • r tt la' °,�+ y"- �. . ' , IF r 7 ,. 4 r i y gi.r sr m r .. Oit While snow removal is often mentioned as a need,regular sweeping of trails and a__ .. _ sidewalks promotes their use. B i k e W a l k Apple Valley page 47 Appendices Appendix A: Summary of interviews conducted Appendix B: HR Green Company Memo re: Comprehensive Trail and Sidewalk Plan B i k e W a l k Apple Valley Appendix Appendix A: Summary of interviews conducted As part of the community outreach and to supplement 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 • Ed Kearney, President and CEO of Apple Valley Chamber of Commerce • Jeff Milbauer, President of Valley Bike and Ski Shop • Bike Friendly Apple Valley • Kris Jenson, Community Health Specialist, Dakota County Public Health Department The following is a summary of the key points made in those interviews regarding issues,opportunities,directions,and limitations: • Biking in Apple Valley needs to be safe,easy,fun,and cool. It needs to be the preferred choice. Walking on sidewalks and paths should be available, accessible,and connected too,to give residents a ready choice for a more active life. • There are no striped bike lanes in Apple Valley. Consider creating a dual system,one for those who have a definite destination in mind and a second for recreational bikers. Consider"calling out" bike routes by painting them green or blue as is done in other cities. Look at appropriate locations for bike boxes at signalized intersections. • Consider creating a 3-lane configuration for most of the roadways that comprise the Downtown Ring Route,to permit 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 in our existing sidewalk and path system. Try to create bicycle loops that connect parks and major destinations., including Ensure that there are direct connections to the new BRT transit service stops. Sidewalks should be thought of as a system, on a grid,to give pedestrians multiple options. Do it right,with proper signage for orientation and directions. • Develop a program for bike racks on both public facilities and private businesses. Make them a marketing tool for active living for everyone. Work with businesses to ensure 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,an attractive alternative to using your car page A-1 B i k e W a l k Apple Valley all the time. • Ensure that off-road trails are plowed very soon after snowfalls. • Life in a wheelchair is already difficult, but in Apple Valley trying to get anywhere in a wheelchair is extremely difficult and dangerous. This situation needs to be improved. • Install "stations"along the bike and pedestrian routes,with benches, exercise stations,water fountains. Consider business sponsorships or partnerships for these amenities/features. • Reconsider using the Apple Valley Transit'swoosh"design in sidewalks because this design causes problems for young bikers. No curved seams, please. • Make a special effort to make the 155th Street transit station more attractive and usable for transit riders and others. Include amenities such as a coffee shop. • The City should check all of its ordinances to make sure that they do not discourage or prohibit desired improvements for bikers and walkers. • Focus on making needed improvements for our children,especially on their routes to schools. The City and County and School District should all work together to implement the recommendations of the recently-completed Safe Routes to School reports. • Consider the changing demographics in Apple Valley. We have an increasing number of seniors who need to have good facilities for active living. • Work closely with Dakota County to complete the Dakota County North Creek Greenway project. Bike W a l k Apple Valley page A-2 Appendix B: HR Green Company Memo re: Comprehensive Trail and Sidewalk Plan MEMO rI I-oward R.Green Company 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 Valley's 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 ranked based on criteria and given a cost estimate. 2. PROJECT APPROACH The project involved analyzing existing conditions and factors 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, LHB, 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 PRIORITIZATION 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 bicyclists 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 variables 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/pedestrian users. These are preliminary weighted values and were vetted with the public and officals 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 barriers 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 1 k 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 induded 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 induded 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 cities'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 l k Apple Valley page B-2 I I asaaaaS i 010% uSaa E F F Figure 1: Example Cost J Analysis aas2ss $R�mg rr I a p o 0 0 0 o F 10 0 0 �$ o m a m m o S8Yy a •w a z . 7ii iD o g .. aa ... gig pi t7S t73 Ag .77 u all4.4 A E E c 2 V o c z m .71 5.7V,! V ecmm�8 yom®�% U.- r,Uill LAo vEgggm i i - E: msygo CE ;eigg I I tg 0 of A 22;2,2 0 a 6 2 A a3a a c m a S U 1 p5 O8 _-s000000o Nzo yo^ o .- E �7M iN :;/..47. ag e 6i aD C SSm E a C eoT SST g` luo- I-R '5 Eg v a . tQ u $ANNWmp Q` mWg §An O 0 iii 1 c S J J J W A x J J J W W i C C a E z E * 1 L9 E x tp Yx E s ~ c o mm9s: ss.18 m0cg 2o'rvggi " 2'—`g�� 3aa 1 .E222. F 22o71I p 2.r000 ., y q O-000g m u UW1ozom VUfioi3inet cr progress.innovation.expertise. page 8-3 Bike Walk Apple Valley CITY OF APPLE VALLEY SIDEWALK AND TRAILS The connectivity ranking system provides GAP ANALYSIS additional analysis for sidewalk and trail prioritization. The ranking system identifies the gaps(Figure 3 as 32 and 33)and accounts for LOCATION the type of land use(Figure 2). Each type of land use receives one point if it is parallel to the The following Figures are identify the land use and gap sidewalk or within the trail buffer zone. The locations in the trail system. The two maps illustrate buffer zone is 500 feet around the identified and example of how the connectivity ranking system gap. The connectivity methodology. The point system assumes that a gap that Figure 2: Land Use Plan 2020 connects more than one type of land use is g more important than a gap connecting only one . _ . land use. This is due to the origin-destination Mr integration along the potential trail/sidewalk. �. i t 0 r iv Crossing a barrier via crosswalk/pedestrian a +1 r►-Iiirbe~ "e bridge would also include the land uses „A i- Jiro, s a y extending across the street. ��ta,' +1 A°11' ��. T� For example, in Figure 2 and 3, Gap 33 R , includes Low Density Residential(LD)as well 140 ST r J as Medium Density(MD), a Park(P), and rHb Af, s siva Commercial (C)would receive a connectivity g ii/ I ranking of four.Gap 32 would receive only a ' ,♦ '♦� �..wit s value of one because it only connects Moderate y s'44 � �""� i'� Density(MD)residential. Separate commercial " ``""' = nodes, parks, and destinations each receive D •••— 4+1 ' 1 `, ,., 1 their own point of connectivity. The connectivity ranking table would then be weighted based on the number of connections. Figure 3: Gap Identification The connectivity weighting is added to the total Trail:mm.1 Buffer:— — • for score for weighting factors. Connectivity is t •,• t weighed as 1 point per land use. For example: MIMI i - 4: i i �� a1�,��1,11.! M Total score= Sum(weighting factor variables)+ r l� � NM. rai " �� connectivity points. 21.1./111;�V+1��0 •�1ok *.011 CONNECTIVITY TABLE +f�/1���`'I ,A� -i� CONNECTIVITY WEIGHTING i POINTS 1 1 1 f. m ,th���i 2 2 Vc et =1` �!� r�i --- 1CI‘ E 12 ink 441100.1 roiro 33 at ma*■U �►. '.� *.ilii 5 5 aTh +ji,�'., ��01Is' CONNECTIVITY RANKING progress.innovation.expertise. B i k e W a l k Apple Valley page B-4 TABLE 1:MIL GAP WEIGHTING FACTORS Variable Weighting Factor(1-6) Rationale 1)Land Use Low Density Residential 2 Medum Density Residential 3 Levels of residential density can determine how many High Density Residential 4 potential users of trails will reside in the area. Neighborhood Services 3 Commercial Commercial areas are a destination that attract trips. Downtown Core 4 Improved connections can increase the number of riders.The downtown core would be weighted higher than other business nodes due to concentration of Business Nodes 3 commercial destinations Less likely destination to attract recreational and or Industrial 1 commuting depending on the nature of the industrial site. Mixed Use 3 Commercial and residential areas can attract riders weighted higher for sidewalks Institutional 4 Institutions such as churches and govemment services can attract riders. Parks 4 Qty and regional parks are a destination for recreation and can attract dscretionary and recreational travel. Schools 5 Schools can attract riders especiallychildren as Safe Routes to Schod program. 2)Transportation The Minnesota valley transit Authority(MVTA)offers park and ride bus rapid transit from three stops on Cedes Ave-Bus Rapid Transit(BRT) 4 Cedar Avenue.These stops attract bike riders that choose cycling from the short trip from home to bus stop.The bus can then commute to the end destination. Other MVTA Stops 3 The MVTA offers expanded local and regional service that attract park and ride cyclists to the stops. Regional trail alternatives connect local riders to a Regional Trail Alternatives 4 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 3 Commerdal Area Planning Study identies a ring route that connects commercial areas. The trail sytem connections are weighted on the 3)Current City Connections measured of existing trial infrastructure.The gaps are measured as no misting trail alternatives and existing parallel trail alternative. No trail exists on either side cf the street. No Alternative 3 Improvement would connect a gap between two trallheads. A trail already mists on either side of the right-of-way. Alternative Connection Riders may choose the alternative and expancing the system may either be redundant or increase accessibility depending on location. A parallel trail would be more heavily weighted if it Potential Connection Expansion 2 improved accessibility to destinations on both side of right-of-way. progress.innovation.expertise. page B-5 Bike W a l k Apple Valley TABLE 2:SIDEWALK OAP WEIGHTING FACTORS Variable Weighting Factor(1-6) Rationale 1)Land Use Low Density Residential 2 Medium Density Residential 3 Levels of residential density can determine how many High Density Residential 4 potential users of trails will reside in the area. Neighborhood Services 3 Commercial Downtown Core 4 Commercial areas area destination that attract trips. Improved connections can increase the number of riders.The downtown core would be weighted higher Business Nodes 2 than other business nodes due to concentration of commercial destinations Less likely destination to attract recreational and or Industrial 1 commuting depending on the nature of the industrial site. Mixed Use 4 Commercial and residential areas can attract riders weighted higher for sidewalks Institutional 3 Institutions such as churches and government services can attract riders. Parks 4 City and regional parks are a destination for recreation and can attract discretionary and recreational travel. Schools 5 Schools can attract riders especially children as Safe Routes to School program. 2)Transportation The Minnesota vaHey transit Authority(MVTA)offers park and ride bus rapid transit from three stops on Cedar Ave-Bus Rapid Transit(BRT) 4 Cedar Avenue.These stops attract bike riders that choose cycling from the shorttrip from home to bus stop.The bus can then commute to the end destination. Other MVTA Stops 3 The MVTA offers expanded local and regional service that attract park and ride cyclists to the stops. Regional trail alternatives connect 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 identies 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 alternative. No Alternative 4 No trail exists on either side of the street.Improvement would connect a gap between two[railheads. 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 or increase accessibility depending on location. A parallel trail would be more heavily weighted if it Potential Connection Expansion 2 improved accessibilityto destinations on both side of right-of-way. If an alternative exists and the gap is location near an Connection Expansion Restricted 1 unexpandable location and or provides no accessibility then these gaps are weighted lower. al.co ase.i.L.vbat;on.e..pe.tiov. B i k e W a l k Apple Valley page B-6 Length Type EditSegNum 3tSid(WtCombined WtLULDWtLUMCWtLUHCWtLUNSWtCOMDtCrWtCOMBsNc WtLUlndus WtLUMix 1, 3097 Trail 1A L 29 2 3 - - - - - - 3097 Trail 1B L 25 2 3 - - - - - - 683 Sidewalk 3 R 19 2 - - - - - - - 2550 Trait `'' 4 R 18 2 - - 3 - - - - 1266 Trail 5 R 16 2 - - 3 - - - - 1029 Trail 6 L 15 2 - - - - - - - 1127 Sidewalk 7 R 25 - - - - 4 - - - 1002 Sidewalk 8 R 29 - - 4 - 4 - - - 5234 Trail 9 L 27 - - - 4 - - 3 3908 Trail 10 L 28 2 3 - - - - - 3 2863 Sidewalk 11 R 19 2 3 4 - - - 1 - 2863 Sidewalk 12 R 17 2 3 4 - - - 1 - 757 Sidewalk 13 L 16 2 - - - 1 - 1485 Sidewalk 14 R 21 _ 2 - - - - - 5141 Trail 15 R 32 2 - - - 2 1 3 6849 Trail 16 R 16 2 - - - - - - - 7070 Trail 17 L 23 2 3 - - - - - - 2989 Trail 18 R 14 2 - - - - - - - 1122 Trail 19 R 22 2 3 - - - - - - 4888 Trail 20 L 21 2 - - - - - 3 2535 Trail 21 L 20 - - - - - - 3 2558 Trail 22 R 19 2 - - - - - - - 2867 Trail 23 L 18 2 - - - - - - - 5950 Trail 24 L 17 2 - - - - - - - 617 Trail 25 R 8 2 - 4 - - - - - 770 Trail 26 R 21 2 4 - - - - - 420 Trail 27 R 18 2 3 - - - - - - 1 '',':".7rfat 28 R 19 2 3 - - 3 - If f 3289 Sidewalk 29 L 20 2 3 - - - - - - 2800 Sidewalk 30 R 20 2 3 - - - - - - 1219 Trail 31 R 28 2 3 4 - - - - - 2455 Trail 32 R 27 2 3 4 - - 2 - - 6072 Trail 33 R 21 2 3 - - - - - - 1512 Sidewalk 34 L 14 - - - - - - 1 4 2168 Trail 35 R 21 2 3 - - - - - - 746 Trail 36 R 21 - - 4 - - 2 - 3 1181 Sidewalk 37 R 31 2 3 - - 4 - - - 644 Sidewalk 38 L 23 - - 4 - 4 - - 4 960 Trail 39 R _ 27 - - 4 - 4 - - 4 50 Sidewalk 40 R 20 2 - - - - - - . page B-7 B i k e W a l k Apple Valley EditSegNum WtLUInstitJVtLUParkNtTRANbrWtTRANmvtaVtTRANrgtNtCCCnoaIMCCCaltpVtCCCconr WtCrosBar WtFountain 1A - 4 - - 4 4 2 - 5 - 1B - 4 - - 4 - 2 - 5 - 3 - - - - - - 2 - 10 - 4 - 4 - - - 4 - - - - 5 - 4 - - - - 2 - - - 6 - 4 - - - 4 - - - - 7 3 - - - 4 - - 5 - 8 3 - - - 4 - - 5 - 9 4 - - - 4 - 2 - 5 - 10 4 - - - 4 - 2 - 5 - 11 - - - - - 4 - - - - 12 - - - - - - 2 - - - 13 - 4 - - - 4 - - - - 14 3 4 - - - 2 - 5 - 15 4 4 - - 4 2 - 5 - 16 - - - - - 4_ - - 5 - 17 - 4 - - - 4 - - 5 - 18 - - - - - - 2 - 5 - 19 - 2 - 10 - 20 - - - 4 - 2 - 5 - 21 - - - - 4 3 - - 5 - 22 - - - - 4 3 - - 5 - 23 4 - - - - - 2 - 5 - 24 - 4 - - 4 - 2 - - - 25 - - - - - - 2 - - - 26 4 4 - - - - 2 - 5 - 27 4 - 4 - - - - - 5 - 28 - - - - 4 - 2 - - - 29 3 - - 3 - 4 - - - - 30 3 - - 3 - 4 - - - - 31 - 4 - 3 - - 2 - 5 - 32 - 4 - - - - 2 - 5 - 33 - - - - 4 - 2 - 5 - 34 - - - - 2 - 2 - - - 35 - - - - 4 - 2 - 5 - 36 4 - - 3 - - - - 5 - 37 3 4 4 - - - 2 - - - 38 - - - - - - 2 - - - 39 - - - - - - 2 - 5 - 40 =: 41 B i k e W a l k Apple Valley page B-8 EditSegNum WtRingRd WtSchool 1A - 5 1B - 5 3 - 5 4 5 6 7 4 5 8 4 5 9 - 5 10 11 12 13 - 5 14 - 5 15 - 5 16 17 18 19 - 5 20 - 5 21 - 5 22 23 24 , 25 - 26 - - 27 - - 28 29 30 31 - 5 32 - 5 33 - 5 34 35 36 37 4 5 38 4 5 39 3 5 40 page B-9 Bike Walk Apple Valley :•.;,! a a $ a -- g gH 8aUsaa'8VC8$ F -'°-22^-:ET 11, pa gTvvHN F a a a a O gh C Iom Oog° 50.08Suc 8i 5-2.OsH a ' o is R o c d 2 2 . 0 C x 2@ %. mm g- 8 0242.0i;„ r" 08,14;20,-M = i+iam Z c pEpF LLLL a E z `o 114`23`23`1,- 2 ?g W J J J-' = ? 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UUoaoLLU0MbloWOW >Roaom3 0 B i k e W a l k Apple Valley page 8-22 City of Farmington y 430 Third Street Farmington, Minnesota 651.280.6800 -Fax 651.280.6899 'it* proOw www.ci.fammvngton.mn.us TO: Mayor, Councilmembers and City Administrator FROM: Todd Reiten, Director of Municipal Services and Katy Gehler, Public Works Director SUBJECT: Replacement of the 1999 Street Sweeper DATE: January 16, 2018 INTRODUCTION The city has two sweepers it utilizes to keep city streets clean which in turn has other financial and environmental benefits. The sweepers are used in the spring to clean salt and sand residue left from snow and ice control operations. During the summer months the sweepers assist with the annual seal coating project by sweeping and collecting the excess aggregates. In the fall all of the city streets are once again swept to remove leaf matter to minimize clogging of intakes and removing phosphorous rich leaf matter to keep it out of the stormwater system. On average, 600 cubic yards of granular and leaf debris along with 500 cubic yards of seal coating aggregate is collected by the sweepers which means it does not enter the stormwater system or ponds. Unit#0730 is a 1999 Elgin Pelican street sweeper which has served well beyond the typical life of a municipal street sweeper. Elgin is the primary manufacturer of this type of sweeper and the only one that has a proven longevity in the industry. It is recommended that the Pelican be replaced with a like piece of equipment. DISCUSSION Per the municipal contracting law,purchases over$100,000 must be bid. The state manages the Minnesota Cooperative Purchasing Venture(CPV)which acquires bids meeting the contracting laws for many goods and services. Other governmental units can make use of the bids to meet the municipal contracting requirements. Staff worked with the vendor holding the state contract for the Elgin Pelican Street Sweeper to equip and price a sweeper meeting our basic needs. The total cost of the sweeper on the State Contract(#103153)is $196,013.00. The vendor has offered a trade-in of$12,000 making a total cost of$184,013.00. The current contract has an expiration date at the end of January. Although there is a possibility that the pricing could be extended we risk a price increase if we wait to order the sweeper beyond this date. BUDGET IMPACT The 2018 budget anticipated the purchase of the street sweeper in the Stormwater Fund and has sufficient funds for the cost as quoted. ACTION REQUESTED Authorize the disposal of the 1999 Pelican Street Sweeper and the purchase of a new 2018 Pelican Street Sweeper for$184,013.00. ATTACHMENTS: Type Description D Backup Material Vendor Quote 1125 7th Street E MACQUEEN St Pa MN 55106 EQUIPMENT 651-645-5726 • 800-832-6417 Fax: 651-645-6668 Branch Ship To: SAME AS BELOW 01 - MACQUEEN EQUIP Date Time Page 12/20/2017 9:53:48 (0) 1 Account No Phone No Est No 02 FARM1001 6512806800 Q00679 Ship Via Purchase Order Invoice To: CITY OF FARMINGTON 430 3RD ST Tax ID No FARMINGTON MN 55024 Salesperson JUDD GENEREAUX 126 EQUIPMENT ESTIMATE - NOT AN INVOICE Description ** QUOTE ** EXPIRY DATE: 01/13/2018 Amount 2018 ELGIN PELICAN NP Single 196013.00 Pricing based off Minnesota State Contract #103153 Pricing includes: AM/FM Radio std 2.2 High back air ride seat 3.4 Broom Upgrade 3.5 Carbide (greasable) dirt shoes 3.8 In-Cab Broom tilt 4.2 Hydraulic temp & level shutdown 6.1 LED strobe 6.4 LED Stop, Turn & Tail 6.5 LED lights in battery cover 6.6 Limb Guard 6.8 Dual rear floods Freight, Delivery & Training. note: rear suspension, extra water, hydraulic main broom, lower roller washout. Sale # 01 Subtotal: 196013.00 TOTAL: 196013.00 Trade Ins 199 Elgin Pelican S Serial #: 88716S 12000.00- Trade In Total: 12000.00- // 2000.00-'f V)° k.,„) �' Subtotal: 184013.00 � �_. Authoriza on: ::�-: % �1,:�,ti/ �"` r Quote Total: 184013.00 Quality Environmental Solutions and Support MACQUEEN EQUIPMENT www.macqueeneq.com -- GROUP'" i.