HomeMy WebLinkAbout01.10.18 Parks and Rec Packet
C ity of F armington
430 T hird S treet
F armington, Minnes o ta
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
F armington P arks and Recreation Commission
Wednesday, January 10, 2018
7:00 P M City Hall
Agenda
I.Call M eeting to Order
I I.Approve M eeting Agenda
I I I.Approve M eeting M inutes
A.A pprove D ecember 13, 2017 Meeting Minutes
I V.Business Items
A.A pprove 2018 Work P lan
B.2040 Comprehensive P lan
C.New Neighborhood P ark Naming Process
D.B ike P edestrian Plan
V.Discussion Items
A.C ity C ommunication Guide
B.Meeting with R ambling River Center A dvisory Board Meeting Date
C.R eview Park I mprovement F und F ive Year Capital I mprovement Program P lan
V I.Commission Roundtable
A.R ound Table F ormat
V I I.S taff Report/Updates
A.I nf ormational Updates
V I I I.M eeting Agenda Topics
A.I dentify F ebruary 14, 2018 A genda Topics
I X .Adjournment
"T he Farm ington Parks and R ecreation Advi sory C ommission's m ission i s to advi se and m ake
recom m endations to the F armington City Counci l concerning the com prehensi ve pl anning of the City
parks, trails, open space, recreation faciliti es and recreation programs."
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:Ap p ro ve December 13, 2017 Meeting Minutes
D AT E:January 10, 2018
B AC KG R OUN D
Attached are the d raft minutes fro m the Decemb er 13, 2017 C o mmis s io n meeting. C ommission members
are asked to review the minutes and p ro vide at the meeting any c o rrectio ns or ad d itions yo u think sho uld be
mad e to the minutes .
AT TAC HMENT S :
Type Desc rip tion
Backup Material Draft December 13, 2017 Meeting Minutes
Farmington Parks and Recreation Advisory Commission
Minutes from the December 13, 2017 Regular Meeting
Members Present: David McMillen, Laurie Suchanek and Dustin Johnson
Members Absent: John Moore
Other’s Present: Parks and Recreation Director Randy Distad
I. Call Meeting to Order
Chair Johnson called the meeting to order at 7:00 p.m. Quorum was present.
II. Approval of December 13, 2017 Meeting Agenda
Moved by McMillen and seconded by Suchanek to approve the meeting agenda. All persons in favor (APIF). Motion
carried.
III. Approval of November 8, 2017 Park and Recreation Commission Meeting Minutes
The meeting minutes were approved with no revisions identified.
IV. Presentations
A. None
V. Business Items
A. Approve 2017 Meeting Attendance Report
Commission members reviewed and made several revisions to the attendance report. Moved by Suchanek and seconded
by McMillen to approve the 2017 Meeting Attendance Report. APIF. Motion carried.
B. Approve 2017 Annual Work Plan Final Report
Chair Johnson reviewed the accomplishments that were made this past year on the goals and objectives the Commission
had created. Moved by McMillen and seconded by Suchanek to approve the final work plan report. APIF. Motion
carried.
C. 2040 Comprehensive Plan
Commission members made the following suggestions for revisions to the current draft 2040 Comprehensive Plan’s Park
and Recreation Chapter Executive Summary:
Include information about park maintenance work
Include in the trail section additional information about the trail wayfinding signage program
A review was also completed of the draft 2040 Existing and Proposed Park, Trails and Open Space Plan Map and favored
the future park locations shown. There was a recommendation to include additional trail locations because the current
map seems to have wide separation of trails, so more trails were recommended in order to create shorter loops in the
future trail system.
VI. Discussion Items
A. Draft 2018 Annual Work Plan
Chair McMillen reviewed each of the work plan items for completion. He shared that some of the goals that were not
accomplished in 2015 annual work plan should be reviewed for inclusion in the 2016 annual work plan, which will be
discussed next on the agenda. Director Distad shared some of the goals that were not completed, may well in fact be
addressed when the city completes the 2040 Comprehensive Plan sometime in 2018.
VII. Commission Roundtable
Suchanek: Asked if there were any warming house positions still open. Distad shared that hiring has been completed and
given the hiring timeline, it was not likely that anyone would be able to be approved to work at the warming houses in
time to work this season. Shared that someone had asked her about starting a youth soccer program in Farmington and
she directed the person to talk with Director Distad about their idea.
McMillen: Thanked Missie and the staff that worked the Secret Holiday shop and it was successful even though there
seemed to be fewer volunteers who showed up to help with this event.
Johnson: Thanked everyone for the work that was completed by the Commission this past year. Wished everyone a
happy holidays!
VIII. Staff Report
A. Rambling River Center Roof Replacement Project
An update was provided about the roof project nearing completion at the Rambling River Center.
B. Bike Pedestrian Plan
Information was shared about a new round of grant funding from Dakota County that staff may apply to receive. It
would be to develop a Bike Pedestrian Plan for the city, which is one of the goals identified in the draft 2040
Comprehensive Plan’s Park and Recreation Chapter Executive Summary.
C. Outdoor Rinks
He shared that the outdoor hockey and pleasure rinks at North Creek Park and Rambling River Park will be opening on
schedule this Friday. He informed the pleasure rinks still have some work left, but felt with a couple of more days of
flooding, the surface for the pleasure rinks will be good enough to skate on.
IX. January 10, 2018 Meeting Agenda Items
The following items were identified by Commission members for its January 10, 2018 meeting agenda:
1. 2040 Comprehensive Plan
2. 2018 Annual Work Plan
3. Farmington Youth Baseball Association presentation
X. Adjournment
Moved by McMillen and seconded by Suchanek to adjourn the meeting. APIF. Motion carried. The meeting was
adjourned at 7:50 p.m.
Respectfully Submitted,
Randy Distad
Parks and Recreation Director and Recording Secretary
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:Ap p ro ve 2018 Wo rk P lan
D AT E:January 10, 2018
B AC KG R OUN D
Includ ed in your meeting pac ket is a draft 2018 Wo rk P lan b as ed on the dis c us s ion that oc curred at the
December 13, 2017 C o mmis s io n meeting. C o mmis s io n memb ers are b eing as ked to review and c o me
p rep ared to d is c us s the 2018 Wo rk P lan and then formally approve it after the dis c us sion.
AT TAC HMENT S :
Type Desc rip tion
Backup Material Draft 2018 Work Plan
FARMINGTON PARK AND RECREATION COMMISSION
2018 WORK PLAN
Goal #1: Provide to the City Council a recommended 2019-2023 capital improvement plan for
the park improvement fund.
Objectives:
1. By April 1, the Commission will have discussed and identified a preliminary list of five year
capital improvement projects for the park improvement fund that will include a list of parks,
costs and schedule to be completed in the years 2019 to 2023.
2. By June 1, the Commission will finalize the five year capital improvement projects for the years
2019-2023 and make a recommendation to the City Council for approval.
3. By September 15, the projects recommended for funding from 2019-2023 will be included in
the City Council approved 2019 preliminary budget.
Goal #2: Create names for the neighborhood parks in the Regetta Fields and Fairhill Estate at
North Creek developments.
Objectives:
1. By March 1, 2018, the Commission will have discussed the process it would like to use to name the two
park.
2. By June 1, 2018 the process used will provide a possible list of names for the two parks.
3. By August 1, 2018 the Commission will have reviewed the list of possible park names and narrowed the
list to no more than three names for each park.
4. By October 1, 2018, the Commission will make a decision on a final name for each park and will have
forwarded the name for each park to the City Council for approval.
5. By December 31, 2018, the City Council will have approved the names of each park in the two
developments.
Goal #3: Receive periodic presentations from each of the Parks and Recreation professional
staff members about programs, parks, facilities and trails.
Objectives:
1. By March 1, the Commission will have received a presentation by professional staff members
of the Department’s 2017 Annual Report.
2. By May 1, Commission members will have received a presentation from staff on the results of
the Schmitz-Maki Arena’s ice season.
3. By August 1, Commission members will have received a presentation from staff on the first half
operations of the Rambling River Center.
4. By October 1, Commission members will have received a presentation from staff on the results
of the summer programs offered.
5. By November 1, Commission members will have received a presentation from staff about the
spring turf season and summer ice season.
6. By November 1, the Commission will have received a presentation from staff about
maintenance and improvements to parks and trails
Goal #4: Work with City staff to complete the city’s 2040 Comprehensive Plan Parks,
Recreation and Open Space Systems Plan Executive Summary (2040 Comp Plan).
Objectives:
1. By February 15, finalize the five-year Park Improvement Fund’s Capital Improvement Plan
(CIP) to include parks that have been recently acquired and to also rotate existing parks into
the five year CIP.
2. By February 15, finalize park and trail maps to be included in the 2040 Comp Plan.
3. By February 15, review a draft executive summary.
4. By March 15, review and approve a final version of the executive summary and existing and
proposed park, trail and open space plan map.
Goal #5: Work with city staff on a Bike Pedestrian Plan.
Objectives:
1. By January 31, determine possible funding sources to cover the costs associated with
developing a Bike Pedestrian Plan.
2. By February 15, make a recommendation to the City Council to move forward with developing
a Bike Pedestrian Plan including hiring a consulting firm to assist the city with this process
and if viable funding sources are available.
3. By May 1, work with staff in the selection process to hire a consultant to assist the city with
developing the Bike Pedestrian Plan.
4. By November 1, work with the consultant and staff to forward a completed Bike Pedestrian
Plan to the City Council for approval.
5. By December 31, the city will have an approved Bike Pedestrian Plan.
Goal #6: Review current business and organizational partnerships and cultivate other possible
partnerships for the Parks and Recreation Department’s facilities, events and programs.
Objectives:
1. By March 1, staff will review with the Commission existing partnerships/sponsorships that exist
with businesses and organizations.
2. By April 1, the Commission will discuss possible opportunities, obstacles and priorities to
increase partnerships/sponsorships in order to expand facilities, programs and/or events in city
parks.
3. By May 1, staff will have mailed letters to businesses and organizations about existing and any
new sponsorship opportunities with the city.
4. By August 1, staff will have reviewed with the Commission responses received from the letter.
5. By September 1, and after discussing possible opportunities and obstacles, determine at least
one possible partnership or sponsorship that would allow a park facility to be improved or a
new program and/or event that could be held at a new park location in 2018.
6. By December 31, staff will publicize in the City News and Recreation Guide the
partnerships/sponsorship that will occur in 2019.
Goal #7: Continue to develop and celebrate the trail wayfinding signage program.
Objectives:
1. By April 1, determine additional trail loop location(s) and possible funding sources for the trail
wayfinding signage program.
2. By May 1, hold a ribbon cutting for the trail wayfinding signs that were installed in 2017.
3. By June 1, work with a graphics design company on a cost estimate for the design and graphics
of trail wayfinding signs that can be purchased and installed at trail heads.
4. If funding is available to purchase additional trail wayfinding signs, then by November, city
staff will have purchased and installed additional trail wayfinding signage in the locations
determined by staff and the Commission and a ribbon cutting ceremony will have occurred.
Goal #8: Work with Fairhill Estate at North Creek developer to create a park master plan for the public
park and to construct improvements in the park based on the master plan.
Objectives:
1. By May 1, a preliminary draft master plan for the park will be reviewed by the Commission and
feedback given to the developer on any revisions to be made to the master plan.
2. By July 1, a final master plan will have been reviewed by the Commission and a recommendation to
approval being forwarded to the City council.
3. By September 1, the City Council will have approved a master plan for the park.
4. By October 1, the developer will have started on making improvements to the park.
5. By December 31, the developer will have completed all of the improvements that were identified to be
completed in 2018.
Goal #9: Review the city’s communication policy and explore communication options in order to
optimize as much as possible the publicizing of events and programs.
Objectives:
1. By March 1, the Commission will have reviewed the city’s communication policy.
2. By April 1, the Commission will have discussed possible communication options to use that fit
within the city’s communication policy.
3. By May 1, the Commission will have finalized what communication methods/approaches to
have staff use in order to optimize the publicizing of events and programs.
4. By December 31, the Commission will evaluate with staff the communication
methods/approaches that were used in 2018 and determine which of the methods/approaches
should be used in 2019.
Goal #10: Meet at least once with the Rambling River Center Advisory Board.
Objectives:
1. By April 1, the Commission and Advisory Board will have identified a date to have a meeting.
2. By May 1, an agenda for the meeting will have been reviewed and approved by the Commission
and Advisory Board.
3. By December 31, the Commission and Advisory Board will have met at least one time.
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:2040 C omprehensive P lan
D AT E:January 10, 2018
B AC KG R OUN D
Includ ed in the meeting pac ket is a further revis ed d raft o f the 2040 C omprehens ive P lan Existing
and P ro p o s ed P ark, Trail and O pen S pac e P lan Map (Map) and P ark and R ec reation C hap ter Exec utive
S ummary bas ed on the comments received d uring the C ommission's Dec ember 13, 2017 meeting.
A review of the Map s hould oc cur by the C ommis s ion in order to ensure that p ro p er park, o p en s p ace and
trail lo catio ns are c onceptually laid o ut on the map as disc ussed d uring the Dec ember 13, 2017 meeting. T his
map will be an important to o l to have in p lac e when develo p ment oc curs bec aus e the Map can be utilized to
d etermine park, trail and open spac e loc ations in new develo p ments .
S taff has als o revis ed the 2040 C o mp rehens ive P lan's P ark and R ec reation C hapter's Executive S ummary
and it is attac hed . Ad d itional language s ugges ted b y the C ommission during the dis c ussion at the Decemb er
13, 2017 meeting, is highlighted in yello w. C o mmis s io n memb ers sho uld review this language to make s ure it
reflects the dis c us s ion that oc curred .
Next step s fo r the 2040 C omprehensive P lan inc ludes having info rmation and map s at the C o mmunity Expo
b eing held on S aturd ay, January 27, 2018, s o the c o mmunity c an p ro vide additio nal feed b ack on the
informatio n and maps p ro vided.
AT TAC HMENT S :
Type Desc rip tion
Backup Material Revised 2040 Comprehensive Plan's Existing and Proposed Park,
Trail and Open Space Plan Map
Backup Material Draft 2040 Comprehensive Plan Park and Recreation Chapter
Executive Summary
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FARMINGTON
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DAISY
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PARK
MEADOWVIEW
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LAKE JULIA
PARK
MIDDLE
CREEK
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PRAIRIE
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FAIR
HILLS
PARK
HILL DEE
PARK
EVERGREEN
KNOLL PARK
HILLVIEW
PARK
TAMARACK
PARK
DAKOTA COUNTY
ESTATES PARK
WESTVIEW
PARK
SCHMITZ
MAKI
ARENA
TROY
HILL
PARK
SILVER
SPRINGS
PARK
MARIGOLD
PARK
PRAIRIE PINES
PARK
(Future Mid
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(F u t u r e M i d d l e C r e e k G r e e n w a y )
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(Future Middle Creek Greenway)
FARMINGTON HIGH SCHOOL
MEADOWVIEW
ELEMENTARY
SCHOOL
BOECKMAN
MIDDLE
SCHOOL
LEVI P. DODGE MIDDLE
AND
RIVERVIEW ELEMENTARY
SCHOOLS
AKIN ROAD
ELEMENTARY
SCHOOL
FARMINGTON
ELEMENTARY
SCHOOL
LAKE MARION SOUTH CREEK GREENWAY REGIONAL TRAIL
(Future Chub Creek
Greenway Regional Trail)
FLAGSTAFF AVE
BISCAYNE AVE
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V E R M I L L I O N R I V E R T R L
MAIN ST
ECHO DR
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LAKEVILLE BLVD
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208TH ST W
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CALGARY TRL
BERRING AVE
DYLAN DR
LOCUST ST
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185TH ST W
DIAMOND PATH
EATON AVE
191ST ST W
EASTVIEW AVE
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EVERHILL AVE
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WILLOW ST
CLAREMONT DR
FULDA TRL
FORTUNE TRL
FIREBIRD PATH
10T
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205TH ST W
GERDINE PATH
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CYPRESS DR
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FAIR ISLE PATH
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230TH ST W
FLINT AVE
EU
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ELK RIVER TRL
192ND ST W
CANTON CIR
ELLINGTON TRL
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ELKWOOD AVE
C A B R I L L A W A Y
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EXLEY AVE
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B U R L I N G T O N P A T H
F IE L D I N G W A Y
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LOWER 182ND ST W
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ROBIN LN
CARMEL TRL
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EVENTIDE WAY
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GLASGOW WAY
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EQUINOX AVE
CAPRI ST
DULANEY DR
EXCLUSIVE PATH
WALNUT ST
LANGFORD LN
CALHOUN CT
EXETER AVE
EVELETH CT
CAMBRIA CT
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CALU MET CT
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CARVER ST
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CASTLE CT
EUREKA CT
CANTREL WAY
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CAMDEN CT
F O R M O S A C T
198TH CT W
ERIN WAY
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190 T H S T W
E M B R Y A V E
1 9 8 T H ST W
17 9 T H ST W
220TH ST W
ELM ST
198TH ST W
PINE ST
190TH ST W
195TH ST W
225TH ST W
200TH ST W
PILOT KNOB RD
PINE ST
CHIPPENDALE AVE
18 6 T H ST W
208TH ST W
ASH ST
BISCAYNE AVE
LAKEVILLE BLVD
OAK STOAK ST
210TH ST W
9TH ST
190TH ST W
2 0 0 T H S T W
212TH ST W 8TH ST
8TH ST
SPRUCE ST
MAPLE ST
200TH ST W
199TH ST W
189TH ST W
PIL
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191ST ST W 190TH ST W
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Dakota County GIS
Draft 2040 Existing and Proposed Park, Trail and Open Space Plan Map
Prepared for the Farmington Parks Department
by the Dakota County Office of GIS.0 21Miles
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City of Farmington
Legend
Existing City Trails
Existing Regional Trail
Proposed City Trails
Proposed Regional Trail
Schools
City Parks
Private Parks
Greenways
Proposed Parks
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Map dated December, 2017.
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
1
Section 2. Executive Summary
Foreward
Parks and recreation plays an important role in creating a high quality of life for city residents. It
provides opportunities to learn and play, meditate and rejuvenate, create and imagine, and enjoy
life. As required by the Metropolitan Council, a regional planning agency serving the Twin
Cities seven county metropolitan area whose responsibilities lie with providing essential services
to the region, a City’s park and open space plan is required to be updated every 10 years as part
of the city’s Comprehensive Plan (Plan) update.
In 2008, a 2030 Plan was approved containing a Park and Recreation Master Plan chapter. This
Plan has reached a 10 year threshold, requiring it to be updated to be in compliance with the
Metropolitan Council requirements. This required update will enhance and update city
information and data allowing elected/appointed officials and staff to accurately assess the
current and future direction for parks and recreation in the community. 2040 Plan is the
document that will provide the guidance upon which the city continues to make its decisions for
parks, trails, recreational programs and facilities. The new updated 20 40 Plan will create a
blueprint for making well-informed decisions that will move parks, open space, trails, and
recreation forward in the community for the next 20+ years.
Historical Perspective
The City began its parks and open space system (system) with the acquisition and development
of Rambling River Park and Evergreen Knoll Park in the early 1970’s. From these initial park
developments and during the next 30+ years, additional acreage had been added to the system
bringing the total in 2017 to 930 acres. While the city has not experienced much new residential
development since the 2030 Plan was approved, in 2017 two new residential developments were
platted resulting in two new parks being dedicated. Because of this recent development activity
in Farmington, it is expected the park and open space system will continue to grow in the coming
years.
Parks and Recreation was first organized through the creation of the Park and Recreation
Advisory Commission in the 1970’s. Hiring of the first Parks and Recreation Department staff
member occurred in 1974. In subsequent years the City of Farmington added staff in the areas of
facilities, park maintenance and recreation programs. The Parks and Recreation Department
currently consists of 10 full-time staff, two part time staff and numerous seasonal staff making it
the largest department (staffing wise) in the City.
Over the years, the City of Farmington has been fiscally responsible in its development of the
parks and recreation system. Acquisition of parkland has been accomplished through creation of
a park dedication ordinance and thus has only used fee acquisition in a limited basis to secure
public parkland. This park dedication process has also generated money that has been used to
develop the park and trail system resulting in a zero debt parks and trail system. In 1974 the City
did issue general obligation bonds from a voter approved referendum for the construction of the
current ice arena. These bonds have long since been paid off. In previous years development of
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
2
some park facilities were completed due to the efforts of volunteer organizations and individuals
in the community.
Recreation programs began to be offered to residents in the 1990’s when the first full-time
recreation staff member was hired and whose time was solely dedicated to planning and
providing recreational programs. When recreation programs were first provided, only a handful
of programs were offered. Today the community enjoys a diverse mix of programs and classes
year-round.
Currently the city operates a senior center known as the Rambling River Center, which provides
services to older adults in the community while allowing the community to rent the building for
gatherings. The Rambling River Center was started by a group of citizens who raised funds to
purchase and renovate an existing building in the downtown area of the city in order to create a
senior center. When the senior center was not able to make it financially in the 1980’s its
operations were taken over by the City. In 2009 the Rambling River Center relocated to the
former city hall building after it had been renovated.
The city also operates Schmitz-Maki Arena, which provides ice skating, event and indoor turf
opportunities during the year. It was constructed in 1975 and opened in 1976 for use. In 2010
and 2012, it received major upgrades to its refrigeration, dehumidification and dasher board
systems. In 2016, an electric Zamboni resurfacer was purchased, resulting in cleaner air
standards being met.
The city has operated an outdoor pool from 1971 to 2017. The city attempted to replace the
existing outdoor pool in 2016 by holding a General Obligation Bond Referendum (Referendum)
to construct a new aquatic facility. However, the Referendum that would have provided the
funds needed to construct a new aquatic facility, failed by a just-over five percent (5%) margin.
A decision was made to close the pool after the 2017 season. The 2018 budget includes funds to
complete demolition of the outdoor pool.
Demographic Profile
The City of Farmington has seen a rapid pace in its growth over the past twenty years. US
Census data showed that in 1990, the population of the City was 5,940. In 2000 the population of
the City had increased to 12,365 people. In 2010 the population had increased to 21,086. Since
the Census in 2010, the City has continued to grow. It is estimated at the end of 2015 there were
22,159 residents living in Farmington. This represents a 5 percent increase in the population
from the 2010 Census and a 79 percent increase from the 1990 Census. Most of the growth since
1990 has occurred in the northern and central parts of Farmington. There has however been
some smaller residential growth in the east and south areas of Farmington, which has allowed the
growth to spread and connect with older established neighborhoods.
The age group distribution of Farmington based on 2015 Census estimates indicates a heavy
concentration of families and the overall median age of 33.9 years is lower than the national
median age average of 37.9 years. Although Farmington can be classified as a young
community with the median age being 4 years lower than the national level, the age groups that
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
3
will experience the most growth over the next 40 years is likely to be between the ages of 45 to
74. Median household income in 2015 is estimated to be $87,925, which is about 55 percent
higher than the national median household income of $56,516. Age and household incomes are
two significant factors that impact participation in Parks and Recreation services.
While the City has not experienced rapid growth since the 2030 Plan, there are still many acres
yet to be developed before the community is considered “built out”. The final population will of
course depend on the development of existing properties in the City as well as what properties
outside of the City are annexed into the City. Based on the number of available residential lots
and future allocation of MUSA by the Metropolitan Council, the 2040 population is projected by
the Metropolitan Council to be 32,500 residents.
While the city has seen some change in the distribution of housing types in the past ten years, it
is important to remember that residents, who live in multi-family neighborhood without sizeable
yards of their own, or with a small common park area, often look for a public neighborhood or
community park to meet their recreational needs. While it is important for the city to provide
park and open space for all residents, it is especially critical the city continue to provide park and
open space in multi-family housing neighborhoods in the future.
Park And Open Space Areas
As of the 2040 Plan update, the City of Farmington owned park and open space land totaling 930
acres, which represents about 9.8 percent of the total land of 9,490 acres in the city. The
breakdown of this acreage includes 490 acres of park land and 440 acres of open space. In
addition, the Farmington School District owns and provides land for athletic fields. The School
District also utilizes its school buildings for indoor recreational spaces. However for t he
purposes of creating an updated 2040 Plan for the City, the school district facilities, while
mentioned, should not be used to determine the City’s needs. Even though the School District
facilities are available to the public, the City has no control over their scheduled use and said
facilities are to be used first and foremost for school related programs and activities.
Furthermore, the School District’s boundaries extend beyond the City’s boundaries and so only
the area inside the City’s boundaries should be addressed in the 2040 Plan.
With the City’s estimated population of 22,159 in 2015, the City parks and open space acreage of
930 acres provides a ratio of 41.96 acres of park and open space per 1,000 residents. However a
further analysis finds that of the 930 acres, only 490 acres is active park acreage. The remaining
440 acres consists of open space areas. This means the ratio for active park acreage is 22.11
acres of park land for every 1,000 residents, well within the minimum commonly accepted
standard identified by the National Recreation and Park Association (NRPA) of at least 10 acres
of active park acreage per 1,000 residents. Previously the city had adopted, in its 2020 Plan, a
policy of at least 20 acres of active park acreage per 1,000 residents should be provided to
residents living in Farmington. This policy was carried forward in the 2030 Plan. The current
ratio of 22.11 acres per 1,000 residents meets the policy adopted in the 2020 Plan and carried
over into the 2030 Plan. While a past acceptable practice has been to follow park acreage
standards established by the National Recreation and Park Association, it is not the only method.
Parks and recreation professionals and professional planners also incorporate community
demand/benefits into the formula when determining park acreage standards for communities.
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
4
The thinking is that minimum park acreage requirements for communities should not solely be
based on minimum number of acres needed per 1,000 residents but rather park acreage sh ould be
determined according to what each community needs based on the demand being made by park
users. The City may want to continue to further explore this notion of having the park and open
space acreage standards based on demand rather than a standard based solely on the population.
The city lacks adequate athletic facilities based on the minimum standards developed by the
NRPA. Of most concern is the shortage of outdoor athletic facilities that the City provides.
There is a low inventory in the number of existing ballfields that are provided for youth baseball
and adult softball. There is intense pressure currently in the community for green space for
soccer. With youth lacrosse now firmly established in the community, the pressure for additional
green space has only intensified. The City should focus on correcting th ese field shortages by
constructing additional outdoor athletic facilities for both youth and adult sports in order to meet
the increased growth in participation that has occurred in the community.
The city maintains 22 neighborhood parks and 2 community parks. During the warm months of
the year maintenance tasks performed typically include: mowing grass; trimming weeds and
grass around fixed objects; dragging ballfields; marking fields; repairing playground equipment;
removing weeds from landscaped areas; fertilizing grass areas; and planting and trimming park
trees. During colder months of the year maintenance tasks performed typically include:
removing snow from trails and parking lots; trimming trees; removing dead and diseased trees;
flooding outdoor rinks; and repairing playground equipment.
Trails
The city currently owns and maintains 45 miles of paved trails, a mile of soft trails and about a
half mile of boardwalks. Traditionally community surveys show trails scoring highest in the
areas of the most used and most favored park and recreation facility by city residents.
A majority of the paved trail system was constructed during the peak development that occurred
between the 1980’s through 2006. As a result the city did not initially have to provide much
funding to build the trail system that is currently in place. The city has done a nice job of
ensuring the trail system is relatively well connected. It has made an effort to fund the
construction of paved trails where gaps have occurred. The city should continue to make an
effort to ensure that gaps in trail connections are completed either when new development occurs
or when the city has funds to do so when no development is imminent or feasible in areas where
there is a gap in a trail connection. A good way to do this is to develop a Bike Pedestrian Plan
that can be used to identify where these gaps currently occur along with ensuring that future new
trails are connected to the existing trail network.
The city implemented an annual pavement management program for trail maintenance in 2012.
The pavement management program provides annual funding for crack sealing and fog sealing
trails. The city is broken into five areas, which results in every trail in the city receiving
maintenance work at least once every five years.
While there is annual funding in place for pavement management of trails, there is currently
inadequate funding for replacement of trail sections that have so badly deteriorated that crack
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
5
sealing and fog sealing hold no benefit. This is due to parts of the trail system being initially
constructed more than 30 years ago. As a result, if the city wishes to continue to have a usable,
safe and connected trail system, then a long term funding plan and source should be explored to
be implemented in order to provide the funds needed to replace the city’s existing trail
infrastructure over time.
The city has also worked with Dakota County on a regional trail system plan. This includes two
approved master planned regional greenway trail corridors in Farmington (North Creek and Lake
Marion and South Creek) with a third regional greenway trail corridor yet to be master planned
Chub Creek). As a result of trail planning occurring on a regional basis rather than a local basis,
the city will be connected to regional parks and trails not only in Dakota County, but will also be
connected to regional parks and trails in other metro area counties.
In 2017, a trail wayfinding signage program was initiated. Three different park and open space
areas were identified that contained highly used trail loops. Then a design of the maps occurred
identifying where the trails signs should be located and what kind of informat ion should be
included on the sign. The trail wayfinding maps included information such as: distance of the
loop, so people using the trail were made aware of how far they would have to travel to complete
the various trail loops in the park; park and trail use rules; a map legend explaining symbols used
on the map; a “You are Here” symbol so users could orientate themselves to the trail; and a
depiction of the where the trails were located in the park and open spaces areas. The wayfinding
signage program was funded by Farmington Liquor Store operational profits.
Recreation Programs
The Department’s recreational programming has been staffed by professionals who are
imaginative, resourceful and comprehensive in the planning and facilitating of programs. The
innovative and imaginative programs that have been provided to the community has resulted in
several recreational programs being recognized in the past with Awards of Excellence, which is a
state-wide award provided by the Minnesota Recreation and Park Association.
Recreational programs have been offered in such areas as youth and adult sports, pre-school
activities, arts and crafts, fitness, team sports, individual sports, senior citizen programs and trips.
Department staff plan and facilitate some of its own special events that are sprinkled throughout
the year. There is also involvement though partnerships with other local organizations to provide
seasonal special events and celebrations.
Park And Recreation Administration
The Parks and Recreation Department provides the administrative oversight for the recreational
services, recreational facilities, parks and trails that are offered to the community. The City
Council approves the operating and capital improvement budgets that provide the annual funding
for the Department. In 2018 operational costs for all Divisions within the Department was
budgeted at just over $1.6 million. Capital improvement costs for park and trail improvements,
was budgeted at $75,000.00. The following shows how the budget is distributed to the various
divisions within the Department:
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
6
Table 2.1 Department’s Annual Budget by Division
Division Amount of Department’s 2018 Budget
Park Maintenance
39%
Park and Trail Improvements
4.4%
Recreational Programs
6.7%
Park and Recreation Administration 15.8%
Schmitz-Maki Arena 19%
Rambling River Center
10.6%
Outdoor Pool 4.5%
A five year capital improvement budget is vital in determining future parks and trail projects and
the funds needed to complete the projects. The capital improvement projects in parks and trails
have been funded over the years through two funding sources. The first funding source has been
through funds received from residential, commercial and industrial development. These funds
were received as cash in lieu of land through the park dedication process. The second source of
funding has been through the City’s municipal liquor store profit transfers.
Since the 2030 Master Plan was approved in 2008, the City has focused on developing new parks
and redeveloping existing parks to make them accessible, attractive and safe. In order to ensure
that all parks received a review and a master plan, the Parks and Recreation Department
developed a planning and improvement schedule. Design standards were also developed for
neighborhood parks, which provided equity in the design and amenities provided in
neighborhood parks.
As a result, a capital improvement budget for its parks and trails has been developed and ties to
the schedule that has been created. By the year 2020, all new and all but one existing parks will
have received a review resulting in a master plan developed. Then, based on the approved
master plan for each park, improvements were completed based on the funding available. Table
8.2 below provides the most recent five year capital improvement plan for the years 2018-2022.
It identifies which park improvements are to be made in, the type of park and/or trail
improvement to be made, the year in which the improvements are to be made and the estimated
cost of the improvements.
Table 2.2 Five Year Parks and Trail Improvement Budget
Name of Park and Projects 2018 2019 2020 2021 2022
Prairie Pines Park: grading
turf seeding and site
improvements
$50,000 $150,000
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
7
Marigold Park: playground,
shelter, turf seeding, shelter,
landscaping, trees planted,
grills, waste containers,
picnic tables and bike rack
$70,000
Dakota County Estates
Park: basketball court
surface improvements and
painting new lines
$5,000
Evergreen Knoll Park:
basketball court surface
improvements and painting
new lines
$5,000
Rambling River Park Feely
Fields: outfield fence
replacement
$15,000
Westview Park:
basketball court surface
improvements and painting
new lines
$5,000
Farmington Preserve Park:
basketball court surface
improvements and painting
new lines
$5,000
Town Square Park: master
plan development and park
signage
$15,000
2040 Park And Recreation Master Plan Public Input
Public input on the 2040 Plan was received many different ways. Some of the input occurred
through earlier studies where the public was invited to participate on task forces and committees.
Further input was solicited through attendance at pop up events, public meetings and from a web
based questionnaire. A community wide survey was held in 2015 that provided insight about
how satisfied residents were with existing services and facilities and what the community desires
in the future. The recommended actions being offered in the 2040 Plan reflect the results of the
public input received during a community survey, public meetings and from web based
questionnaires. This includes the following:
Improve recreational facilities/parks/trail facilities
Create additional larger community parks
Trails are important
Develop a wide variety of parks
Develop a wide variety of recreational programs
Community values the open space and natural beauty of the area
Community favors community parks, neighborhood parks, trails and ballfields
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
8
Guidance for Implementing the 2040 Plan
The City has seen small growth in its parks and recreation system since the 2030 Plan was
approved. However, the growth of the park and recreation system has not kept pace with the
City’s population growth since the 2030 Plan was approved in 2008. The city has completed
several studies, surveys and plans related to parks, recreation, facilities and trails in the past
fifteen years. Studies that have been completed include: Recreational Facility Needs Study,
Community Center Feasibility Study, a Community Center Facility Site Plan Study, Community
Attitude and Interest Citizen Survey and Aquatic Feasibility Study.
A summary of the highest priorities for parks and recreation based on the information collected
from the public studies, community surveys and during public meetings are identified below. It
will be important for the City to continue on an annual basis to review these priorities and
modify these priorities as needed.
1. Develop a park and open space system that includes active and athletic spaces.
2. Develop a park and open space system that includes natural areas and
environmentally sensitive areas for passive and un-programmed spaces.
3. Expand the city’s trail and sidewalk system, including adding regional trails that
are safe and provide connections between schools, parks, neighborhoods,
commercial areas, open space/natural areas, other communities and regional parks.
4. Develop a long-term financial plan for the development and redevelopment of
parks, open space and trails.
5. Develop maintenance standards for recreational facilities.
6. Increase marketing of parks and recreation (recreational programs, parks, open
space, trails and recreational facilities) to the community.
7. All city parks should have approved master plans to guide their development.
8. Construct new recreational facilities when it may not be financially feasible or
structurally possible to make improvements to existing recreational facilities.
9. Acquire land in a manner that maximizes the size of parks when possible
10. Explore opportunities to expand youth, teen, adaptive, adult and senior programs
including possible partnerships with other organizations or governmental agencies
11. Maximize and optimize recreational facility usage when possible.
12. Look for ways to expand community gathering spaces and events.
Farmington 2040 Comprehensive Plan – Draft
2040 Park and Recreation Master Plan - Draft
9
13. Develop and implement a Bike Pedestrian Plan.
14. In new residential developments make sure there are adequate pedestrian
connections through sidewalk and trail construction.
15. Utilize volunteer resources to assist with parks, open space, recreational facilities
and recreation maintenance and operations.
16. Implement sustainability practices in recreational facilities, parks and open spaces.
17. When financially feasible, utilize existing and emerging technology in the parks and
recreation department’s maintenance and operations.
18. Continue to maintain parks and recreation system so it continues to be a community
asset.
19. Construct the facilities identified in the Jim Bell Park and Preserve Master Plan and
in the Aquatic Feasibility Study including athletic facilities and a new aquatic
facility.
20. Create a system that is equitable and diverse, so it accommodates uses by all
demographic groups represented in the community.
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:New Neighb o rhood P ark Naming P ro cess
D AT E:January 10, 2018
B AC KG R OUN D
T he C ommiss io n has res p o nsibility to p ro vid e a recommend ation to the C ity C o uncil ab o ut a name fo r eac h
p ark. T he c ity rec ently approved a final p lat for the R egetta F ields d evelop ment, which includ es a
neighborho od p ark. Attac hed is a C ity P rop erty Naming P o licy for the C o mmis s io n's review. Dis cus s ion
s hould oc cur o n what p ro cess the C ommiss io n would like to us e to selec t a name fo r the p ark in the
d evelopment. T hen bas ed o n the proc es s selec ted , the C ommission will dec ide when it will s elect a name
fo r the p ark to rec o mmend to the C ity C o unc il for ap p ro val.
AT TAC HMENT S :
Type Desc rip tion
Backup Material City Property Naming Policy
CITY PROPERTY NAMING POLICY
I. PURPOSE
The purpose of this policy is to identify how a City of Farmington (the City) park, facility, trail
or athletic field (collectively known as city property) will be named. Creating this policy will
provide guidance to City staff members not only on naming property but also on how to address
a naming request.
II. DEFINITONS
For the purposes of clarifying key words in this policy, the following definitions are being used:
Park: Public green space used for recreational purposes.
Facility: A structure that is built from materials and serves a particular public purpose
Trail: A path either paved or unpaved that is constructed for purposes of recreational uses such
as for biking or walking
Athletic Field: A playing field or a piece of land prepared for playing a game or sport.
Criteria: Certain requirements needing to be met before consideration is given to naming city
property.
Property Naming Request Form: A form used to submit a request to name a city property after
an individual, a family, a former employee or an organization.
III. POLICY
Periodically there is a need to identify, by name, property that is either acquired or currently
owned by the City. Additionally and occasionally the City receives a request to name a city
property after a certain individual, a family, former city employee, organization, etc (collectively
known as a “specific Party”). In order to more effectively review the naming process and address
these requests, the City has created a policy on the naming of city property. This policy identifies
the criteria upon which a city property will be named. It also identifies when consideration will
be given and what criteria needs to be met in order for a city property to be named after a
specific Party. Finally, the policy exists in order for city property to be named carefully and with
permanent intent.
City Property Naming Criteria
It shall be the city’s policy to use one or more of the following criteria when naming a city
property:
The neighborhood or subdivision name in which the city property is located
An adjacent street name that is identified with the park
The name of the nearest local point of interest or landmark
The name of an adjacent or nearest stream, creek or body of water
The name of some topographic feature that exists on the city property
The name of a historical occurrence associated with the area indigenous to Farmington
Based on an impression of the property such as vegetation, dominate feature or area
ecology
Avoidance of similar names of existing property names (i.e. school names, park names,
other building names) should be considered when naming a city property
The name can be associated with a specific Party but only after careful evaluation and
deliberation is given and if one of the following is met
a. City employee who has made a significant contribution to the community through
their work as an employee
b. A long-time resident of the community who has been elected and served on the
City Council or has been appointed and served on either the Parks and Recreation
Commission (PRC) or Rambling River Center Advisory Board (RRCAB)
c. A long-time resident of the community who has made significant contributions to
the City through their volunteerism
d. A family who has resided in Farmington for at least one hundred years
e. An individual, family or organization that supported the project financially
Decision Making Process to Name a City Property When Not Naming it for a Specific Party
In order to successfully handle, navigate the naming process and make decisions to name city
properties, the following steps must be taken in order for city property to be named.
1. If no request is made to name a city property after a specific Party, a list of possible
names is compiled by city staff members and should be compiled using the following
possible methods:
Through separate brainstorming sessions by city staff, PRC and RRCAB
From surveys of residents living in the neighborhood where the park is located
Solicitation from students of the closest school
Public naming contest
2. Once a list of possible names is compiled, the PRC will narrow the list of possible names
(the RRCAB will narrow names associated with the Rambling River Center and will
forward the narrowed list to PRC) to no more than five but no less than three possible
names.
3. At the next regularly scheduled meeting of PRC will select a name for the city property
and make a recommendation to the City Council to officially approve the name.
4. The City Council will then either approve or deny the recommended name for the city
property.
City Property Naming Process When Naming after a Certain Party
In order to successfully handle, navigate the naming process and make decisions to name a city
property after a certain Party, the following steps must be taken in order for city property to be
named after a certain Party:
1. Submit a City Property Naming Request Form to the Parks and Recreation Director at
least one week prior to the regularly scheduled monthly PRC meeting (or one week
before the RRCAB meeting if applicable).
2. If the name is applicable to the Rambling River Center, the Parks and Recreation Director
and/or Recreation Supervisor will bring the naming request to the next regularly
scheduled monthly meeting of the RRCAB and the RRCAB members will be requested
to approve the name and forward a recommendation to the PRC for approval.
3. The Parks and Recreation Director will provide a recommended name for the property
and request PRC at its regular monthly meeting to approve the name and forward a
recommendation to the City Council for approval.
4. The PRC will then review the recommended name and either select the name that is
recommended, or come up with its own name and forward it to the City Council for
approval.
5. The City Council will then either approve or deny the name for the city property.
Purchase and Installation of City Property Name Signage
If the City initiates the process of naming city property, it will cover the cost of the purchase and
installation of the necessary signage. When someone other than the City initiates the process to
name a city property after a certain party, the City may require the individual or group making
the request to pay for the cost to purchase and install the new signage.
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:Bike P edestrian P lan
D AT E:January 10, 2018
B AC KG R OUN D
T he c urrent draft 2040 C o mp rehens ive P lan's P ark and R ec reation C hap ter's Executive S ummary id entifies
a go al for the c ity to d evelop a bike pedestrian plan. T he C o mmis s io n's 2018 Work P lan identifies the
d evelopment of a bike pedestrian p lan.
C urrently Dakota C ounty is taking grant applic ations through funding it rec eives fro m the S tatewide Health
Improvement P artners hip (S HI P ) p ro gram. C ities in Dako ta C o unty may s ubmit a grant ap p licatio n up to a
maximum amo unt o f $35,000. A city is required to matc h 10% of the grant either as a c as h matc h and/o r as
an in-kind matc h. Dako ta C o unty is expec ting to award 4-8 p ro jects during the two year grant fund ing c yc le
o f 2018-2019. I have includ ed in the meeting pac ket the Dakota C ounty S HI P P ro gram fund ing applic atio n
fo r yo ur review, s o yo u can learn more ab out the program and what is involved with the ap p licatio n p ro ces s .
O ne of the eligible p ro jects is the develo p ment o f a community wide b ike pedes trian p lan. T here have b een
fo ur o ther c ommunities in Dako ta C o unty who have received grant funding through the S HI P program to
complete a bike pedes trian p lan. T hes e c o mmunities includ e: S o uth S t. P aul, Ap p le Valley, Wes t S t. P aul
and R o s emount. I have attached the city of Apple Valley's Bike P edestrian P lan for your review, s o yo u c an
s ee what informatio n was inc luded in their plan.
T he outc o mes expec ted b y creating a b ike pedes trian p lan fo r F armingto n are as follows :
id entify and address mis s ing gap s in s id ewalk and trail c o nnectio ns
id entify ho w good, safe connec tions and c ros s ings to p arks, fac ilities , s c ho o ls , and b usines s es c an
o cc ur
enhanc e o p p o rtunities for F armington res id ents and wo rkers to live more active lives
imp ro ve the walk-ab ility and bike-ab ility o f the community
create an id entity and reputatio n that the entire c ity c an b ecome walkable and b ikeable
create a funding p lan to ad d res s ongoing maintenanc e and replac ements o f s idewalks and trails as they
age
create a c o hes ive wayfind ing signage p lan that can be imp lemented
d evelop a lo ng term plan that is d riven and emb raced b y the c o mmunity
integrating s id ewalks and trails into one overall bike pedestrian p lan
It is anticipated that the develo p ment of a bike p ed es trian plan will utilize a p lanning tas k fo rce/committee
comprised of c ommunity memb ers in order to make it a community d riven initiative.
T he grant app lic atio n anticipated to be s ubmitted wo uld b e to rec eive funding up to the maximum o f
$35,000. As a res ult, the c ity wo uld need to matc h 10% o f this amo unt, or $3,500. S taff is rec o mmending
to use up to $3,500 fro m the P ark Improvement F und to c o ver the c ity's matc h req uirement, but would lo o k
to meet the 10% match requirement through an in-kind matc h o f staff time invo lved with d eveloping the bike
p ed es trian plan. T he S HI P grant ap p lication s ub mittal deadline to Dako ta C ounty is on or b efo re F riday,
January 19, 2018.
F und ing from the S HI P program will c o ver the fo llo wing costs assoc iated with develo p ing a b ike p ed es trian
p lan:
p lanning c ons ultant to lead the projec t
meeting materials
G I S map p ing
mileage
o ther d o c uments
copying
S taff would like the C ommission to review the S HI P grant applic ation material and the Ap p le Valley Bike
P ed es trian P lan example p rio r to the meeting and then c o me prepared to dis c us s the grant applic ation and
the develo p ment o f a b ike p ed es trian plan. T he C ommission is b eing asked to either approve or not
ap p ro ve making a fo rmal rec o mmendatio n to the C ity C ounc il to sub mit a S HI P program grant applic atio n
to Dakota C o unty for the develo p ment of a b ike p ed es trian plan for the c ity.
AT TAC HMENT S :
Type Desc rip tion
Backup Material Dakota County SHIP Program Funding Application
Backup Material Apple Valley Bike Pedestrian Plan
1
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
Funding. These funds are made available through the
Statewide Health Improvement Partnership (SHIP), which
strives to help Minnesotans lead longer, healthier lives by
preventing the chronic disease risk factors of poor nutrition
and physical inactivity. The active living and healthy eating
portion of Dakota County’s SHIP grant focuses on using
policy, systems and environmental changes to increase
physical activity and consumption of healthy foods.
Funding is competitive and award amounts may vary,
however, past funding amounts have typically been
$10,000-$30,000 and should not exceed $35,000. ALDC
anticipates funding 4-8 projects 2017-2019.
Dakota County staff will provide technical assistance
throughout these projects. In addition, staff will connect
selected applicants with regional experts on active living
and healthy food access.
Active Living
Active living integrates physical activity into daily routines
such as walking or bicycling for recreation, occupation, or
transportation. Active Living policies and practices in
community design, land use, site planning, and facility
access have proven effective to increase levels of physical
activity.
Definitions and Examples
Policy change - standards or
guidelines that can be formal or
informal. For example, updating or
creating a policy regarding use of
outdoor space for group and
individual physical activity.
System change - rule changes that
impact processes. For example,
collaborate with or collect input
from community organizations to
streamline a farmer’s market
permitting process.
Environmental change - a
physical or material change. For
example, conducting a walk or
bikeability assessment and
implementing changes into a
capital improvement plan or
transportation plan.
Targeted populations - includes
people 60+, children, low income,
and diverse populations.
2
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.).
3
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.health.state.mn.us/healthreform/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
3. Benefit to target populations (people 60 or older, children, people with low incomes
or others experiencing a health disparity)
15%
10%
4. Location (proximity to target populations)
5. City wide or regional value
15%
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
will own and maintain the project)
5%
4
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
available once contracts are signed
March, 2018
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.
Basic information
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
Organization or city:
Contact person:
Contact email: Contact phone:
Project name (one line or less):
Project funding request:
5
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.
6
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.
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).
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.
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
Respond here.
Respond here.
7
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.
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.
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.
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.
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.
Respond here.
Respond here.
Respond here.
Respond here.
8
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.)?
Enduring value (5%)
What is the expected life of your project outcomes?
How will it benefit residents long-term?
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?
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
Respond here.
Respond here.
Respond here.
Respond here.
Respond here.
9
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.
BikeWalk Apple Valley
A trail and sidewalk plan for Apple Valley, Minnesota
September 2010
this page left blank
BikeWalk Apple Valley
A trail and sidewalk plan for Apple Valley, Minnesota
September 2010
Prepared for:
The City of Apple Valley
Prepared by:
LHB, Inc.
Howard R. Green Company
Cornejo Consulti ng
BikeWalk Apple Valley
Acknowledgements
City Council
Mary Hamann-Roland Mayor
John Bergman
Sharon LaComb
Tom Goodwin
Ruth Grendahl
Task Force
Jeannine Churchill Chair, Planning Commission
Paul Scanlan Planning Commission
Russell Defauw Chair, Parks & Recreati on Advisory Committ ee
Cindy Hart Parks & Recreati on Advisory Committ ee
Arthur Zimmerman Chair, Traffi c Safety Advisory Committ ee
Linda Dolan Tra ffi c Safety Advisory Committ ee
Russ Lowthian HaveFunBiking.org
Colleen Elvin AV Fire Fighter
Laura Basballe AV Fire Fighter
Jeff Milbauer Owner, Valley Bike and Ski
Kurt Chatf ield 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 Sti eg Chronic Disease Preventi on 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 Recreati on Director
Steve Skinner Recreati on Supervisor
Tom Adamini Parks Maintenance Superintendent
Kathy Bodmer, AICP Associate City Planner
Consultants
LHB, Inc. 250 Third Avenue South, Suite 450
Minneapolis, Minnesota 55401
Howard R. Green Co. 2550 University Avenue West, Suite 400N
Saint Paul, Minnesota 55114
Cornejo Consulti ng 1657 Saunders Avenue
Saint Paul, Minnesota 55116
Apple Valley is evolving, and a significant
part of that evolution is an orientation to
walking and bicycling. Advocacy groups
have been working on this initiative
for some time, and the city’s 2030
Comprehensive Plan directs attention to
goals that support an enhanced trail and
sidewalk network.
BikeWalk Apple Valley was made possible
through funding from the Statewide Health
Improvement Program (SHIP) of the Minnesota
Department of Health. For more informati on,
visit:
www.health.state.mn.us/healthreform/ship
BikeWalk Apple Valley
Contents
Executi ve 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 practi ces 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
BikeWalk Apple Valley
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.
BikeWalk Apple Valley
Executive Summary
page i
Walking and Bicycling in Apple Valley
The City of Apple Valley is committ ed to sustainability, acti ve living, and
creati ng alternati ves to traditi onal 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, suggesti ng that the community is, among other
things, sustainable, livable, safe, healthy and acti ve, and accessible. Each
of these “keys” off ers insights about how a network of trails and sidewalks
can evolve to support the goals of the community. This study considers
the patt erns of non-motorized movement in the community, building
upon directi ons of Apple Valley’s 2030 Comprehensive Plan and initi ati ves
focused on principles of acti ve living.
Other factors fi gure prominently in the need to consider Apple Valley’s
trail and sidewalk network. Bus rapid transit in the Cedar Avenue corridor
off ers a signifi cant additi on 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 Acti ve
Living Dakota County, which is organized to help communiti es understand
how they can remove barriers to non-motorized movement.
While this plan lays a foundati on 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 transportati on system is created,
adding multi -modal choices for users and making alternati ve modes of
transportati on 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
While sidewalks and trails exist in many
parts of the Apple Valley community,
there are gaps. This plan assesses those
gaps, and frames possible enhancements
and improvements that lead to a more
complete network for walking and
bicycling in the community.
BikeWalk Apple Valley
connecti on with Acti ve Living Dakota County. The City of Apple Valley is
a partner in Acti ve 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 connecti on to BRT, is located
at the intersecti on 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 intersecti on, as well as providing wide sidewalks
and features that lend a sense of identi ty 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 defi niti on of a path to completi ng Apple
Valley’s trail and sidewalk network. It goes further, defi ning a series of
principles supporti ng 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 identi fi es
opti ons for non-motorized transportati on. Overall, this plan looks quite
broadly at a trail and sidewalk network, striving to fi nd ways that, with
ti me, create patt erns of walking and bicycling that are integral to the
patt ens of the community—and even a point of identi ty for Apple Valley.
The principles guiding this plan are:
Enhance opportuniti es for Apple Valley residents and workers to •
live more acti ve lives by reducing barriers to walking and bicycling,
and by introducing features that encourage use of trails and
sidewalks.
Enhance the safety, convenience, and att racti veness of walking and •
biking for children, especially as they travel to and from schools and
parks and recreati on faciliti es.
Integrate walking and bicycling more directly into the patt erns •
of land use in Apple Valley by designing sites and buildings that
facilitate connecti ons between neighborhoods, parks, business
areas, regional desti nati ons and walking and bicycling faciliti es.
Improve multi -modal access for the Downtown• to enhance its
economic development potenti al.
Allow Apple Valley to evolve as a suburban and suburban-•
intensifi ed, walkable place that retains the character of both
page ii
BikeWalk Apple Valley page iii
environments to create a diverse, sustainable, and interesti ng
community.
Encourage connecti vity across modes • in Apple Valley through
systems that promote walking and bicycling, and off er convenient
and comfortable alternati ves to movement by automobiles.
Enhance trails and sidewalks• in the community with elements that
aid in navigati on, 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
transportati on 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 implementati on of a “Complete Streets” policy.
Trail and Sidewalk Plan Work Scope
Through interviews, meeti ngs, and workshops, City staff and the
consultant team worked in collaborati on with a task force comprised
of representati ves of the Planning Commission, Parks and Recreati on
Advisory Committ ee, Traffi c Safety Advisory Committ ee, and other
stakeholder groups to garner support, review and analyze data, and
provide guidance on directi ons and prioriti es for policies on connecti vity
and fi lling of gaps in the city’s trail and sidewalk system. Specifi cally, the
study process included the following objecti ves:
Analyze opportuniti es to enhance pedestrian and bicycle faciliti es •
along the Cedar Avenue corridor in relati on to the upcoming Cedar
Avenue Bus Rapid Transit (BRT) system and highway improvement
project;
Identi fy missing trail and sidewalk segments throughout the city •
that provide important links to the city’s overall sidewalk and trail
network, and create a prioriti zed list of projects to help future
constructi on as funds are made available;
Review trail and sidewalk connecti vity within the four commercial •
quadrants of the intersecti on of County Road 42 and Cedar Avenue
and recommend improvements;
Provide preliminary cost esti mates 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 additi on to the initi al constructi on
costs; and
Establish policy directi on related to acti ve living, the installati on of •
missing trail and sidewalk segments, and overall community health.
BikeWalk Apple Valley
A trail and sidewalk plan for Apple Valley
Public and task force input identi fi ed 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 connecti ons to key local
desti nati ons including schools, parks, transit, downtown, and regional
att racti ons like the Minnesota Zoo. There was a desire expressed for
loops—sidewalks or trails that form reasonable circuits without having a
specifi ed desti nati on. Task force members also discussed the economic
potenti al of walking and bicycling, parti cularly on downtown. Finally,
task force members suggested that improvements provide “comforts” for
users, including benches, drinking fountains, and navigati on aids.
A signifi cant eff ort was directed to identi fi cati on of gaps in the existi ng
sidewalk and trail network—locati ons where no faciliti es exist for walking
or bicycling along routes defi ned in the city’s plans for non-motorized
movement. Each gap was evaluated according to consistent criteria, with
each criteria assigned a weighti ng. Accordingly, each of some 40 gaps
were identi fi ed and assessed, with each receiving a score that would
suggest its priority for completi on.
At the same ti me, 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 desti nati ons
and schools, two areas of the community were identi fi ed as targets for
concentrated improvements—in additi on to the downtown area, where
enhancements and expansions to the Ring Route might bett er serve those
in downtown and those with downtown as a desti nati on.
Enhancements in these zones of concentrated improvement would be
directed to core routes that would provide faciliti es of consistent width
and materials, lighti ng, 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 fi rst. 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 defi nes downtown
and off ers a patt ern of movement for motorists and non-motorists.
Recognizing patt erns 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 defi ning how trails and sidewalks
“fi t” the community. This plan suggests other considerati ons 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
BikeWalk Apple Valley page v
connecti vity and mobility;•
community health;•
navigati on;•
identi ty;•
hierarchy; and•
community.•
Each factor is more fully explored in the trail and sidewalk plan.
Guidance and recommendations
The trail and sidewalk plan off ers 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 practi ces related to
walking and bicycling, including best practi ces related to:
pedestrian enhancements;•
trail enhancements;•
bicycle enhancements;•
wayfi nding; 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 •
porti ons of the city;
focus on creati ng a more complete system in porti ons of the Apple •
Valley community;
identi fy the need for more robust funding for maintenance of trails •
and sidewalks; and
encourage the implementati on of elements that support trail and •
sidewalk use while lending identi ty to the community.
A signifi cant point is made relati ve to funding of improvements to the trail
and sidewalk network, as suggested by the recommendati ons indicated
above. This study assessed the costs of completi ng the identi fi ed gaps,
with a total constructi on cost of nearly $3,000,000. Equally important is
the cost of maintaining those segments once they are completed. It is
esti mated that the costs of maintenance over a 20 year period—for the
gaps identi fi ed—will total more than $2,000,000. This is signifi cant, but
without adequate maintenance, the ability of BikeWalk Apple Valley to be
fully realized is much diminished.
BikeWalk Apple Valleypage vi
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.
BikeWalk 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 off ers greater opti ons for moving about the community, but
it promotes community health by providing trails and sidewalks that
encourage people to be acti ve. It’s part of a trend toward Acti ve Living,
but it also resonates with Apple Valley’s 2030 Comprehensive Plan as it
looks toward new transit opti ons, a greater diversity of experiences and a
stronger sense of community.
The Dakota County Department of Health provided support for the study
through its Acti ve Living Dakota County Program with funding from
Minnesota’s Statewide Health Improvement Program (SHIP).
SHIP is an integral part of Minnesota’s nati on-leading 2008 health reform
law, which strives to help Minnesotans lead longer, healthier lives by
preventi ng the chronic disease risk factors of tobacco use and exposure,
poor nutriti on and physical inacti vity. SHIP seeks to create sustainable,
systemic changes in schools, worksites, communiti es, and health care
organizati ons that make it easier for Minnesotans to incorporate healthy
behaviors into their daily lives.
A task force was charged with guiding the work and ensuring it matches
the Apple Valley community’s goals. Representati on on the task force
was drawn from the Planning Commission, the Traffi c Safety Advisory
Committ ee, and the Parks Commission, along with representati ves of the
public and stakeholders. Input was aimed at interested parti es and key
stakeholders, and included:
direct input from the task force;•
a community meeti ng conducted at the outset of the process;•
an open house meeti ng 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.
Communiti es across the country are evolving in subtle ways that could,
with ti me, dramati cally change the way they look and functi on. In an
incremental way, citi es are looking to expand the choices people have as
they move about their community. What started with an orientati on to
mobility—allowing people more choices in local travel—has a new focus
on acti ve living and a desire for greater diversity of experiences.
Mobility
Apple Valley is already seeing new choices for mobility. The recent
introducti on of bus rapid transit along Cedar Avenue off ers residents a
page 1
Some parts of Apple Valley are strongly
oriented to walking and bicycling,
while others are mostly vehicle centric.
Accommodating walking and bicycling
does not eliminate the car, but given a
robust network supporting walking and
bicycling, many residents may choose to
leave their car at home.
BikeWalk Apple Valley
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 stati ons on
Cedar Avenue, and bicyclists need faciliti es that off er safe routes for travel
and faciliti es to accommodate their bicycles at the end of their journey.
Increasingly, walking is seen as a viable alternati ve for shorter, local
trips, especially for students going to school. Schools have responded by
creati ng 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 communiti es respond with
transportati on systems. Streets are no longer the sole domain of the car,
as people expect new modes to be accommodated in public rights-of-way.
Long held standards are being revisited, oft en allowing more modes to fi t
into the same space that was once directed largely to motorized vehicles.
Active living
Public health concerns have encouraged communiti es and public health
organizati ons to enhance opportuniti es for people to live more acti ve
lives. The Surgeon General recommends that adults have at least 30
minutes of moderate physical acti vity every day, and that children have
at least an hour each day. While it might not seem to be a signifi cant
commitment of ti me, most Americans fail to meet the Surgeon General’s
recommendati ons. Acti ve living initi ati ves were created to fi nd ways
to more directly integrate physical acti vity in people’s daily routi nes,
including walking or bicycling as an alternati ve mode of transportati on.
By increasing routi ne physical acti vity the general health of the populati on
is improved, but in many places, barriers limit opportuniti es. Acti ve living
programs seek to alter land use patt erns 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 oft en simple, they can help people make choices that are bett er for
their health.
In Apple Valley, Acti ve Living Dakota County is leading a charge to create
more opti ons for acti ve living. Apple Valley’s 2030 Comprehensive Plan
supports the goals of Dakota County Acti ve Living by advocati ng policies
that promote the community as a model of a healthy, acti ve, 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 desti nati ons
as an integral part of our transportati on system.”
page 2
Walking and bicycling are a key part of
public health advocates’ call for “active
living.” In Apple Valley, the community
has committed to creating a healthy,
active, and safe community in its 2030
Comprehensive Plan.
BikeWalk Apple Valley
Experiences
Apple Valley “grew up” at a ti me when movement in personal vehicles
dominated development patt erns. While this patt ern is not disappearing,
many residents are beginning to expect greater variety in the patt erns they
experience. Suburbs are looking to create more disti nct “downtowns,”
especially trying to capture a sense of civic and social identi ty 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 evoluti on. He suggests we’re changing from
a society that based in patt erns that are “suburban drivable” to ones
that are “urban walkable,” and it stems, in part, from people’s own
experiences. Media, and television, in parti cular, infl uences expectati ons,
with “boomers” who grew up watching The Brady Bunch, where a single
family residenti al patt ern as the norm. Today, those making choices
about where they will live might be more infl uenced by Friends, living
in an urban apartment and gathering at a local coff ee house. In Apple
Valley, the patt ern of more diverse and intensive use might be best termed
“suburban-intensifi ed,” as it bett er refl ects the scale and orientati on of the
community’s downtown area.
Communiti es are also changing based on what their residents experience
in other places. We fi nd ourselves intrigued by the patt erns of some of
the places we visit. We might visit Portland, and be more att racted to the
page 3
Patterns of walking and bicycling are best
integrated with development, creating a
diverse range of experiences for residents
and visitors.
BikeWalk Apple Valleypage 4
Parts of Apple Valley, like downtown’s Ring
Route, have established the public realm
basis for a pedestrian network within
a portion of the community. Elements
supporting walking lend a sense of identity
to the district and community.
kind of place that results, in part, from a robust transit system. We might
visit European citi es, where our experience is more strongly shaped by a
long history of non-motorized movement than by traveling in a car. We
see those places, and begin to form an expectati on that our place—our
community—should off er those kinds of experiences. New expectati ons
are beginning to shape the kind of place we want for ourselves.
It doesn’t mean that the patt erns that exist will be wiped away. In fact,
the nature of this kind of change suggests a transiti on, setti ng new
patt erns in place in increments. In Apple Valley, like in most communiti es,
this doesn’t mean that what most people consider traditi onal
development patt erns will disappear, but it does suggest an evoluti on,
where new patt erns are likely to emerge. And with those patt erns,
walking and bicycling may become just as important as movement in cars.
BikeWalk Apple Valley
BikeWalk principles
Implementi ng a complete network for walking and bicycling in Apple
Valley will happen as a result of well-considered increments, fashioned
to respond to identi fi ed needs or newly recognized opportuniti es. It
will likely happen over a longer period of ti me, 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 fi nd the use of these faciliti es inviti ng and useful, and
recogize the positi ve impacts their walking and bicycling acti viti es 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 defi ning directi ons 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 functi on 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 opportuniti es for Apple Valley residents and workers to live •
more acti ve lives by reducing barriers to walking and bicycling, and
by introducing features that encourage use of trails and sidewalks.
Enhance the safety, convenience, and att racti veness of walking and •
biking for children, especially as they travel to and from schools and
parks and recreati on faciliti es.
Integrate walking and bicycling more directly into the patt erns •
of land use in Apple Valley by designing sites and buildings that
facilitate connecti ons between neighborhoods, parks, business
areas, regional desti nati ons and walking and bicycling faciliti es.
Improve multi -modal access for the Downtown to enhance its •
economic development potenti al.
page 5
One of the primary trail and sidewalk
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.
BikeWalk Apple Valley
Allow Apple Valley to evolve as a suburban and suburban-•
intensifi ed, walkable place that retains the character of both
environments to create a diverse, sustainable, and interesti ng
community.
Encourage connecti vity across modes in Apple Valley through •
systems that promote walking and bicycling, and off er convenient
and comfortable alternati ves to movement by automobiles.
Enhance trails and sidewalks in the community with elements that •
aid in navigati on, 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
transportati on 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 implementati on of a “Complete Streets” policy.
page 6
Trails in Apple Valley have been
incorporated along many streets and
roadways. While parts of the community
offer trails and sidewalks with good
connectivity, other community goals may
not be so directly addressed.
BikeWalk 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,
and other community and regional desti nati ons. While a good system of
non-motorized movement exists in Apple Valley, this plan looked more
closely at the network of trails and sidewalks to reveal gaps that limit
connecti vity 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
crossing of a roadway can’t be achieved by a pedestrian or bicyclists. But
what’s important in all of this is that the City of Apple Valley is assessing
its network of trails and sidewalks in 2010, and in doing so, it is looking
ahead to the kind of system that will best serve the community long into
the future. This plan is not about merely about fi xing broken sidewalks
or fi lling gaps in the network, it intends to demonstrate a path to
greater mobility, while at the same ti me providing for greater diversity,
sustainability, and enhanced community health.
The evoluti on of Apple Valley shows in its orientati on to walking and
bicycling. With knowledge of the city’s policies, one might easily
determin the age of a neighborhood by virtue of its sidewalks. At one
ti me, sidewalks were envisioned—even required—along streets as
neighborhoods developed. Policies changed with ti me, requiring a
sidewalk on only one side of a street. Later, and for a relati vely short ti me,
the requirement for sidewalks along many types of streets was eliminated.
Today, the 2030 Comprehensive Plan revives the policy requiring sidewalks
along both sides of residenti al streets.
In Apple Valley, sidewalks support pedestrian use in residenti al
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, limiti ng their
use to walking. Sti ll, 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
faciliti es, accommodati ng pedestrians and
bicyclists. This study did not assess the
network of park trails in Apple Valley, but
page 7
Patterns of development in Apple Valley
have changed over time. At one point,
sidewalks were required on both sides
of neighborhood streets. That direction
has been reinforced in the city’s 2030
Comprehensive Plan.
BikeWalk Apple Valley
recognized the role they might play in a
comprehensive system of non-motorized
movement.
street trails Street trails are bituminous surfaced •
and 8 feet wide, and are located along
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
faciliti es, accommodati ng pedestrians and
bicyclists.
unpaved trails Unpaved trails are located in parks and •
open spaces and are intended solely for
use by pedestrians.
There are unique faciliti es in Apple Valley as well. The Downtown Ring
Route is designed with signifi cant porti ons of the right-of-way dedicated
to non-motorized movement. Faciliti es along the Ring Route are typically
composed of a wide paved boulevard with trees and street lights adjacent
to the curb, and a zone for pedestrian movement. While bicycles are
permitt ed to use these “sidewalks,” it was noted during the process that
serious bicyclists would prefer to use the street, which off ers 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
corridors. The 2030 Comprehensive Plan indicates the city will “explore
the use of striped shoulders along collector streets and county roads
(except arterial streets).” It further notes that street trails will conti nue to
be used along major street corridors.
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 unti l development occurs. In order to eff ecti vely 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 specifi c relati ve to locati on,
the diagrams demonstrate the city’s intenti on to create a network
supporti ng non-motorized movement in the Apple Valley community. As
the Comprehensive Plan is considered, it must be understood that the
locati ons for trail and sidewalk routes are oft en “diagrammati c,” with
locati ons for enhanced routes and ulti mate directi ons being established
with the benefi t of further and focused design and engineering.
page 8
Conditions of trails and sidewalks vary
across the community, with some facilities
meeting walking or bicycling needs. In
other locations, sidewalks terminate
before forming needed connections,
physical conditions limit opportunities for
implementing a trail, or facilities are just
uncomfortable for walking or bicycling.
BikeWalk 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 conti nue 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 reconstructi on process, it may be
advantageous for the city to evaluate the conditi on of trail and sidewalk
faciliti es within the same right-of-way.
page 9
The trail and sidewalk network covers
much of currently developed Apple Valley.
Gaps occur in all parts of the community,
including areas yet to be developed.
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1 inch equals 0.65 miles¯¾¾½
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BikeWalk Apple Valley
Destinations and routes
Task force members identi fi ed common routes and likely desti nati ons for
pedestrians and bicyclists. Desti nati ons noted include downtown, schools,
parks, and transit. Regional desti nati ons, like the Minnesota Zoo or trails
or parks in adjacent and nearby communiti es, were also highlighted.
Menti on was made of some of the more att racti ve routes, including
Garden View Drive and Palomino Drive. Loops were also discussed, and
included loops through neighborhoods that might total four miles or
page 10
Walking and bicycling destinations
identified by the task force and the
community included schools and parks,
Apple Valley’s downtown area, attractions
like the Minnesota Zoo, and transit stations
and park and ride facilities.
BikeWalk Apple Valley
less, and more expansive loops that covered signifi cant porti ons of Apple
Valley—someti mes as much as 15 to 20 miles.
Eventually, desti nati ons focused on schools and the Cedar Avenue BRT
stati ons. These locati ons were reinforced by the frequency of use, and
the potenti al for access by pedestrians and bicyclists. Elementary schools
were emphasized as a focus for the sidewalk and trail network. In additi on
to locati ng these schools relati ve 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 signifi cant length of trails and sidewalks in
locati ons throughout the community. The city has a map that identi fi es
these faciliti es, and by deducti on, identi fi es where walking and bicycling
faciliti es are lacking—”gaps,” in eff ect, where trails and sidewalks don’t
exist. As a part of this process, the locati ons of these gaps were reviewed,
and in some cases adjusted to refl ect actual conditi ons. The city also
noted gaps that would be fi lled as a result of imminent constructi on
acti viti es. In assessing the system, it became important to understand the
sidewalk and trail network, how it serves the community, and the relati ve
importance of each identi fi ed gap.
In the existi ng system, the evaluati on identi fi ed gaps in locati ons
throughout the city. Gap lengths varied by type and length, with
gaps noted in both trail and sidewalk faciliti es. In some parts of the
system, gaps were signifi cant, but occurred in areas where surrounding
development patt erns are not yet complete. In other areas, gaps were
relati vely short, someti mes only a block or two in length. A total of 40
gaps were identi fi ed, with a goal of creati ng a prioriti zed list of potenti al
improvements. Gaps were defi ned 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 connecti ons among a •
variety of land uses;
the connecti ons they off er to the transportati on network;•
the existence of parallel sidewalks or trails within the same right-of-•
way; and
the presence of safe crossings to the trail and sidewalk network.•
Each gap was scored using a weight based on these factors, resulti ng in a
general scoring of the gaps that established their relati ve importance as a
part of the trail and sidewalk network.
page 11
A “gap” analysis assessed locations
where sidewalk or trails do not exist in
the community, and framed the priority
for implementing a sidewalk or trail in
the missing segments. Regardless of the
assessment, it’s clear that people use
certain corridors even with walking or
bicycling facilities, and even in the presence
of physical obstacles.
BikeWalk Apple Valley
Specifi c variables were identi fi ed 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 identi fy
priority locati ons for improvements. Trails and sidewalks were evaluated
separately because of the diff erent needs of bicycle (trail) users and
pedestrian (sidewalk) users. These weighted values were vett ed with the
task force based on the rati onale provided.
The connecti vity ranking system captures the benefi ts 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
page 12
The gap diagram identifies a 500 foot
buffer along each segment. Gaps were
scored based on criteria including land use,
transportation, connections, and barriers.
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17
20
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23
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30
32
35
5
7
28
8
1 B
34
6
14
12
31
37
3
19
39
11
1 A
26
36
38
25
27
40
COUNTY ROAD 42
COUNTY
ROAD
31
MCANDREWS RD
CEDARA
VE
COUNTY
ROAD
23
COUNTY ROAD 46
C OU N TY R O A D 3 8
COUNTYROAD33
COUNTY ROAD 42
CEDARA
VE
COUNTY
ROAD
23
COUNTY ROAD 46COUNTY ROAD 46
120TH
153RD
DORY
151ST
146TH
1 58T H
ENERGY
160TH
DUBLIN
ZOO
ELGIN
REFLECTION
BEACON
ECHO
F
L
I
N
T
DOVE
I-35E
CEDARAVE
R A M S D E L L
DOWNEY
GANNON
149TH
P O N Y
GASLIGHT
E M B E R
GA
L
A
X
I
E
FRONTAGE
ELM
128TH
EMPIRE
1 2 1 S T
155
GUILD
132ND
S H O S H O N I
FRIDAY
FOX
FOXTAIL
ESTATES
FOSSIL
157
E
U
R
O
P
A
FOREST
GABELLA
HARALSON
140TH
F L A X
ELMIRA
O
R
I
O
L
E
150TH
FA
I
R
L
A
W
N
SHASTA
G
A
R
L
A
N
D
FROST
H A R W E L L
DANBURY
J U N I P E R
ROME
DUTTON
G
R
E
E
N
I
N
G
FERRIS
S
A
F
A
R
I
ELYSIUM
FLAN
FLOAT
GLAZIER
1
3
0
T
H
REGENT
HIG H W O O D
GEYSER
EXLEY
155TH
BUTTE
EMBASSY
NEWELL
GEMSTONE
OAKWOOD
RI M R O C K
E T H E L T O N
ELKWOOD
GOLDINGREDWELL
FJORD
FALCON RIDGE
JONATHAN
WHITNEY
142ND
DUNWOOD
DULCIMER
GRANDVIEW
U P P E R 1 57 T H
FIRELIGHT
131ST
H
A
M
L
E
T
MIRA
FLOIAGE
SABRA
GLENDA
GARNET
DREXEL
PORTER
ENSLEY
G A N T R Y
E
A
G
L
E
B
A
Y
11
GERMANE
GAMMA
FOOTBRIDGE
GENESEE
EUREKA
GLEN
EVERGREEN
E
M
B
L
E
M
FLORENCE
FLOWER
EDGEMONT
134TH
147TH
FRISIAN
KENT
D U N B A R
HOLLINS
G
R
A
N
I
T
E
129TH
GARDENIA
GALLERIA
E N D I C O T T
1 5 7 T H
GI BRALTAR
PA
R
K
156TH
FRANCHISE
D
R
Y
C
R
E
E
K
GALLIVANT
HANNIBAL
FRESNO
D O D D
D U R A N G O
HOLLAND
GULL
G U T H R I E
GALENA
1 5 9 TH
FOLIAGE
E
S
S
E
X E A S TVIE W
G A R R E T T
H
A
V
E
N
E L A N D
G A R N E R
EVELETH
FLAGSTONE
EDEN
EDENWOOD
GARVINBROOK
D
R
A
K
E
G A L W A Y
126TH
143RD
EVERTON
FAL
C
O
N
PENNOCK
GLEASON
CEDAR
UPPER 141ST
F I R E S I D E
HYLAND POINT
GURNEY
HOLIDAY
HICK
ORY
E G R E T
F O U N D E R S
DULUTH
FOUNTAIN
ELMHURST
1 2 5 T H
FLORIST
FAIR OAK
EUCL
ID
LINDEN
SPRUCE
P
R
I
V
A
T
E
R
O
A
D
FREESIA
EDGEWOOD
ELD E R B E R R Y
E M P R E S S
H U G H E S
M I N J O N
EMPERORGALLERY
GUNFLINT
HERSHEY
UPPER
136TH
1 4 1 S T
1
3
3
R
D
COOPER
EDINBOROUGH
WALNUT
LAKEVIEW
135TH
DENMARK
PINEWOOD
GADWELL
E D G E W A T E R
GARDENVIEW
FIRTREE
EASTBEND
UPPER129TH
HANOVER
DURNING
139TH
D
U
T
C
H
E
S
S
GROTHE
144TH
137T
H
ELLICE
HOPEWELL
CIMARRON 123RD
GRAND
OAK
GEORGIA
H
YA
CIN
T
H
F
L
E
E
T
W
O
O
D
DUCHESS
UPPER 146TH
143TH
136TH
REDWOOD
DRESDEN
D OV E R
152ND
GR
A
N
AD
A
F
L
A
G
S
T
A
F
F
ELMWOOD
H
A
R
M
O
N
Y
FERNANDO
G
A
L
A
N
T
E
GLADIOLA
UPPER 139TH
FLORISSANT
FENNEL
YANCE Y
HAYES
TRL
FLORET
FERNWOOD
U PP E R 148T H
R
I
D
G
E
V
I
E
W
G R E E N L E A F
154TH
LOW ER 139TH
F
O
S
T
O
R
I
A
G
R
I
F
F
O
N
PA L O M I N O
UPPER
HAMLET
DUXBURY
FLAIR
14
5
T
H
G
O
SSA
M
ER
STRESE
DUNCAN
HAYES
LO W E R 1 3 4 TH
FREEP
O
RT
FINCH
D
O
M
I
N
I
C
A
FLORAL
HAV
EL
O
CK
FLEET
HUNTINGTON
SURREY
EMERALD
GREYLOCK
DURHAM
D
O
Y
L
E
S
L O W E LL
HARVEST
BELMONT
HEMLOCK
FLUTE
EVEREST
HIBISCUS
DUNRAVEN
F
L
AMINGO
FINEWOOD
EMB RY
1 2 7 T H
H
I
A
L
E
A
H
DUNDEE
UPPER 145TH
F
OR
D
H
A
M
GENEVA
EMMER
UPPER 147TH
FINDLAY
SWEETWATER
EASTER
148TH
HALLMARK
H U N TE R S
FLORIDA
FOGHORN
C H A P A R R A L
H
E
N
N
A
DORCHESTER
EBONY
DISTRICT
OFFICE
FORTINO
H
A
N
N
O
V
E
R
BALDWIN
HERALD
FRIDLEY
DIAMOND
JOHNNY
CAKE
RIDGE
GLE
N
C
O
V
E
DUCK
POND
FLACKWOOD
H
E
Y
W
O
O
D
138TH
DUPO NT
DRAWSTONE
FLIGHT
F A L L B R O O K
GAVOTTE
D
U
T
C
H
M
A
N
H
E
R
I
T
A
G
E
HIGHVIEW
C O R T L A N D
MCANDREWS
E
A
R
L
Y
B
I
R
D
H
O
L
Y
O
K
E
P RIV ATE
FREMONT
F L O R A
F
L
I
N
T
W
O
O
D
DYNAS T Y
E L K H A R T
F
A
W
N
RID
G
E
PILOT
KNOB
F
A
I
R
G
R
E
E
N
E
X
C
E
L
S
I
O
R
132ND
U P P E R 1 4 5 T H
140TH
FREEPORT DIAMOND
151ST
B A L D W I N
1 3 1 S T
145TH
EMBASSY
GLENDA
158TH
H
E
R
A
L
D
134TH
138TH
EMMER
HAYES
1 5 7 T H
134TH
HERALD
D
U
L
U
T
H
142ND
G
U
I
L
D
132ND
GARDEN
VIEW
134TH
GARLAND
FLORIST
P R I V A T E
157TH
135TH
1 4 2ND
W
ALN
UT
160TH
1 2 1 S T
140TH
DRESDEN
147TH
134TH
158TH
FINCH
1 2 7 T H
14 3 R D
JOHNNY
CAKE
RIDGE
150TH
140TH
GUTHRIE
GRANADA
GALAXIE
HAVELOCK
ESSEX
DO
M
I
N
I
C
A
FOLIAGE
D
O
MINIC
A
GRANADA
CIMARRON
GALAXIE
F
O
L
I
A
G
E
HIGHVIEW
F E R R I S
130TH
135TH
EMBRY
DULUTH
GALAXIE
DRESDEN
13 7 T H
GUTHRIE
137TH
DOVER
130TH
147TH
P
RIVATE
149TH
H
A
L
L
M
A
R
K
160TH
GARRETT
PALO MIN O
1 3 3 R D
133RD
134TH
1
4
8
T
H
ECHO
E
X
L
E
Y
D R E X E L
144TH
ESSEX
131ST
131S
T
142ND
GRIFFON
CEDAR
GANTRY
HANNOVER
FALCON
153RD
H
E
R
I
TA
G
E
PRIVATE
FOLIAGE
ELKWOOD
132ND
ECHO
EMERALD
MCANDREWS
150TH
131ST
H U N T E R S
GALAXIE
DRESDEN
125 T H
143RD
ESSEX
GRANADA
PENNOCK
FAIRLAWN
EMBRY
147TH
1
3
2
N
D
I-3 5 E
148TH
GALAXIE
GENESEE
FOLIAGE
F
I
N
C
H
HARWELL
150TH
I-35E
147TH
1
4
0
T
H
CEDAR
H
E
Y
W
O
O
D
M C A N D R E WS
HOLYOKE
FLAGSTAFF
HEYWOOD
150TH
REDWELL
FINDLAY
M C A N D R E W S
FJORD
GARDEN
VIEW 1 4 7 T H
H I GH V I E W
GARDEN
VIEW
PILOT
KNOB
140TH
GLAZIER
FLAGSTAFF
ROME
1 3 8 T H
DOVER
1 4 1 S T
HAVELOCK
GARDENIA
FI R ESI DE
1
3
8
T
H
FOLIAGE
150TH
GARLAND
CEDAR
ELLICE
G
E
N
E
S
E
E
HOLYOKE
GALAXIE
GALAXIE
EM BRY
139TH
HE
ML
OCK
154TH
HAYES
HYLAND
POINT
131ST
GARNER
1 3 1 S T
128TH
DIAMOND
ELM
FLAGSTAFF
PILOT
KNOB
G
A
R
R
E
T
T
158TH
GLADIOLA
HARMONY
DIAMOND
GUILD
155TH
PILOTKNOB
G
U
T
H
R
I
E
BELMONT
PENNOCK
144TH
GLAZIER
C HA P A R R A L
FOX
150TH 150TH
ELKWOOD
D
U
N
B
A
R
PILOT
KNOB
158TH
FINDLAY
DUPONT
133RD
134TH
128TH
144TH
HAVEN
FINCH
F
O
R
D
H
A
M
PENNOCK
140TH
PENNOCK
140TH
F
L
O
R
A
L
FOREST
140TH
GARRETT
157TH
1 5 8T H
D
I
A
M
O
N
D
WHITNEY
GARRETT
1 4 7 T H
GERMANE
GLENDA
REDWOOD
142ND
157TH
138TH
D R E X E L
134T
H
FINDLAY
134TH
HERSHEY
FINDLAY
144TH
I-3 5 E
MINJON
HERSHEY
E
B
O
N
Y
PONY
U P P ER 1 57T H
13 6 T H
147T H
142ND
1 3 7 T H
140TH ESSEX
WHITNEY
137TH137TH
EVELETH
E L K H A R T
FLUT
E
M C A N D R E W S
FOLIAGE
GENESEE
FOLIAGE
DOMINICA
E
V
E
R
E
S
T
GARDEN
VIEW
133RD
146TH
151ST
ELM
146T
H
P A L O M I N O
C
O
R
T
L
A
N
D
EBONY
1 3 3 R D
ELLIC
E
WHITNEY
13 0 TH
1 5 7 T H
SAFARI
148TH
UPPER 136TH
D O D D
1 4 4 T H
O
RIO
LE
147TH
GA
R
LA
N
D
140TH
11
1 4 3 R D
F
L
IGH
T
143RD
CEDAR
MCANDREWS
136T
H
EMBRY
126THCHAPARRAL
E S S E X140TH
134TH
143RD
D
I
A
M
O
N
D
GUILD
STRESE
HAYES
GEORGIA
E C H O
145TH
PILOT
KNOB
139TH
145TH
FORDHAM
HALLMARK EMBRY
F
L
O
W
E
R
HEYWOOD
FERN
ANDO1
3
7
T
H
155TH
142ND
P R I V A T E R O A D
142ND
G E O R G I A
S
A
FA
R
I
133RD
UPPER 146TH
HEYWOOD
E
M
B
R
Y
148TH
G A R R E TT
133RD
146TH
EV
E
L
E
T
H
153RD
FAWNRIDGE
1 2 9 T H
ECHO
135TH
H
U
N
T
E
R
S
GLAZIER
WALNUT
CEDAR
GANTRY
LOWELL
140TH
BALDWIN
130
T
H
F O L I A G E
HANOVER
PALOMINO
140TH
150TH
EVEREST
EMB
RY
DURHAM
140TH
EVELETH
145TH
HALLMARK
150TH 150TH
143 RD
DUNBAR
D R A K E
HARWELL
GALAXIE
S TRES E
GUILD
137TH
F J O R D
GERMANE
1 4 2 N D
DULUTH
GRANADA
125TH
152ND
140TH
155TH
135TH
H
AV
E
L
O
CK
G U T H R I E
1
5
9
T
H
126T H
147TH
GLAZIER
GLENDA
GALAXIE
FINCH
1 3 4 TH
D
ULUTH
140TH
140TH
140TH
150TH
131ST
160TH
129TH
137TH
160TH
126TH
FLOAT
G
L
A
D
I
O
L
A
159TH
1 3 2 N D
151ST
HAVEN
EVEREST
FOLIAGE
160TH
143RD
135TH 135TH
1 4 7 T H
140TH
1 3 3 R D
142ND
137TH
132ND
E
L
L
I
C
E
149TH
157
138TH
I-
3
5E
CEDAR
1
33
R
D
CIM AR R ON
135TH
FINDLAY
140TH
1 4 2 N D
JOHNNY
CAKE
RIDGE
149TH
HENNA
DIAMOND
D
O
R
Y
128TH
F L O R E N C E
E
M
B
R
Y
GUILD
ESSEX
132ND
FOLIAGE
E
C
H
O
F
I
N
D
L
A
Y
134TH
EUCLID
146TH
GOSSAMER
WALNUT
GAVOTTE
HAYES
1 4 4 T H
1
3
9
T
H
157TH
PILOT
KNOB
138TH
150TH
EUCLID
160TH
GALAXIE
135TH
ORIOLE
JOHNNY
CAKE
RIDGE
133RD
147TH
C
E
D
A
R
A
V
E
126TH
HARMONY
151ST
H A Y E S
PENNOCK
FLAGSTONE
157TH
135T H
1 4 7 T H
150TH
G A R R E T T
CEDAR
ELLICE
145TH
ESSEX
GALAXIE
F
E
R
R
I
S
11
GALAXIE
ECHO
F
L
A
G
S
TA
F
F
P
R
I
V
A
T
E
E V ER E ST
ESSEX
HAYES
142ND
1 2 9 T H
160TH
140TH
D
U
N
B
A
R
1 3 4 T H
WHITNEY
E
V
E
R
E
S
T
ELLICE
HALLMA RK
ENDICOTT
H I G H W O O D
DREXEL
GALAXIE
C
E
D
A
R
A
V
E
125TH
1 4 5 T H
E
U
R
O
P
A146TH
144TH
157TH
141ST
1 5 2 N D
GA N T R Y
142ND
138T
H
147TH
144TH
152ND
REDWOOD
EASTBEND
GARNET
D O D D
PILOT
KNOB
147TH
131ST
150TH
147TH
GENEVA
GARRETT
HOLYOKE
1 4 8 T H
FAIRLAWN
149TH
D U N B A R
1 inch equals 0.65 miles¯
13
WeighWeighted score
low
moderate
high
BikeWalk Apple Valley
Trail gap weighti ng factors
Variable Weight
1-5 scale
Rati onale
Land use
Residenti al Levels of residenti al density can determine how many potenti al users of trails
will reside in the arealow density residenti al• 2
medium density residenti al• 3
high density residenti al• 4
neighborhood services• 3
Commercial Commercial areas are a desti nati on that att racts users. Improved connecti ons
can increase the number of users. The downtown area is weighted higher than
other business nodes due to the concentrati on of commercial desti nati ons.
downtown core• 4
business nodes• 3
Industrial 1 Less likely desti nati on to att ract recreati onal and/or commuti ng depending on
the nature of the industrial area.
Mixed use 3 Areas of mixed uses have the potenti al to att ract more users.
Insti tuti onal 4 Insti tuti ons such as churches and government services can att ract users.
Park 4 City and regional parks are a desti nati on for recreati on and can att ract discre-
ti onary and recreati onal sidewalk users.
School 5 Schools att ract users, especially children through Safe Routes to Schools.
Transportati on
Cedar Avenue bus rapid transit 4 The Minnesota Valley Transit Authority (MVTA) off ers park and ride bus rapid
transit from four stops along Cedar Avenue. These stops att ract bicycle riders
that choose cycling from the short trip from home to the bus stop. The bus
provides the connecti on to their desti nati on.
Other MVTA stops 3 The MVTA off ers local and regional service that att racts users to stops.
Regional trail alternati ves 4 Regional trail alternati ves connect local bicyclists and pedestrians to the larger
regional trail system. Regional trail att ract users from their origin to desti na-
ti ons, whether for recreati on or commuti ng.
Ring route 3 The downtown area is defi ned by a series of streets that comprise the Ring
Route, which was identi fi ed in the 1987 Commercial Area Planning Study.
Current community connecti ons
Connecti ons are weighted based on existi ng trail infrastructure. Gaps are mea-
sured as “no existi ng trail alternati ves” or “existi ng trail alternati ve.”
No alternati ve 3 No trail exists on either side of the street. Improvements would connecti on a
gap between the endpoints of two trails.
Alternati ve connecti on A trail exists on one side of a street. Users may choose an alternati ve; expand-
ing the system may be redundant or increase access depending on locati on.
Potenti al connecti on expansion• 2 A parallel trail would be more heavily weighted if it improved accessibility to
desti nati ons on both sides of the right-of-way.
Connecti on expansion restricted• 1 If a trail exists and the gap is located near an unexpandable locati on and/or
provided no access, these gaps are wighter lower.
page 13
BikeWalk Apple Valley
Sidewalk gap weighti ng factors
Variable Weight
1-5 scale
Rati onale
Land use
Residenti al Levels of residenti al density can determine how many potenti al users of side-
walks will reside in the arealow density residenti al• 2
medium density residenti al• 3
high density residenti al• 4
neighborhood services• 3
Commercial Commercial areas are a desti nati on that att racts users. Improved connecti ons
can increase the number of users. The downtown area is weighted higher than
other business nodes due to the concentrati on of commercial desti nati ons.
downtown core• 4
business nodes• 2
Industrial 1 Less likely desti nati on to att ract recreati onal and/or commuti ng depending on
the nature of the industrial area.
Mixed use 4 Areas of mixed uses have the potenti al to att ract more users.
Insti tuti onal 3 Insti tuti ons such as churches and government services can att ract users.
Park 4 City and regional parks are a desti nati on for recreati on and can att ract discre-
ti onary and recreati onal sidewalk users.
School 5 Schools att ract users, especially children through Safe Routes to Schools.
Transportati on
Cedar Avenue bus rapid transit 4 The Minnesota Valley Transit Authority (MVTA) off ers park and ride bus rapid
transit from four stops along Cedar Avenue. These stops att ract bicycle riders
that choose cycling from the short trip from home to the bus stop. The bus
provides the connecti on to their desti nati on.
Other MVTA stops 3 The MVTA off ers local and regional service that att racts users to stops.
Regional trail alternati ves 2 Regional trail alternati ves connect local bicyclists and pedestrians to the larger
regional trail system. Regional trail att ract users from their origin to desti na-
ti ons, whether for recreati on or commuti ng.
Ring route 4 The downtown area is defi ned by a series of streets that comprise the Ring
Route, which was identi fi ed in the 1987 Commercial Area Planning Study.
Current community connecti ons
Connecti ons are weighted based on existi ng trail infrastructure. Gaps are mea-
sured as “no existi ng sidewalk alternati ves” or “existi ng sidewalk alternati ve.”
No alternati ve 4 No sidewalk exists on either side of the street. Improvements would connec-
ti on a gap between the endpoints of two sidewalks.
Alternati ve connecti on A sidewalk exists on one side of a street. Users may choose an alternati ve;
expanding the system may be redundant or increase access depending on loca-
ti on.
Potenti al connecti on expansion• 2 A parallel sidewalk would be more heavily weighted if it improved accessibility
to desti nati ons on both sides of the right-of-way.
Connecti on expansion restricted• 1 If a sidewalk exists and the gap is located near an unexpandable locati on and/
or provided no access, these gaps are wighter lower.
page 14
BikeWalk Apple Valley
uses within the buff er area (a 500 foot zone along the trail or sidewalk
segment) was also included in the connecti vity scoring.
Gaps were ranked based on their need for improvements using Geographic
Informati on System (GIS). Data was assembled from informati on provided
by the Metropolitan Council, Minnesota Valley Transit Authority, and the
City of Apple Valley.
Safe Routes to Schools
Communiti es 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
communiti es more accommodati ng to walking and bicycling, especially in
areas near schools, promoti ng safe walking and bicycling and encouraging
physical acti vity for students (and for parents who accompany their
children to and from school each day).
In Apple Valley, four elementary schools parti cipated 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 identi fi cati on of acti ons 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:
Creati ng 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 bett er 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•
Completi ng sidewalk or trail connecti ons.•
These kinds of improvements are important considerati ons 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
att enti on to those who may have few choices other than walking or
bicycling.
page 15
Providing bicycle racks at likely
destinations for bicyclists encourages
use, as evidenced by the rack at Greenleaf
Elementary School.
BikeWalk Apple Valley
Bus rapid transit and transit service connections
With the recent introducti on of bus rapid transit along the Cedar Avenue
corridor, Apple Valley’s commuti ng populati on has another choice for
accessing the larger metropolitan area. With the Apple Valley Transit
Stati on 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 Stati on 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 additi onal choices with transit
stati ons near 140th Avenue and 147th Avenue, but these stati ons will not
off er park and ride opti ons.
Four elementary school zones were
analyzed as part of a Safe Routes to Schools
assessment. Recommendations focused on
areas more proximate to the schools, but
forming safe and convenient connections
from greater distances would be desirable.
(Graphic prepared by Kimley-Horn and
Associates, Inc.)
page 16
BikeWalk Apple Valley
As enhanced transit opti ons were considered in Apple Valley, the trail
and sidewalk network became an important factor in understanding how
transit functi ons as a system. For those commuters living reasonably near
a stati on, or for those with a desti nati on near a stati on, being able to walk
or bike as a part of their commuti ng 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 existi ng trail
and sidewalk components are serviceable for walking or bicycling access
to transit locati ons. One of the more important upgrades will involve
lighti ng, making certain that routes commonly used by pedestrians or
bicyclists to access transit are safe and inviti ng.
Regional walking and bicycling facilities
Residents can look forward to faciliti es for walking or bicycling that will
be implemented on a more regional basis. Dakota County has identi fi ed
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 connecti ng 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 existi ng trails in city parks for porti ons
of the route.
page 17
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.
BikeWalk Apple Valleypage 18
Dakota County is planning regional trails
or greenways that will offer recreation
opportunities for Apple Valley residents as
well as providing connections for walking
and bicycling beyond the community’s
borders. (source: Dakota County 2030
Park System Plan)
Future Trails:
1 Cannon Valley Regional Trail Link
2 Eagan Greenway Regional Trail
3 Rosemount River Access Greenway
Regional Trail
4 Highline Greenway Regional Trail
5 Lake Marion Greenway Regional
Trail
6 Minnesota River Greenway Re-
gional Trail
7 Mississippi River Regional Trail:
Hastings to Red Wing
8 North Creek Greenway Regional
Trail
9 Rich Valley Greenway Regional
Trail
10 Terrace Oaks Greenway Regional
Trail
11 Vermillion Highlands Greenway
Regional Trail
12 Chub Creek Greenway Regional
Trail
13. Vermillion River Greenway Re-
gional Trail
BikeWalk 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 alternati ve mode
of transportati on. Trails and faciliti es need to be recognized as a true
community asset, which might be achieved by understanding their
orientati on to:
connecti vity and mobility off ering pedestrians and bicyclists viable •
choices to move about the community,
especially for trips desti ned for transit,
school, and recreati on; as those aspects
of a trail and sidewalk system are more
fully accommodated, the choices for trips
might expand to include shopping and
entertainment desti nati ons.
community health providing walking and bicycling •
opportuniti es that are safe, convenient,
and accommodati ng enough to encourage
all residents to use them, which
encourages alternati ve transportati on
modes but more importantly exposes
them to physical acti vity that leads to
bett er physical and mental health.
navigati on establishing signage and wayfi nding •
that allows pedestrians and bicyclists to
understand routes to common or likely
desti nati ons, and that demonstrates the
comprehensive nature of the trail and
sidewalk network available to them.
identi ty using elements to support trails and •
sidewalks that reinforce an identi ty for the
community, and as important, establishes
an identi ty for Apple Valley that suggests
walking and bicycling as an intrinsic
community quality.
hierarchy establishing an order of movement •
refl ecti ve 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.
page 19
BikeWalk Apple Valley
Core routes
Many of the basic patt erns for trails and sidewalks have been established
as roadways and development has occurred across the city. While some
trail or sidewalk segments have been identi fi ed as gaps, and others
will only have trails or sidewalks implemented as adjacent parcels are
developed, a look at the existi ng network of trails and sidewalk shows
clearly that this could be an important transportati on opti on for Apple
Valley residents, and nearly every neighborhood seems to have trail or
sidewalk faciliti es relati vely near most homes.
page 20
BikeWalk Apple Valley encourages a focus
on implementation zones and core routes.
While cross-community connections
might be desired by some pedestrians or
bicyclists, the frequency of use on local
trips suggests incremental implementation
of the trail and sidewalk network.
Southwest
Apple Valley
East Central
Apple Valley
Downtown
BikeWalk Apple Valley
In Apple Valley’s street network, there seems to be a hierarchy that
allows people to bett er navigate while driving—wider streets and fewer
driveways and intersecti ons suggest connecti vity to other roads and zones
of the city, while narrower streets with more drives suggest a more local
street. In this way, there is legibility to the city’s street 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 connecti vity. If Apple Valley begins
to recognize the need for this kind of hierarchy, a network focused on a
core of pedestrian and bicycle movement might evolve, with an expanded
network that reaches nearer to homes.
The core network might functi on in ways similar to Downtown’s Ring
Route: a clear route is established to gather and distribute pedestrian
and bicycle movement, with faciliti es that support walking and bicycling
concentrated along that route. Enhanced crossings of major streets occur
where a core route interfaces with more heavily travelled streets, but the
network doesn’t rely on the major streets. Rather, the core routes would
have less vehicle traffi c, making it more comfortable for pedestrians on
sidewalks and for bicyclists using on-street bicycle lanes.
In the streets that serve as core routes, there may be opportunti es to get
cars to bett er “fi t” with pedestrians and bicyclists. The aim should not be
to obstruct vehicle traffi c, but rather to encourage traffi c 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 identi fi ed 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 additi on
of Whitney Drive, noted for its direct link to the 155th Street Transit
Stati on, a core loop begins to evolve. In other parts of the community,
the patt erns 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 faciliti es to create the core network.
In both cases, routes might be chosen for their ability to connect more
directly with signifi cant walking or bicycling desti nati ons, such as parks,
schools, and the downtown area. In both cases, the core network needs
to be more clearly defi ned in the city’s hierarchy of streets and trails.
Once these routes are established, an expanded network—the fi ner grain
of the city’s trail and sidewalk network—comes into play. This level of the
page 21
Sidewalks and trails feeding “core routes”
become important in the trail and sidewalk
plan, allowing lesser travelled routes to
feed more significant walking and bicycling
facilities.
County Road 42 and Cedar Avenue are
barriers to non-motorized movement,
and can be unpleasant or uncomfortable
corridors for walking or bicycling. Nearby
parallel routes are often better locations
for trail and sidewalk facilities.
BikeWalk Apple Valley
system brings pedestrians and bicyclists that much nearer to their home or
desti nati on. The extent of supporti ng faciliti es is not as great along these
segments, as lighti ng is less of a criti cal feature, aids to navigati on are less
important, and ameniti es like benches are not likely needed—all of which
might otherwise seem to be an intrusion upon a neighborhood.
Having core routes defi ned adds a signifi cant benefi t in terms of directi ng
both capital and operati ons funding—both of which are limited resources.
Like streets, the core routes will accommodate the greater use, have a
greater concentrati on of faciliti es supporti ng walking and bicycling, and
will demand a higher level of maintenance—essenti ally, focusing limited
resources to areas of the greatest expected use.
Ulti mately, 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:
legal the faciliti es intended to support walking •
and bicycling must be legal; most
commonly, the legal structures focus
on conformance with the Americans
with Disabiliti es Act, a federal civil rights
law enacted in 1990 that prohibits
discriminati on based on disability.
safe sidewalks and trails need to off er safe •
accommodati on of users, and even go
further to off er the percepti on of safety.
convenient the network of sidewalks and trails must •
provide connecti ons that are not only
desirable, but ones that are simple and
expedient for users.
advantageous providing a sidewalk and trail network •
that is a realisti c opti on for any potenti al
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 opti on
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 fi lling all the identi fi ed
gaps could be cost prohibiti ve, and that a more realisti c strategy might
be considered that would focus improvements to create a zones of
page 22
Even where facilities for walking and
bicycling exist in Apple Valley, they may
not draw users. To maximize benefit of
sidewalks and trails, the network should be
convenient and present an advantage for
users—even creating a more interesting
and diverse landscape might be an
advantage for a walker or bicyclist.
BikeWalk Apple Valley
enhanced walking and bicycling, and that, over ti me, 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 concentrati on of
faciliti es makes sense: most people will walk or bike between desti nati ons
within or near their neighborhood, but will use other modes for more
distant desti nati ons. Eventually, the system will allow for greater mobility
across all of Apple Valley, but defi ning areas of concentrati on of trails and
sidewalks is a fi rst step.
Early in the planning process, an att empt was made to defi ne likely
desti nati ons for pedestrians and bicyclists. The patt ern includes regional
desti nati ons like the Minnesota Zoo, downtown Apple Valley, and the
community’s numerous parks. However, two signifi cant and basic patt erns
emerged:
walkers and bicyclists seeking access to transit could form a •
signifi cant non-motorized populati on in the community, and creati ng
improved links to transit faciliti es would be a logical step in the
development of an enhanced sidewalk and trail network; and
creati ng connecti ons to schools as a part of sidewalk and trail •
network might bett er accommodate walkers or bicyclists who
do not have other choices in modes. Most students don’t
drive, and some don’t have bus transportati on available (based
on school district policy). When coupled with the earlier Safe
Routes to Schools work, a concentrati on of walking and bicycling
improvements related to the schools in Apple Valley is a logical and
appropriate directi on.
In additi on to the basic patt ern, 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 concentrati on are identi fi ed related to the acti viti es 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 Stati on.•
page 23
Access to the enhanced transit service
available on Cedar Avenue is a key reason
for improving links in Apple Valley’s trail
and sidewalk network.
BikeWalk Apple Valley
In east central Apple Valley:
Highland Elementary School;•
Diamond Path Elementary School;•
Scott Highlands Middle School;•
Dakota Ridge School; and•
general proximity to the 155th Street Transit Stati on.•
Connections to transit
A second logical directi on for implementi ng 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 acti vity, and improvements would not only benefi t those already
using transit, but might encourage others to become more frequent
transit patrons.
Improvements related to transit should link bus stati ons and park and ride
faciliti es 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 •
Stati on;
connecti ons through the downtown to mixed use areas in •
downtown and higher density residenti al areas lying at or beyond
the edges of downtown.
page 24
The MVTA’s new transit facility at 155th
Street is an important destination for
walkers and bicyclists in Apple Valley.
Walkways over Cedar Avenue facilitate
crossings of Cedar Avenue.
BikeWalk Apple Valley page 25
For these routes, improvements like lighti ng become important, and •
maintenance is a real concern. During winter months, especially,
limited daylight at peak transit ti mes suggests that lighti ng be
provided along key routes, and removal of snow and ice to create a
safe and obstacle-free passage is criti cal.
Downtown
In downtown Apple Valley, the Ring Route defi nes a core of movement
that includes wide sidewalks. Parti cipants 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 sti ll prefer the
separati on from vehicles aff orded by the wide sidewalks, the city should
study the potenti al of adding bicycle lanes in certain segments of the Ring
Route. The result may be a change in the roadway confi gurati on, with
the introducti on 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 communiti es are looking at more innovati ve methods
of incorporati ng bicycle faciliti es on streets, including bike boxes at
intersecti ons.
Aside from enhancing opportuniti es 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 connecti ons across sites
to the front doors of buildings. While many examples exist, the City of
Apple Valley might want to set an example by creati ng a sidewalk between
the front door of the Municipal Center and the public sidewalk at Galaxie
Avenue. In doing so, a porti on of the ornamental fence will have to be
removed—but the new portal could become a highlight of the path,
artf ully framing the connecti on between the public realm at the street and
a sidewalk to the front of the building.
Cedar Avenue is a significant impediment
to walking and bicycling, particularly
for those attempting to move about the
downtown area.
BikeWalk Apple Valleypage 26
The gap analysis identi fi ed a few locati ons where faciliti es 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 interesti ng route. A study
performed in 2008 anti cipati ng the arrival of BRT and advocati ng for the
incremental evoluti on of the downtown area based on development
patt erns that would be more supporti ve of transit identi fi ed 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 parti cular, might make bett er use
of lighti ng designed to accommodate pedestrian acti vity, with “street”
trees, planti ngs, and other typical streetscape features added to make the
path—and the storefront—more inviti ng.
The fi ner 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 implementati on evolved
based on the technical assessment of missing segments of sidewalks
and trails. The cost of completi ng those gaps is dependent largely on
the length of the segment requiring completi on, so a fair cost-benefi t
analysis is not possible (longer segments will cost more, but can’t be
fairly compared to shorter segments with lower implementati on costs),
regardless of the priority.
Even 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.
BikeWalk Apple Valley page 27
Navigation aids—wayfinding signs and
kiosks—are viewed as important elements
of the trail and sidewalk network.
As the network of trails and sidewalks in Apple Valley was considered,
the task force assumed the positi on that a system would be best defi ned
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-benefi t 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 locati ons where trail and sidewalk improvements cannot
be reasonably accommodated within the existi ng right-of-way. Some
locati ons may present the opportunity to gain additi onal land for trail or
sidewalk purposes through direct acquisiti on or permanent easements,
but there may be no possibility for additi onal land in others. In these
areas, accommodati on of trail and sidewalk faciliti es may require a change
within the right-of-way, and maybe to the roadway itself.
Easy soluti ons oft en involve the narrowing or eliminati on of a boulevard
to create space suffi cient for a sidewalk or trail. In some cases, the
opportunity to creati ng 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, eliminati ng the buff er zone oft en created by trees in a
boulevard. In some cases, this soluti on might be one of only a few choices
available.
Accommodati on 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 confi gurati on 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
narrowing travel lanes slightly—and oft en, it’s only a few additi onal feet
are needed to create a sidewalk or trail along the road. However, the city
must comply with Minnestoa Department of Transportati on standards
for roadway design along Municipal State Aid Routes. Recogniti on of
the context is criti cal, with the ability to balance pedestrian and bicycle
accommodati on with vehicles on the road being based on the more
immediate patt erns and conditi ons of the road and neighborhood.
While Apple Valley does not have any on-street bicycle lanes today, the
ability to accommodate them is most oft en based on available public
right-of-way. The same principles of balancing needs based on context
applies here, where a more complete picture of the ways the road serves
community and transportati on needs is required.
BikeWalk Apple Valleypage 28
Some locations along core routes may
merit greater attention. The creation of
nodes along the trail and sidewalk network
might offer “comforts” to users such as
benches, overhead cover, and perhaps even
drinking fountains. Like the streetscape
improvements along the Ring Route, these
spaces might become identity features for
the Apple Valley community.
Support facilities
Trails and sidewalks are the backbone of a system of movement oriented
to pedestrians and bicyclists. Sti ll, there are features that are logically
introduced to support the trail and sidewalk to make the experience more
comfortable or inviti ng, and to suggest more directly identi fy the trail or
sidewalk to the community or even a parti cular 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 expectati on 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 intersecti ons and public
spaces in downtown. Intersecti ons and key locati ons would be identi fi ed
by special signs, gathering areas along sidewalks and trails would
include informati on signs, benches, and perhaps drinking fountains, and
identi fi cati on or directi onal signs would be located to ensure the system
is easily navigated. These kinds of improvements would be designed as
a “family” of related elements that reinforce the conti nuity of the trail
and sidewalk network, but also to read as Apple Valley elements. While
the trail and sidewalk system might refl ect on the kind of community
Apple Valley is, people from outside of the community will more readily
identi fy these features with the community—much like the streetscape
improvements along the Ring Route defi ne downtown Apple Valley.
BikeWalk Apple Valley
Best practices for trails and sidewalks
The following features of trail, sidewalk, and street improvements
are considered best practi ces to ensure that streets and corridors are
accessible to people of all ages and mobility, and to make trip planning and
navigati on more convenient and safe. These considerati ons are organized
as follows:
Pedestrian enhancements•
Trail enhancements•
Bicycle enhancements•
Way fi nding•
Land use and urban design•
Pedestrian Enhancements
Pedestrian bump-outs or collared crosswalks not only allow for safe
pedestrian crossing, but more importantly, shorten the crossing distance
and give the pedestrian improved viewing of oncoming traffi c. A collared
crosswalk narrows the street at the crosswalk, which gives the driver a
sense of cauti on 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 citi zens.
Sidewalks separated from the roadway by a planting strip create a
pleasant and safe environment for pedestrians. They also create a buff er
from the splash from vehicles, room for street furniture, and a bett er
environment for wheelchair users (i.e. constant grade at driveways).
Planti ng trees shades the sidewalk. Providing benches under the shading
tree extends the amenity value.
Mobility- and vision-impaired pedestrians need special attention.
The American with Disabiliti es Act (ADA) establishes parameters for how
trail and sidewalk faciliti es will be implemented. While the ADA does not
defi ne specifi c requirements (as the ADA is a civil rights law), parameters
for minimum passage, slope, cross slope, and other technical requirements
are defi ne in the Americans with Disabiliti es Act Standards for Accessible
Design.
page 29
Graphic and audible crossing signals
enhance use of sidewalks and trails for all
users.
“Bump-outs,” which have already been
implemented in some places in Apple
Valley, decrease pedestrian crossing
distances and often reduce vehicle speeds.
BikeWalk Apple Valley
Trail Enhancements
Well-planned off-road trails and multi-use paths provide
pedestrian and bicycle mobility. Within parks and along road
corridors, these faciliti es serve both the recreati on user and the
commuter. Key components for a safe and att racti ve trail include:
Conti nuous separati on from traffi c, with few street or driveway •
crossings.
Scenic qualiti es to att ract multi -generati onal users.•
Connecti ons to desired desti nati ons such as shopping, schools, •
library, etc.
Well-designed street crossings.•
Shorter trip lengths than roadway network, connecti ng dead-end •
streets or short-cuts through open spaces.
Visibility for increased safety and personal security.•
Good locati on 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 stati ons and stops.
Shared use trails may be needed for different types of users. for
streets where traffi c volume or traffi c speed results in unsafe conditi ons
for pedestrians or bicyclists, a separate path of travel for pedestrians,
bicyclists, and other non-motorized transportati on modes helps reduce
confl icts between motorists and pedestrians while expanding the number
and types of faciliti es that are accessible to pedestrians.
Shared use trails often are used along recreational, high amenity
corridors. Shared use trails typically off er longer, uninterrupted stretches
of path that are perceived as more family-friendly than the typical urban
streetscape. They are oft en 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 considerati on might be given to provide
seperati on from the roadway by at least 5 feet or greater, where
practi cable. The multi -use path itself should be at least 8 feet wide for
walker and bicyclist to share the corridor safely.
page 30
Well-defined—and sometimes well-
known—crossings are key features of a
trail and sidewalk network.
In some communities, trail corridors have
taken on more park-like appearances
and amenities, and have resulted in a the
creation of unique places in the fabric of
the community.
BikeWalk Apple Valley
Bicycle Enhancements
Bicycle enhancements include the following elements: policy
development, bicycle safety educati on programs, on-road bikeways and
bike lanes, bicycle support faciliti es, and standards for bicycle parking and
storage.
Bicycle safety education programs are best addressed to a target
audience, such as children and adults. Increasingly citi es are partnering
with community organizati ons and the business community through
chambers of commerce to sponsor courses and events that promote
bicycling safety as an adjunct to enforcement of bicycle and motorist
behavior to reduce bicycle and vehicle accidents. These programs are
oft en included in the Safe Routes to School programs to encourage
children to walk and bicycle to school.
Locati ng bicycle routes and faciliti es along streets that off er the direct
routes to workplaces, shopping and entertainment/hospitality areas,
schools, transit stati ons, and other popular desti nati ons enhances their
use and viability.
Signed bike routes for recreati on purposes are created to provide access
to and between signifi cant parks and open spaces desti nati ons.
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 opti mal,
widening the shoulder may be the only way to improve bicyclist safety in
some situati ons.
The needs of bicyclists can be accommodated by retrofitting
existing roadways to include bicycle lanes by using the following
methods:
Physically widening the roadway to add a bike lane;•
Re-striping the existi ng roadway to add bike lanes, including marking •
roadway shoulders as bike lanes, considerati on of reducing travel
lane widths, reducing the number of travel lanes (when supported
by engineering analysis and traffi c projecti ons, reconsidering the
need for on-street parking, and removing parking from one side of
the street.
Colored bike lanes and raised bike lanes are used in Europe and
in some areas of the United States. Raised bike lanes incorporate the
convenience of riding on the street with the psychological separati on of a
barrier.
page 31
The incorporation of bicycle lanes on
streets accommodates those bicyclists who
prefer to travel on streets for reasons of
safety, comfort, and continuity.
Expansive street crossings sometimes
take advantage of median refuge points,
providing a somewhat protected zone for
pedestrians who could not cross during one
cycle of the “walk” signal.
BikeWalk Apple Valley
Bicycle parking improvements (bike racks and lockers) should be
included in transit stati ons and park-and-ride faciliti es.
Bike route information may be integrated into transit route maps and
signs. Bike route maps should be provided at all locati ons where transit
informati on is provided to help make the transiti on between modes as
seamless as possible.
Cities can lead the way in bike rack installation. Many citi es have
initi ated a proacti ve bicycle rack installati on program for their own
buildings (city hall, community center) and parks, and also oft en in
partnership with schools, libraries, other public enti ti es, and private
businesses.
Cities can require private development to install bike facilities.
Another method for obtaining additi onal bike racks and storage faciliti es is
for a city to adopt legislati on, usually as part of zoning code amendments,
to require a minimum number of bicycle racks and lockers as part of
new developments. This type of legislati on is usually focused on a city’s
downtown and multi -family residenti al development. As part of this
initi ati ve, many citi es oft en require offi ce developments to include shower
and locker faciliti es based on employment densiti es, to make bicycling to
work an att racti ve opti on.
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 functi ons 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 bett er yet, providing space within the building.
Bike parking within pedestrian right-of-way should allow suffi cient •
passage for pedestrians.
Wayfinding
Way fi nding comprises both spati al and environmental cues in fi nding
one’s way to and from desti nati ons. Wayfi nding is important for both
pedestrians and bicyclists to increase a sense of orientati on, enhance
comfort and security, and increase a willingness to explore and enjoy
a community. Signage helps both local residents and visitors navigate
page 32
Unique opportunities for place-making can
result from the introduction of facilities
that support the walking and bicycling
network.
BikeWalk Apple Valley
a community’s streets and sidewalks. An eff ecti ve wayfi nding program
must be conceived and carried out to promote walking, but must include
guidance for car drivers and bicyclists as well to point them to appropriate
parking for their desti nati on.
Vehicular directional signs, pedestrian route signs, downtown
neighborhood maps, landmarks, and online route finders are key
elements of a comprehensive wayfi nding program.
An effective downtown pedestrian wayfinding system is based
on a “park-once” premise. The wayfi nding system should encourage
drivers to park, leave their car, and use pedestrian directi onal signage
to reach their desti nati ons. Apple Valley’s downtown has many auto-
oriented businesses, with large parking areas, which presents a signifi cant
challenge for a pedestrian moving between desti nati ons, forcing them to
walk through parking areas and connecti ng roadways. However, as the
downtown is redeveloped with infi ll 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
wayfi nding program. Examples include the tacti le warning strips that are
installed in all new curb ramps and curb ramp retrofi ts at intersecti ons.
Signage that guides pedestrians to transit stations is an important
feature that promotes connecti vity between diff erent travel modes.
Neighborhood walking maps and walking route signage can be
created to promote neighborhood walking routes and safe routes to
school.
A bicycle route signage and wayfinding protocol should be
developed. This protocol should include signs and pavement markings.
Route signs should provide a directi onal arrow, desti nati on, and distance.
Bicycle routes on trails and those on streets will require separate protocols
in certain situati ons.
Land Use and “Suburban-intensified” Design
A safe and walkable pedestrian environment supports and is supported by
compact and mixed-use patt erns of development.
The public/private interface is the connecti on between the public
realm, usually the sidewalk, and the private property or uses. This
interface can contribute to an increased percepti on of personal security
page 33
Signage and wayfinding devices are
important for all sidewalk and trail
networks, particularly where there exist
many choices of destinations or possible
routes.
BikeWalk Apple Valley
among pedestrians. The presence of windows, porches, decks, balconies,
and outdoor cafes adjacent to the pedestrian corridor facilitate acti vity
along and surveillance of the streetscape. Weather protecti on such as
awnings in the frontage zone, and pedestrian-oriented shop signage, add
to the level of convenience and comfort.
Locate buildings close to the street and sidewalk. This site planning
requirement, along with the provision of multi ple entrances to buildings,
is the basic feature of pedestrian-oriented development and that
diff erenti ates it from auto-oriented development that usually has a
parking lot in front of buildings.
Pedestrian-level lighting should be considered along pedestrian
corridors where use suggests pedestrian acti vity during non-daylight
hours, and where the introducti on of lighti ng would be compati ble with
adjacent and surrounding land use.
A network of public spaces and parks encourages people to want to
walk between them. When public spaces are connected to a community’s
downtown, this network can encourage more people to patronize
businesses more oft en, especially restaurants and cafes. These network
connecti ons may also encourage more eati ng establishments to provide
curbside dining and outdoor eati ng courtyards.
Consider the establishment of pedestrian and/or bicycle zone in the
downtown. If the downtown, or a porti on of it, is defi ned as a pedestrian
and/or bicycle zone, the city might considering accepti ng a vehicular Level
of Service of D or E in order to provide bike lanes, compact intersecti ons,
or leading pedestrian signal intervals.
Create a checklist for walkability and bikeability for new
developments. This checklist would contain guidelines and standards to
improve pedestrian and bicyclist access and safety.
page 34
Activity on public sidewalks is critical
in establishing a sense of purpose for
sidewalks in a downtown area. The
interface between the public sidewalk and
a storefront, whether a traditional building
or a “big box,” demands a physical and
visual connection.
Enhanced street crossing can be more
elaborated, allowing for the street to feel
more like a zone meant to accommodated
pedestrian movement.
BikeWalk Apple Valley
Moving forward
Like most communiti es, Apple Valley has a wide range of prioriti es that
are presented to decision-makers, and implementati on of BikeWalk Apple
Valley is one of many. This plan encourages an incremental evoluti on
and expansion of the city’s trail and sidewalk network, with a focus on
implementati on zones. Eventually, the network will be complete to the
point where logical cross-community connecti ons and routes are formed,
but to begin, it is logical to create a complete network within porti ons of
the city to capitalize on existi ng faciliti es and to address immediate needs.
While physical improvements to the trail and sidewalk system are one
focus for implementati on, 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 signifi cant. It also recognizes that some of the “best practi ces” might be
addressed as improvements are planned, and especially, as proposals for
new development are brought forward. Accommodati ng pedestrian and
bicycle acti vity must extend beyond the public realm to address the ways
in which walkers and bicyclists reach the front doors of their desti nati ons.
Finally, this plan directs att enti on to components that support walking
and bicycling in Apple Valley with features that invite use of trails and
sidewalks while sati sfying other community goals. Ulti mately, trails and
sidewalks are not merely an opti onal piece of the city’s infrastructure, but
a core element of the community’s identi ty.
Recommendations
The planning process assessed the network of trails and sidewalks in Apple
Valley from a technical and an overall system planning perspecti ve, and
was shaped by principles that guide the community in its eff orts to bett er
accommodate acti ve living goals and an orientati on to non-motorized
movement. While the technical analysis scored gaps in the trail and
sidewalk network, recommendati ons for improvements:
recognize that sidewalks and trails reasonably serve most developed •
porti ons of the city;
focus on creati ng a more complete system in porti ons of the Apple •
Valley community;
identi fy the need for more robust funding for maintenance of trails •
and sidewalks; and
encourage the implementati on of elements that support trail and •
sidewalk use while lending identi ty to the community.
The study was oriented to fi lling gaps in the trail and sidewalk network in
Apple Valley, but those gaps exist throughout the city—in areas that are
developed as well as in parts of the community that will see development
in the upcoming decades. Task force suggesti ons directed the study
page 35
Whatever improvements occur in a trail
and sidewalk network, they will require
maintenance. As use grows, expectations
for care grow as well.
BikeWalk Apple Valley
toward completi on of the network in more focused areas, essenti ally
building a complete system in a more incremental way, and eventually
completi ng the system in all parts of Apple Valley. By coupling this
directi on with recent eff orts related to Safe Routes to Schools, two “zones”
were identi fi ed as possible targets for trail and sidewalk improvements:
Southwest Apple Valley, including improvements that build upon the •
Safe Routes to Schools recommendati ons 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 Stati on along Whitney Drive.
East Central Apple Valley, including improvements that build •
upon the Safe Routes to Schools recommendati ons 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 att enti on as trails and
sidewalks are considered. Not only is this area a commercial and civic
desti nati on, but the presence of stati ons supporti ng bus rapid transit on
Cedar Avenue suggest the need for improved access for pedestrians and
bicyclists. In this way, the functi on of the Ring Route might be bolstered
by allowing it to bett er serve non-motorized transit, and other key routes
can be defi ned, further assessed, and, ulti mately, 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 faciliti es in the community, organizing paths
of primary non-motorized movement where a higher concentrati on of
infrastructure supporti ve of walking and bicycling might be directed.
As these routes become established, they off er greater legibility to the
sidewalk and trail network, and begin to lend a sense of identi ty 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 combinati on of 143rd Street, Hayes Road, and 145th Street. Most
residents would be within about one-half mile of these routes, with many
having existi ng sidewalks or trails to use to reach the loop. The resulti ng
loop totals about 3.7 miles, or about one hour walk.
These routes follow roadways designated as collectors, carrying traffi c
that is more likely to have origins or desti nati ons within the zone--that
is, the traffi c is not merly passing through the zone. Forecasted volumes
page 36
BikeWalk Apple Valley page 37
Southwest Apple Valley
(measured in ADT, average daily trips) for these routes, as noted in the
Comprehensive Plan, are:
Garden View Drive 6,400 south of CR 42
Pennock Avenue/Pennock Lane 14,000 to 15,000
Whitney Drive 3,800
143rd Street, Hayes Road, 145th Street 2,800
One of two possible zones for target
implementation of trail and sidewalk
improvements might be in Southwest
Apple Valley, with its proximity to the
155th Street Transit Station, its location
near downtown, and the concentration of
schools in the area.
BikeWalk Apple Valley
Improvements along these streets that would encourage walking and
bicycling include clearly separated sidewalks (with trees in boulevards)—
parti cularly for the north-south routes with higher traffi c volumes,
sidewalks at a uniform width of six feet that are conti nuous across drives,
and marked bicycle lanes on the streets. Emphasis should be placed
on providing safe connecti ons across County Road 42, parti cularly at its
intersecti ons with Garden View Drive and Pennock Avenue, where traffi c
volumes are signifi cant 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 off ers a reasonable
connecti on to the 155th Street Transit Stati on.
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 identi fi ed and assessed, and completi on of those segments
off ers greater depth to the network in this part of the community.
Recommended acti ons and improvements, beyond completi on of missing
segments, include:
Study of the potenti al for pedestrian safety enhancements at •
crossing of major streets
Completi on of segments identi fi ed and assessed in the gap analysis•
Establishing sidewalks consistently across driveway areas•
Enhancement of lighti ng along primary routes to levels conducive •
for pedestrian movement (with illuminati on level based on adjacent
land use)
Establishment of street trees along primary routes•
Implementati on of sidewalks of consistent widths along primary •
routes
Additi on of bicycle lanes with appropriate markings and signing •
along primary routes
Implementati on of signage and wayfi nding•
East Central Apple Valley
East Central Apple Valley presents conditi ons similar, in some ways, to
Southwest Apple Valley. The major diff erence is the presence of trails in
city parks that form signifi cant north-south connecti ons. Like Southwest
Apple Valley, a series of streets and trails are defi ned as core routes,
with most of this area within about one-half mile, with sidewalks along
neighborhood streets off ering connecti ons to the core routes. On the
north, the core route is focused on 140th Street, which also provides a
signifi cant link across the enti re community, although it is challenged
by a crossing of Cedar Avenue. Trails through parks from the westerly
page 38
Where Southwest Apple Valley’s trails
and sidewalks might occur largely along
streets, in East Central Apple Valley, a
string of connected parks offers a unique
walking and bicycling opportunity.
BikeWalk Apple Valley
core route, using Greenleaf Park and Cedar Isle Park for porti ons of the
route. Similarly, parks are used for porti ons of the easterly link, including
Summerfi eld Park, a public open space at 140th Street, Tintah Park, and
Diamond Path Park. The south porti on 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 locati on near the center of the zone.
The streets that form porti ons of the core route are designated in the 2030
Comprehensive Plan as major or minor collectors, with projected traffi c
volumes (measured in ADT) as follows:
140th Street, west of Pilot Knob Road 15,800 to 22,500
140th Street, east of Pilot Knob Road 9,700 to 10,400
147th Street/Upper 147th Street,
west of Johnny Cake Ridge Road 11,000 to 13,200
147th Street/ Upper 147th Street,
east of Johnny Cake Ridge Road 7,000 to 11,000
Johnny Cake Ridge Road 16,300 to 19,800
page 39
East Central Apple Valley has similar
logic for trail and sidewalk improvements
as Southwest Apple Valley. Transit
proximity, schools and downtown are
important nearby destinations, and new
roadway corridors offer opportunities for
accommodating contemporary trail and
sidewalk facilities.
East Central
Apple Valley
BikeWalk Apple Valley
Some streets will be implemented in areas of Apple Valley that are
currently undeveloped, presenti ng the signifi cant opportunity to
include well-considered trail and sidewalk faciliti es as these roads are
implemented or upgraded coincident with new development. For
porti ons of the core route that uti lize trails in parks, conti nuity in
navigati on and lighti ng 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
traffi c speeds.
Completi on of identi fi ed gaps will occur with development along Johnny
Cake Ridge Road. Completi on of other missing segments will help to
connect neighborhoods to the core routes.
Recommended acti ons and improvements, beyond completi on of missing
segments, include:
Study of the potenti al for pedestrian safety enhancements at •
crossing of major streets;
Completi on of segments identi fi ed and assessed in the gap analysis;•
Enhancement of lighti ng along primary routes to levels conducive •
for pedestrian movement (with illuminati on level based on adjacent
land use); in this case, the level of illuminati on in parks will be
a concern of neighbors who likely have experienced litt le or no
lighti ng in these parks;
Establishment of street trees along primary routes;•
Implementati on of sidewalks of consistent widths along primary •
routes;
Additi on of bicycle lanes with appropriate markings and signing •
along primary routes; and
Implementati on of signage and wayfi nding.•
Downtown
Today in the downtown area, movement is focused on the car. Streets and
parking areas dominate, but in areas around the Central Village patt erns of
development are changing to ones that bett er accommodate pedestrians.
The introducti on of bus rapid transit along the Cedar Avenue corridor,
with a signifi cant stati on in the downtown area, has the potenti al to spur
greater pedestrian acti vity—and possibly bicycle acti vity—if reasonable
accommodati ons are made.
The patt erns of the Ring Route form the core routes for movement in the
downtown area, and with wide sidewalks, a foundati on for pedestrian
movement has been established. Sti ll, not all routes readily accommodate
pedestrians, sites, in many cases, fail to provide proper connecti ons
page 40
The Ring Route forms the core of a
downtown sidewalk network, but more
localized connections are still needed to
serve walkers and bicyclists.
BikeWalk Apple Valley page 41
between buildings and the public realm of the street, and desire lines for
movement to and from the BRT stati on are not recognized for pedestrian
movement. Key recommendati ons to enhance the downtown area for
pedestrian movement include:
Completi on of the sidewalk network at the gap locati ons identi fi ed;•
Creati on of new sidewalk or trail links at key desire lines, especially •
the link across the pond area in the southeast porti on of downtown
to create a more direct link to the BRT stati on from the east and
along Whitney Drive on the west side of Cedar Avenue;
Implementati on of lighti ng along trail routes in the downtown area •
to eff ect more conducive passage during ti mes of limited daylight;
Implementati on of signage and wayfi nding to aid in navigati on for •
pedestrians for routes across the community; and
Review of site design guidelines for parcels in the downtown area •
to ensure logical connecti ons are created between primary building
entries and sidewalks or trails.
Facilitati ng bicycle movement in the downtown area also looks fi rst 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 potenti al confl icts with
pedestrian movement. Accommodati on of bicycle movement on streets
Downtown
In the downtown zone, links to
transit are important improvements,
particularly those connections that link to
neighborhoods east and west of downtown.
BikeWalk Apple Valleypage 42
requires a reconfi gurati on 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 considerati on of average daily traffi c
(ADT) projecti ons, the spacing of access points along the roadway, and
factors such as system conti nuity. Major porti ons 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 reconfi guring some
of these streets to three lanes with on-street bicycle lanes. For some
roadways a reconfi gurati on to three lanes is not possible, and a more
extensive re-working may be necessary to accommodate an on-street
bicycle lane.
Recommendati ons for enhancing bicycle movement within Apple Valley’s
downtown area include:
Creati on of bicycle lanes on certain streets through reconfi gurati on •
of areas within the curbs to accommodate three lanes of traffi c and
bicycle lanes, or more extensive restructuring of the roadways to
maintain traffi c lanes while adding bicycle lanes;
Expansive parking lots without connections
to a public sidewalk or trail limit the utility
of walking or bicycling in downtown.
As new development occurs, or as
improvements are contemplated, creating
these connections is significant to walkers
and bicyclists. It also results in a more
humane experience for drivers once they
leave their cars to enter the store.
BikeWalk Apple Valley page 43
Additi on of signage indicati ng the presence of bicycle lanes for •
motorists, as well as special features that off er improved safety for
bicyclists (such as bike boxes at intersecti ons);
Implementati on of signage and wayfi nding to aid in navigati on 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 infl uence 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 connecti ons to nearby
neighborhoods are a criti cal 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
intersecti ons. Bridges for pedestrians at BRT stati ons will facilitate
crossings, but they link directly to the BRT stati ons, 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 additi onal
acti on: working with the Minnesota Valley Transit Authority to maintain
access to the BRT bridges for non-BRT users, and providing signage and
educati ng the public about the accessibility of the BRT bridges over Cedar
Avenue.
Facilities supporting walking and bicycling
Having pavement or stripe defi ning 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 navigati on aids, street trees along key routes
(a strategy achieving environmental goals as well as system legibility),
lighti ng, benches and trash receptacles, and even drinking fountains
County Road 42 and Cedar Avenue forms
a significant barrier to pedestrian and
bicycle movement. Incorporation of the
overhead pedestrian bridges created
for the Cedar Avenue BRT present a real
opportunity for enhancing connectivity.
BikeWalk Apple Valley
and public art. While these features are oriented in scale and detail
to pedestrians, they serve bicyclists as well, and even suggest cues
to motorists about proper driving speed, community navigati on, and
integrati on of vehicle movement with other modes.
Some features are linear in nature, and work to defi ne routes in their
enti rety. Street trees and lighti ng along core routes can be used to
reinforce a hierarchy of pedestrian and bicycle faciliti es, much like
downtown’s Ring Route suggests a zone for the community’s commercial
acti vity core.
Other features are grouped in key locati ons or set as individual pieces
along walking and biking routes. At intersecti ons of core routes,
wayfi nding signage and possibly kiosks or small shelters might occur. In
other locati ons, a stand-alone wayfi nding sign or kiosk might be used to
guide trail and sidewalk users.
While these features serve trail and sidewalk users for navigati on and
Nodes along walking and bicycling routes
might be enhanced with features that serve
the needs of users, while lending identity to
the community and its neighborhoods.
page 44
Way finding signs and kiosks are important
components of a trail and sidwalk network.
BikeWalk Apple Valley
comfort, they lend a sense of identi ty and create opportuniti es for
gathering—if even at a small, scale. Importantly, they convey a message
about Apple Valley, and its orientati on to acti ve and healthy lifestyles.
Costs of construction and maintenance
The process of creati ng this plan recognized that completi on of the trail
and sidewalk network will require capital and operati ng expenditures. In
this plan, the costs of completi ng gaps were assessed along with projecti ng
the annual maintenance costs for each of the gaps.
The constructi on 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 ti mers,
pedestrian ramps and retaining walls (with the possibility of retaining wall
fencing). Assumpti ons made in the constructi on 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 ti mer 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;
page 45
Even at the scale of walking, small signs
are important in guiding users to their
destinations.
BikeWalk Apple Valley
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 constructi ng trails or sidewalks at
identi fi ed gaps is included in Appendix B.
The maintenance costs were examined using methods similar to the
constructi on cost assessment. The maintenance costs were determined
by evaluati ng the gap on fi ve possible needs to keep the gap safe and
functi onal:
re-painti ng cross walks;•
replacing 6’ wide concrete surfaces;•
replacing 8’ wide concrete surfaces;•
bituminous patching; and•
landscaping/root pruning. •
The frequency of each maintenance acti vity 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 resulti ng 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 citi es, it was determined that •
page 46
The cost of constructing gaps identified in
the plan is demonstrated in the “Example”
(top) and “Gap Number 1” (bottom); a
breakout of the costs of all gap segments is
included in Appendix B.
BikeWalk Apple Valley page 47
The cost of maintaining gaps identified in
the plan is demonstrated in the “Example”
(top) and “Gap Number 1” (bottom); a
breakout of the costs of all gap segments is
included in Appendix B.
crosswalks would require annual repainti ng;
the costs of replacing secti ons of concrete, in instances where only •
parti al replacement of a segment is required, would cost more than
the initi al constructi on; 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
identi fi ed gaps is included in Appendix B.
While snow removal is often mentioned
as a need, regular sweeping of trails and
sidewalks promotes their use.
BikeWalk Apple Valley
BikeWalk Apple Valley
Appendices
Appendix A: Summary of interviews conducted
Appendix B: HR Green Company Memo re: Comprehensive Trail and
Sidewalk Plan
Appendix
BikeWalk Apple Valleypage A-1
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 Recreati on Advisory Committ ee•
Apple Valley Transportati on Safety Advisory Committ ee•
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, opportuniti es, directi ons, and limitati ons:
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 acti ve life.
There are no striped bike lanes in Apple Valley. Consider creati ng •
a dual system, one for those who have a defi nite desti nati on in
mind and a second for recreati onal bikers. Consider “calling out”
bike routes by painti ng them green or blue as is done in other
citi es. Look at appropriate locati ons for bike boxes at signalized
intersecti ons.
Consider creati ng a 3-lane confi gurati on for most of the roadways •
that comprise the Downtown Ring Route, to permit the creati on 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 fi ll gaps in our existi ng sidewalk and path system. Try to •
create bicycle loops that connect parks and major desti nati ons.,
including Ensure that there are direct connecti ons to the new BRT
transit service stops. Sidewalks should be thought of as a system, on
a grid, to give pedestrians multi ple opti ons. Do it right, with proper
signage for orientati on and directi ons.
Develop a program for bike racks on both public faciliti es and •
private businesses. Make them a marketi ng tool for acti ve living
for everyone. Work with businesses to ensure that bike racks are
appropriately located (consider safety, convenience) to promote
their use.
Put resources into bett er marked crosswalks. Consider special •
signals designed for bikers and walkers only. Make biking and
walking equal and special, an att racti ve alternati ve to using your car
Appendix A: Summary of interviews
conducted
BikeWalk Apple Valley page A-2
all the ti me.
Ensure that off -road trails are plowed very soon aft er snowfalls.•
Life in a wheelchair is already diffi cult, but in Apple Valley trying to •
get anywhere in a wheelchair is extremely diffi cult and dangerous.
This situati on needs to be improved.
Install “stati ons” along the bike and pedestrian routes, with benches, •
exercise stati ons, water fountains. Consider business sponsorships
or partnerships for these ameniti es/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 eff ort to make the 155th Street transit stati on more •
att racti ve and usable for transit riders and others. Include ameniti es
such as a coff ee 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 recommendati ons 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 faciliti es for
acti ve living.
Work closely with Dakota County to complete the Dakota County •
North Creek Greenway project.
BikeWalk Apple Valleypage B-1
Appendix B: HR Green Company Memo
re: Comprehensive Trail
and Sidewalk Plan
BikeWalk Apple Valley page B-2
BikeWalk Apple Valleypage B-3
BikeWalk Apple Valley page B-4
BikeWalk Apple Valleypage B-5
BikeWalk Apple Valley page B-6
BikeWalk Apple Valleypage B-7
Length Type EditSegNum StSideWtCombined WtLULDWtLUMDWtLUHD WtLUNS WtCOMDtCrWtCOMBsNd WtLUIndus WtLUMix W
3097 Trail 1A L 29 2 3 - - - - - -
3097 Trail 1B L 25 2 3 - - - - - -
683 Sidewalk 3 R 19 2 - - - - - - -
2550 Trail 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 - - - - - -
1730 Trail 28 R 19 2 3 - - - 3 - -
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 - - - - - - -
BikeWalk Apple Valley page B-8
WtLUInstitWtLUParkWtTRANbrtWtTRANmvtaWtTRANrgtWtCCCnoaltWtCCCaltpWtCCCconreWtCrosBar WtFountain
- 4 - - 4 4 2 - 5 -
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4 - - - 4 - 2 - 5 -
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3 4 - - - - 2 - 5 -
4 4 - - 4 - 2 - 5 -
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- 4 - - - 4 - - 5 -
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BikeWalk Apple Valley
WtRingRd WtSchool
- 5
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4 5
4 5
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- 5
- 5
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- 5
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- -
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page B-9
BikeWalk Apple Valley page B-10
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page B-15
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page B-19
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page B-20
BikeWalk Apple Valley
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page B-21
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page B-22
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Department
S UB J E C T:C ity C ommunic ation G uid e
D AT E:January 10, 2018
B AC KG R OUN D
O ne of the C o mmis s io n's 2018 Wo rk P lan go als is to inc reas e the ways and metho d s of communic ating and
p ublic izing P arks and R ecreatio n Dep artment programs , events and facilities . Before the C ommission c an
d o this, it mus t firs t learn and understand the c ity's communic ation guidelines , s o when communic ation
o cc urs, it is done in a manner that c o mp lies with the c o mmunicatio n guid elines of the c ity.
I have attac hed a c opy of the c ity's C ommunic atio n G uid e for the C ommis s io n's review. P leas e take s ome
time to read it and c ome p rep ared to ask ques tio ns and d is cus s it during the meeting.
AT TAC HMENT S :
Type Desc rip tion
Exhibit City's Communication Guide
Prepared by the
Human Resources
Department for the
city of Farmington
2015
Communications
Guide
2 Page
Contents
Mission Statement ___________________________________________________________________3
Introduction to City Communications ____________________________________________________3
Communication Goals ________________________________________________________________3
Target and Secondary Audiences _______________________________________________________3
Communication Strategy ______________________________________________________________4
Electronic Communications ____________________________________________________________4
Print Communications ________________________________________________________________5
Additional Communication Tools _______________________________________________________6
Style and Writing Guide _______________________________________________________________6
Television __________________________________________________________________________6
Photo Release ______________________________________________________________________7
Media Relations _____________________________________________________________________7
Communications Partnerships _________________________________________________________7
Internal Communications _____________________________________________________________7
Data Compliance/Record Retention _____________________________________________________8
Social Media and Website Policies ______________________________________________________9
Writing Consistency Guide _______________________________________________________10 - 13
Basic Branding _________________________________________________________________14 - 15
3 Page
Mission Statement
Through teamwork and cooperation, the city of Farmington provides quality services that preserve our proud past
and foster a promising future.
Introduction to City Communications
The city of Farmington is responsible for delivering public services to its residents. The dissemination of public
information to residents is an important part of delivering these services.
The Communications Guide is intended to serve as a tool to assist the City Council and staff in effectively
communicating with the public. The guide provides a variety of options to be used when planning and executing
communication efforts from each department. It identifies various tools and channels of communication used by the
city in its efforts to effectively communicate information to the public.
The Communication Guide is a flexible document that changes to meet the needs of audiences and in response to
changes in staffing, budgets, and city priorities.
City Departments
City employees work within departments, which include Administration, Community Development, Engineering,
Finance, Fire, Human Resources, Liquor Operations, Municipal Services, Parks & Recreation, and Police. The
departments educate people about the services they offer Farmington through city communications. Much of the
city’s success is dependent upon the ability of each department to communicate internally and externally.
Communication Goals
• Maintain continuous open and honest communications.
• Improve and maintain communication and collaboration with the public and stake holders.
• Improve, maintain, and promote internal communication and teamwork.
• Establish and maintain a positive relationship with the media.
• Promote and educate residents and businesses about city events and services.
Target Audiences
It is important to identify the audiences you want to reach.
Audiences include:
• City residents and taxpayers
• City businesses and business groups (Farmington Business Association and the
Dakota County Regional Chamber of Commerce)
• Media – local and regional
• Neighboring cities, townships, and their residents
• Civic organizations and volunteer groups
• Prospective new residents, new businesses and business owners
• School District 192
• Stakeholders (our partners, policy makers, coworkers, contractors, civic organizations, vendors, and volunteers
have a vested interest in the city’s success)
Secondary Audiences
Secondary audiences are those organizations or individuals that are not necessarily targeted for our messages.
Secondary audiences include other cities offering competitive programs and services, and visitors who develop
and share impressions of Farmington.
4 Page
Communication Strategy
With a variety of audiences, it is important to have a strategy to reach each audience. Communication methods are
used in coordination with each other to reach and engage each audience.
Electronic Communications
Electronic communications are vital to reach those who work on or are comfortable using the internet as a main
source of information. A variety of electronic vehicles will be used to reach this audience such as website, email,
and social media.
The City’s Website - www.ci.famington.mn.us
The city’s website provides the public with up-to-date information. It is a priority to keep the website as user-friendly
as possible. The city’s website is intended for city related business and is inclusive to governmental, non-profit
organizations and agencies of which the city is affiliated. Additionally, the website includes the following amenities:
• Laserfiche - archived city records/documents
• Council packets and minutes
• Parks and Recreation registration
• City facility reservations
• Online utility bill payment
• Webcasts of City Council and Planning Commission meetings can be viewed live and recent meetings are archived
• Applications that are available through a smartphone are also available for a desktop application
Target audience: People with access to electronic communications.
City Surveys
Simple city surveys or questionnaires are created and data is tabulated to measure specific areas of city service.
Various surveys are available seasonally on the city’s website and in hardcopy. Survey examples include:
• Stormwater survey
• Community Calendar survey
• Farmers’ Market survey
• Recycling survey
Target audience: Residents and businesses.
Social Media
Social media is any web-based tool that allows users to interact with each other by sharing information, opinions,
knowledge, and interests online. Social media involves the building of online communities or networks to encourage
participation and engagement. Farmington social media venues include: Facebook, SeeClickFix, Twitter, Tip411 and
Raids Online crime mapping and reporting.
Social Media Policy
The city’s social media policy (page 9) is available to the public on the city’s website and Facebook page. This policy
includes guidelines for posting information. The city’s website and social media tools are intended for city related
business and inclusive to governmental, non-profit organizations and agencies of which the city is affiliated.
Guidelines for Participation
Employees representing the city via social media must conduct themselves accordingly and must abide by all
applicable city policies. Employees must not express personal opinion, assume, speculate, or speak on behalf
of the city. Content contributors are selected by department heads to work with the communications staff in a
professional capacity.
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Print Communications
Print communications are used to reach current and potential residents and business, community organizations,
state and local agencies, and stakeholders. They are vital to successful education and outreach and are often used
in coordination with other strategies to maximize efforts. Print communications are designed to work for multiple
audiences. However, some are specifically geared towards one audience.
The city produces a number of printed publications, which are also available on the city’s website. Publications are
listed below.
City News & Recreation Guide (CNRG)
The CNRG is a quarterly publication for the Farmington community; it’s published and mailed to the school district,
residents and businesses. The publication announces what is happening in city government, features parks and
recreation opportunities, and provides answers to frequently asked questions. It is available as a pick-up piece at City
Hall, Central Maintenance Facility, Rambling River Center, and the Dakota County Farmington Branch Library.
Target audience: City residents, Farmington School District 192, businesses, and prospective residents.
The Community Calendar
The community calendar consolidates multiple informational brochures and flyers into one useful document.
It’s a reference for city meeting dates, holidays, garbage and recycling collection, parks and recreation, and more.
The calendar features photos taken by local photographers that live or work within the city limits of Farmington or
attend Farmington schools (city employees are not eligible to enter). Photos are selected through a photo contest
and provides a local interest in the project. The calendar is mailed to residents annually in December for the
upcoming year.
Target audience: Residents, business, and prospective residents.
The River
The Rambling River Center’s bi-monthly newsletter publication consists of the center’s news, city information, and
highlights all upcoming trips and programs offered by the Rambling River Center. It is produced bi-monthly and is
mailed and distributed to center members and drop-ins.
Target audience: Rambling River Center members and adults ages 50 and older in the community.
The Resident Guide
The publication provides information about local government, recreation and enrichment opportunities, schools,
and a list of retail, dining, and service businesses. The guide is updated quarterly and printed internally for the
Farmington Community EXPO and the Farmers’ Market events. It’s also available on the website or by request.
Target audience: Residents, businesses, and prospective residents.
Brochures, Flyers, Postcards, Advertisements, Press Releases and Public Notices
Examples include:
• Posters, flyers, and postcards are used to promote city services and events like Curbside Cleanup, the Farmers’ Market,
Farmington Liquors Wine Club events and sale promotions.
• Advertisements for city services and events are published in local newspapers.
• Press releases are sent to local news agencies and are also posted on the city’s website. The city’s
standard release form is available to staff on the citywide drive and it should be used when producing a release to
reflect a consistent professional message. All releases and notices should be emailed to communications staff when
sent to news agencies.
• Public notices are sent to local news agencies and are posted on the city’s website. The League of Minnesota Cities
provides a newspaper publication resource for writing notices. This resource is updated regularly at www.lmc.org.
Questions about notices should be directed to the city attorney. Basically the following two rules apply to all public
notices published by cities:
1. Every public notice must be printed or otherwise disseminated in English (Minn. Stat. § 331A.05, subd. 1).
2. Every notice must include a bold title or caption in a font no smaller than brevier or eight-point type that refers to the
content of the notice. Larger fonts may be used (Minn. Stat. § 331A.05, subd. 4).
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Additional Communication Tools
• Email can help to proactively communicate with stakeholders, residents, businesses,
and prospective businesses and residents
• Shore Tel communications (VoIP) phones and cellular phones
• Informational and wayfinding signage
• Billboard messages
• Neighborhood meetings and open houses
• Utility billing inserts
Style and Writing Guidelines
The city of Farmington communications promote the use of the Associated Press Stylebook, University of Minnesota
Style Manual, and Plain Language to help foster consistency in city communications (Writing Consistency Guide on
pages 10 - 15).
Plain Language is a federal initiative dedicated to promoting plain language in government and business. The product
of a plain language process is writing that is clear, concise, and easy to understand. Plain language is a process that
involves focusing written communication on the needs of the intended audience. Your audience should be able to
find and understand what they need. Benefits of using plain language include:
• Increased audience satisfaction and understanding of message
• Increased access to services and benefits and increased compliance with regulations
• Decreased costs to the organization
Plain Language resources:
• www.plainlanguage.gov/
• www.plainlanguage.gov/howto/guidelines/FederalPLGuidelines/index.cfm
• http://centerforplainlanguage.org/
• www.hennepin.us/writingguide
Press Releases
Standard press releases will be used by the city to clearly convey specific information. Press releases should be
emailed to the Communications Specialist for publication. The press release will contain the following information.
• Date the release is being put out
• Contact name and information
• “For Immediate Release” is printed on the press release
• A headline summarizing the news of the release
• Press releases should run from one to two pages; with two pages, type the word “more” at the end of page one
and ### to indicate the end of the release
Television Communication Tools
Cable Access Government Channel 180 and Channel 188
Information and programming related to city business will be televised on Cable Access Channel 180. Daily
programming information is on the city’s website, www.ci.farmington.mn.us. Current programming includes:
• Live broadcasts and replays of Farmington City Council and Planning Commission meetings
• Bulletin board notices highlighting information and events
• Public service announcements
• Programming on specific topics
Target audience: Apple Valley, Farmington and Rosemount residents who subscribe to cable television
have access to Channel 180 and 188.
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Photo Release Forms
Photo releases should be used when taking pictures of people; especially if there are recognizable people at non-
public events in your photo. You must submit a signed photo release to the human resources director for each
person in your photo. A parent or guardian must provide written authorization for any photographs of minors.
Photo release forms are available on the citywide drive and the city’s website.
Media Relations
When communicating with the media, it is important for city officials to take time preparing a statement to convey
the city’s message effectively. A good relationship with the media will be maintained by providing timely and
accurate information while acknowledging schedules and deadlines. Media sources include the following:
Newspapers: Farmington Independent, SUN Thisweek, St. Paul Pioneer Press, and Minneapolis Star Tribune
Television: local network channels, CBS 4, KSTP 5, KMSP 9, and KARE 11
Identify a Spokesperson
It is important to identify a spokesperson for the city whenever possible to control the flow of information so that
the city is speaking with “one voice.” As a general rule the spokesperson is the city administrator or the mayor.
In certain situations the mayor or city administrator may designate someone else as spokesperson. For example, the
police or fire chief may be the spokesperson regarding public safety concerns. Staff should be aware for protocol in
case they receive inquires from media or the public.
Communication Partnership Opportunities
School District 192 and Community Education
www.farmington.k12.mn.us
The city works with School District 192 and Community Education on a number of Parks and Recreation activities
and events such as the Community EXPO. Good communication and cooperation with the School District and other
public entities is essential to our communication efforts.
The Dakota County Regional Chamber of Commerce (DCRC)
www.dcrchamber.com
The DCRC is committed to building a strong business community in Dakota County. The Chamber proudly serves
the cities of Eagan, Farmington, Lilydale, Mendota Heights, Mendota, Rosemount, Sunfish Lake, and West St. Paul.
Collaboration with the chamber on economic development issues and community events is another way the city
communicates with the residents and the business community.
Farmington Youth Athletic Association (FYAA)
www.farmingtonsports.org
The city partners with FYAA on various youth programs.
Professional Groups and Organizations
Many staff members are involved in various groups and organizations relating to their areas of expertise. These
opportunities build networking and learning opportunities.
Internal Communications
• City Space – a monthly newsletter emailed to Council members and employees
• Weekly Update – information gathered weekly for the City Council, by the city administrator
Other Internal Communication Sources:
• Department staff meetings
• Interdepartmental meetings
• Citywide meetings
• Citywide drive – provides city policies and procedures, forms, and other shared documents.
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Data Compliance/Record Retention
In all communications the city will comply with the Data Practices Act and the city record retention policy.
• The city administrator is the responsible authority for data practices
• The police chief is the responsible authority for police data
• The human resource director is the data practices compliance officer and is responsible for record retention
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Social Media Policy
The Social Media Policy is public on the city’s website.
The city of Farmington makes use of a variety of media forms to communicate to the public in the accurate,
timely and open manner. The city of Farmington uses social media as one way to provide two-way
communication. The city welcomes participation and feedback from the public on this site. Once posted, the
city reserves the right to delete comments that:
Contain vulgar language
Are personal attacks of any kind
Are offensive
Are prejudiced or hurtful remarks made toward any person or entity, including an ethnic, racial or
religious group
Are spam
Include sales/promotion of goods or services, or links to other sites
Are off-topic
Advocate illegal activity
Promote services, products, or political organizations
Infringe on copyrights or trademarks
Please note that comments expressed via the city’s social media platforms do not reflect the opinions or
positions of the city of Farmington, its employees, or its elected officials.
Website Policy
In order to provide the user with information about cultural, educational, and recreational activities in the city of
Farmington, the city’s website may offer links to other agencies. It is the policy of the city to limit these links to the
governmental and non-profit agencies of which we are affiliated.
These organizations may include:
• Generally recognized community organizations based in Farmington
• Organizations providing information about art, cultural, and sporting activities
The city’s website does not provide direct links to external sites for:
• Candidates for local, state, or federal offices
• Political organizations or other organizations advocating a position on a local, state, or federal issue
• Corporate or other for-profit organizations unless they qualify under the criteria listed above
• Individual or personal home pages
The provision of links from the city’s website to other sites does not constitute an endorsement of those sites by the
city of Farmington.
Additionally, the city of Farmington is not legally responsible for the content, quality, or accuracy of any off-site
materials referenced or linked through the city’s website.
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Writing Consistency Guide
Names and Titles
City, County, and State
Follow the Associated Press Stylebook in all instances:
• Kansas City (City is part of the formal, official name)
• The city of Farmington
• The city requires residents to apply for a building permit.
Titles
Don’t capitalize a word unless it’s a proper noun or full name of a department or office.
Capitalize formal job titles when used immediately before a name, but lowercase formal titles when used alone
or in constructions that set them off from a name by commas. Use lowercase at all times for terms that are job
descriptions rather than formal titles.
• County Board Chair John Jones (formal title before a name, no comma is needed)
• John Jones, board chair (title separated by a comma)
• The director (formal title used alone)
• Capitalize full, official names of departments, divisions, programs and committees but do not
capitalize unofficial names.
3 “He was elected to the Farmington City Council.” (official name)
3 “He was elected to the board in 2008.” (not official name)
3 “Go to the Office of Budget and Finance.” (official name)
3 “Go to the budget office.” (not official name)
City Council
Capitalize when part of a proper name: Farmington City Council. Retain capitalization if in reference to a specific
council but context does not require the city name. Lower case in all other uses.
Abbreviations for Titles
Abbreviate titles when used before a full name (examples: Dr., Gov., Lt. Gov., Mr., Mrs., Rep., Sen., etc).
Acronyms
Avoid using acronyms. They can make people feel like outsiders. When they are used,
always use full names instead of acronyms on the first reference. Put acronym
in parentheses after the full name only if the item is mentioned later.
3 The Rambling River Center (RRC) will host an event for seniors in October.
The RRC hosts several events throughout the year.
Addresses
• Use the abbreviations Ave., Blvd. and St. only with a numbered address: 1600 Pennsylvania Ave. Spell them out when
part of a formal street name without a number: Pennsylvania Avenue.
• Address numbers: always use figures (e.g., 9 Johnson Avenue, 2235 Phillips Street)
• Street names: use figures for 10 and above; spell out and capitalize for nine and below (e.g., 300 Fifth Avenue, 300 21st
Street); to make a clearer distinction between the address and street name, you can add a dash (e.g., 300 - 21st Street)
• When used in a sentence with a numbered address, spell out and capitalize Street, Avenue and Boulevard.
• For a mailing address, use the USPS abbreviations and the additional four zip code numbers (e.g., 300 S Sixth St.,
Minneapolis, MN 55487-0240).
• Abbreviate compass points used to indicate directional ends of a street or quadrants of a city in a numbered address:
222 E. 42nd Street. Don’t abbreviate if the number is omitted: East 42nd Street.
CDA,
DTA,RRC?
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Writing Consistency Guide
Dates and Days of the Week
• Always spell out months completely; do not use abbreviations or numbers (November 22, 2010, rather than
11/22/10).
• Do not include a comma when using the month and year only (In May 2011 commissioners will consider the issue).
• Include commas after the day and the year when including a full date in a sentence (On May 12, 2011, commissioners
will consider the issue).
• Do not use st, nd, rd, or th after dates to indicate ordinals.
Student presentations are scheduled for May 26.
not
Student presentations are scheduled for May 26th.
• Capitalize days of the week. Do not abbreviate, except when needed in a tabular format: Sun, Mon, Tue, Wed, Thu, Sat
(three letters, without periods to facilitate tabular composition).
Time of Day
• Always include a.m. and p.m. in lower case with no space between the periods (e.g., The meeting will be held
from 9 a.m. to 1 p.m.; when using from and to never use a dash).
The meeting will be held from 9 a.m. to 1 p.m.
not
The meeting will be held from 9 a.m. - 1 p.m.
• Do not include “:00” for on-the-hour times, with even hours, except for consistency within a series.
• Use noon and midnight rather than 12 a.m. or p.m. (lower case unless beginning a sentence).
• With time ranges, use an en dash to indicate continuing dates and times (e.g. 1–4 p.m.).
Year
• When using two years to show an inclusive period, use an en dash to separate the numbers; do not repeat
the century.
The 1979–81 biennium
not
The 1979–1981 biennium
• Years are the lone exception to the general rule in numerals that a figure is not used to start a sentence.
1987 was a very good year.
• Use an s without an apostrophe to indicate spans of decades or centuries: the 1980s.
Numbers
• In general, spell out numbers less than 10; use figures for numbers 10 or more, even when numbers are mixed in the
same sentence (e.g., Overall, six out of 27 residents agreed).
• The exception to the previous rule is to spell out numbers 10 and above when they start a sentence. However, you
should try to rephrase the sentence, if possible.
3 Fine — Twenty-five participants completed the survey, and seven were college graduates.
3 Better — Of the 25 participants, seven were college graduates.
• Use figures for 10 or above and whenever preceding a unit of measure or when referring to the ages of animals and
people, dollar amounts, or events or things. Figures are also used in all tabular matter, and in statistical and
sequential form.
A 6-year-old girl or the girl is 5 years old.
• Percentages — Use figures and the word percent (e.g., “We had a seven percent response rate”).
Use the symbol % in parentheses for tables only.
• Phone numbers — Always include the area code and use dashes (e.g., 612-463-3000).
612-
463-3000 not (612) 463-3000
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Writing Consistency Guide
Punctuation
Asterisk
• Using this symbol is not recommended. It rarely translates and in many cases cannot be seen by computer programs.
If it’s used it’s positioned after a word or a phrase and preceding its accompanying footnote.
Bullets
• Capitalize the first letter of all bullets
• Do not include punctuation at the end a bullet if it is not a complete sentence
3 You may, but are not required to, include a period at the end of a bullet with a complete sentence
• Every bullet in a list should be structured the same way
3 Every bullet should start with the same part of speech (e.g., all verbs or all nouns)
3 Every bullet should be a sentence fragment or every bullet should be a complete sentence — do not mix and match
Commas
• In a series of three or more words or phrases, separate all parts of the series with commas.
3 Writing the report were Miller, Larson, and Thomas.
• The serial comma is the comma that comes before the final conjunction in a list. Here’s a sentence that uses a serial
comma: According to the website Box Office Mojo, the top-grossing movies of all time in the United States are
currently Avatar, Titanic, and The Dark Knight.
• However, if an integral element in a series requires a conjunction, don’t use a comma: I had orange juice, toast, and ham
and eggs for breakfast.
• If the parts in a series are simple and are each joined by conjunctions, do not use commas (they are sometimes
used in such cases for rhetorical effect).
3 The menu listed a choice of soup or juice or salad.
• When etc. is used at the end of a series (it should be used sparingly), set it off with a comma.
3 The students sold homemade bread, candy, cake, etc., to pay for their trip.
Colon
• The most frequent use of a colon is at the end of a sentence to introduce a list or series.
3 The menu lists three kinds of soup: vegetable, squash, and mushroom.
• Capitalize the first word after a colon only if it’s a proper noun or the beginning of a complete sentence.
Semicolon
• Use a semicolon between two independent clauses when they are not connected by a conjunction. Both clauses can
also stand alone as a sentence.
3 Cindy read and edited the report; Brenda typed it.
• Separate items in a series with semicolons if the items are long or complex or have internal punctuation.
3 The committee members were Tom Strike and Jen Dulack, city of Farmington; Kris Gunderson and Anne Cahn,
University of Minnesota; and John Anderson and Beth Layton, Dakota County Regional Chamber of Commerce.
Periods
• Use only one space after a period. Adding two is a hold over from typewriter style.
• When parentheses or brackets enclose an independent sentence, place the period inside. When the enclosed matter is
part of another sentence, place the period outside the parentheses.
3 The teacher repeated the lecture. (I heard it last week.)
3 Watch for common errors when proofreading (such as it’s for its) and
missing quotation marks and parentheses.
• In all cases, place the period within the quotation marks.
3 The teacher said, “School will close early today.”
Ellipsis Points
...
Use to show the
omission of words
(generally three-letter
words), phrases or lines
from quoted material.
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Writing Consistency Guide
Words
Email
• Acceptable in all references for electronic mail (email). Use a hyphen with other e- terms; e-book, e-commerce.
Website
• If listing the website, there is no need to say “online” or “website.”
3 For more information visit www.ci.farmington.mn.us
Common Misused Words
affect vs. effect
• Affect means to influence. Effect means a result.
3 The levy affects property taxes. The change in the levy had an effect on the residents.
annual
• An event cannot be “annual” until it has been held in at least two successive years.
assure vs. ensure vs. insure
• Assure means to make sure or give confidence. Ensure means to guarantee. Insure is a reference to insurance.
3 ”Rest assured, we will ensure you are insured.”
citizen vs. resident
• A citizen is a person who has acquired the full civil rights of a nation, either by birth, or naturalization.
Cities and states in the United States DO NOT confer citizenship.
• To avoid confusion, use RESIDENT not CITIZEN when referring to inhabitants of Farmington.
i.e. vs. e.g
• The abbreviation i.e. means that is or in other words;“i.e.” is followed by a comma. “e.g.” is also followed by a comma
and means “for example.”
3 i.e. = in essence: “His favorite type of sandwich is an open-faced sandwich (i.e., one that uses only one piece of bread
rather than two).”
3 e.g. = example given: “I like quiet activities (e.g., reading).”
in regard to vs. in regards to vs. with regard to
• “In regard to” and “with regard to” are both technically correct, but a better choice is to use “concerning,”
“regarding,” “about,” “in” or “with.” In regards to (with an “s”) is incorrect.
3 OK: I am calling in regard to the bike that is for sale.
3 BETTER: I am calling about the bike that is for sale.
more than vs. over
• Use more than when referring to numbers. Over refers to a “spatial” reference.
3 More than 500 people attended the event.
3 The cow jumped over the moon.
that vs. which
• “Which” needs a comma. “That” does not.
3The team that won the championship last year won again this year.
3The team, which won the championship last year won again this year.
worksession vs. work session
• Work session should be written as two words, and capitalized when used as part of the formal meeting title.
Lowercase when speaking of the work session in general terms.
3The Farmington City Council Work Session will be held on August 1, 2015.
3The City Council will hold a work session later this year.
website
not
web site
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Basic Branding
What’s our trademark?
3 A trademark or distinctive name, our product is service.
3 A distinctive category; a particular kind, our lobby sign reads “Committed to Service.”
Brands Work from the Inside Out
Through teamwork and cooperation, the city of Farmington provides quality services that preserve our proud past
and foster a promising future.
Consistency sets the overall tone
City Logo
The city of Farmington has an official logo.
• The city’s logo may only be used with the city’s permission. To enquire about using the logo and to receive high
resolution vector file for professional graphic design and print projects, please contact the communications specialist
at dcahlander@ci.farmington.mn.us or 651-280-6807.
• The approved logo files are on the citywide drive in the logos file. A document listing the logo colors and the font used
are also in the folder.
3 Types of logo file name extensions: EPS (vector), GIF, JPG, PDF, PSD, and TIF.
• Working with logo files:
3 Do not copy and paste or save the city of Farmington logo from the website or from a MS Word document, this
lessens the quality of the image.
3 You may insert the file into a document, there you may size and position the logo.
3 Do not distort the proportions of the logo in any way (lock the aspect ratio).
Email signature
In 2015, a standard email signature will be assigned through IT. The purpose of the an email signature is to provide
contact information and reinforce the city’s image. Your name, job title, city address, phone number, email address,
the city logo, and website address will be included. You may include a fax number and social media links. The
preferred font for the city email signature is Calibri (11 point). Please do not include pictures, quotes, personal, or
unnecessary information.
Business Cards
City employees can order official business cards. Contact the executive assistant to order business cards
at cmuller@ci.farmington.mn.us or 651-280-6803.
Power Point
A standard PowerPoint template is available for external presentations. The template is available on the citywide
drive in the PowerPoint folder.
A logo is not the same thing as a brand image; it is part of a brand image.
Branding includes a trademark or distinctive name identifying a product,
service industry or manufacturer.
It’s a distinctive category; a particular kind.
15 Page
Basic Branding
Consistent Design Branding
Fonts: Serif or Sans-serif
In typography, a serif is a small line attached to the end of a stroke in a
letter or symbol. Serif fonts are often used for titles and book publishing.
In general, a sans-serif font are simplified letter forms that are
unencumbered by serifs, which can impede the readability of small sized characters. They are typically used within
the body of copy for magazines, newsletters, and brochures. They offer greater readability on websites.
City News & Recreation Guide and Community Calendar Fonts
Baskerville
The clarity and consistency of the letter forms are what make Baskerville such a readable typeface. It’s widely used
in documents, newsletters, newspapers, and has a traditional, professional look.
Myriad Pro
Myriad’s greatest strength is the letter forms (light, regular, semi-bold, bold and Italics) it includes that set it apart
from other sans-serif typefaces. This font is also used for the city’s businesses cards.
Frugal Sans
This sans- serif font is also used for the city’s logo.
The River Fonts
Verdana
The Verdana family of fonts was created specifically to address the challenges of on-screen display. The generous
width and spacing of Verdana’s characters is key to the legibility of the font. This font is often preferred by older
adults because of it’s size and readability.
Color and Brand Identity
Color increases brand recognition by up to 80 percent. Research reveals people make a subconscious judgment
about a person, environment, products and publications within 90 seconds of initial viewing and that between 62%
and 90% of that assessment is based on color alone.
Color Psychology and Marketing
By using color psychology, you can send a positive or negative message, encourage sales and call attention to
messages in all facets of marketing and particularly in logo, website, and publication design.
Colors Selected for City Branding (logo colors)
Psychology of Color
Brown: This color is most associated with reliability, stability, and friendship.
Green (secondary color, yellow and blue): The color of growth, nature, and money. A calming color that’s pleasing to
the senses. It is the traditional color of peace, harmony, comfortable nurturing, support and well-paced energy.
Blue (primary color): Blue is seen as trustworthy, dependable and committed. As the collective color of spirit, it
invokes rest and can cause the body to produce chemicals that are calming.
Complimentary Colors
Orange (compliments blue): It’s the color tied most with fun times, happy and energetic days, warmth and organic
products. It is also associated with ambition.
Palettes can be made warmer/cooler, darker/lighter, and so on by using more or less of some colors. Color palettes
are made for each publication and are shared with staff working on design projects.
Source: Color Matters by Jill Morton and The Psychology of Color by Precision Intermedia.
C ity of F armington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmingto n.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:Meeting with R ambling R iver C enter Advis o ry Board Meeting Date
D AT E:January 10, 2018
B AC KG R OUN D
O ne of the C o mmis s io n's 2018 Wo rk P lan go als is to meet with the R ambling R iver C enter Advis o ry Board
(R R C AB). T he p urpose o f having this item o n the agenda is so the C ommis s io n can begin to have some
d is cus s io n about a general time frame it would like to meet with the R R C AB, s o it c an b e c o mmunicated
b ack to R R C AB memb ers in order to d etermine a final meeting date and time.
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armingto n P arks and R ec reation C ommission Members
F R O M:R and y Dis tad, P arks and R ecreatio n Directo r
S UB J E C T:R eview P ark Improvement F und F ive Year C apital Improvement P rogram P lan
D AT E:January 10, 2018
B AC KG R OUN D
Each year the C ommis s ion reviews and makes a recommend ation to the C ity C o uncil concerning a five year
capital improvement p lan fo r the P ark Impro vement F und . Like in p as t years , this is a go al for the
C o mmis s io n to ac c omplish in its 2018 Work P lan.
Includ ed also in yo ur p acket is a d raft 2019-2023 P ark Improvement F und C apital Imp ro vement P ro gram
(C I P ) P lan. A 2018-2022 C I P p lan is also inc lud ed in the 2040 C omprehens ive P lan's P ark and R ecreation
C hapter Exec utive S ummary that will be reviewed in an earlier agenda item during the meeting. T he city
annually includes a five year C I P within the approved annual bud get.
As yo u can see in the d raft 2019-2023 C I P it s ho ws o ver the next five years the c ity parks that will rec eive
capital improvements . During the 2018 budget p ro ces s , all imp ro vement items that were estimated to cost
mo re than $5,000 were moved out o f the city's general fund to the P ark Imp ro vement F und bec ause this
fund is where larger capital items are p aid fro m. T he 2019-2023 C I P reflec ts this change.
Yo u can see the C I P c o ntinues to sho w no projec ts in 2021 and 2022 b ecaus e the plan was to allow the
P ark Improvement F und balance to grow so there is an adequate fund ing amo unt to cover the cost of cap ital
imp ro vements in parks . T hen beginning in 2023, the c ity wo uld b egin the next round o f reviewing p arks for
red evelopment bas ed o n a 20 year rep lacement s c hedule starting with Mead o wview P ark
s inc e improvements in the park were first mad e in 2003.
A d is cus s io n s ho uld o cc ur ab o ut this s trategy to make s ure the C ommissio n is s till c o mfo rtable with
continuing to us e this s trategy go ing forward.
T he draft 2019-2023 C IP d o es no t s how the c o s ts to d evelop the new neighb o rhood p ark in the R egetta
F ield s development b ecaus e develo p ment of the p ark d o es no t o cc ur until over 50% o f the d evelopment is
cons tructed . W hen the develo p ment is close to being 50% built o ut, then it will be s hown in the five
year C I P.
Bec ause the p ro c es s to b egin to prepare the 2019 and 2020 req uested budgets will o cc ur in a few sho rt
mo nths, there is time now for the c o mmis s ion to begin d is cus s ing and determining the recommend ed park
imp ro vement projec ts to complete in the years 2019-2023. G etting an early s tart o n the develo p ment of the
p ark imp ro vement s c hedule will allow a reco mmended p lan to b e c arried fo rward when the 2019-2020
b udget p ro ces s begins .
AT TAC HMENT S :
Type Desc rip tion
Backup Material Draft 2019-2023 Park Improvement Fund CIP
2019-2023 Park Improvement Fund CIP Plan
2019 2020 2021 2022 2023 Total
Projected Fund Balance Beginning of Year 175,000 30,000 105,000 200,000 295,000
* Projected Additional Revenues 95,000 95,000 95,000 95,000 95,000 475,000
Improvement Projects by Park:
Marigold Park
Projects List: 2019 improvements include:
playground equipment ($25,000), park shelter
($25,000), turf/landscaping/trees ($15,000) and
site amenities i.e. grills, waste containers,
benches, picnic tables, bike rack ($5,000)
70,000 70,000
Rambling River Park Feely Fields
Projects List: replace outfield fence and backstop
on field #1
15,000 15,000
Prairie Pines Park
Projects List: install new playground equipment
($75,000), 5 foot wide sidewalk ($50,000), install
shelter ($35,000), construct basketball court
($25,000), and site amenities i.e. benches, picnic
tables, grills, waste containers and bike rack
($10,000)
150,000 150,000
Town Square Park
Projects List: 2020 improvements include: master
plan development ($7,500) and park signage
($7,500)
15,000 15,000
Westview Park
Project List: basketball court surface
improvements
5,000 5,000
Farmington Preserve Park
Project List: basketball court surface
improvements
5,000 5,000
Meadowview Park
Project List: Replace existing playground
equipment for 5-12 year old children and add
playground equipment for 2-5 year old children
80,000 80,000
240,000 20,000 0 0 80,000 340,000
Projected Fund Balance at End of Year 30,000 105,000 200,000 295,000 310,000
*assumes transfers in from other source(s) and funding through park dedication from new residential,
industrial, and/or commercial development
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:R o und Tab le F ormat
D AT E:January 10, 2018
B AC KG R OUN D
T he R oundtable p o rtion of the agenda allo ws C ommis sion members to s hare info rmation, make
anno uncements or as k q uestio ns o f staff abo ut items no t o n the agenda. T his item is for informatio nal
p urposes o nly and no fo rmal dec is io ns can b e made d uring the C ommissio n's ro und table.
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:Info rmational Updates
D AT E:January 10, 2018
B AC KG R OUN D
S taff will p rovid e info rmation at the meeting to C ommission members ab out the following items :
R ambling R iver C enter roof rep lacement projec t s tatus
O utdoo r rinks
2018 Dep artment P ro jects up d ate
F armingto n Youth Bas eb all As s o ciation pres entatio n
T he items pres ented by staff are informational only. No d ecisions c an b e mad e during this agend a item.
C ity of Farm ington
430 T hird S treet
F armington, Minnesota
651.280.6800 - F ax 651.280.6899
www.ci.farmington.mn.us
TO:F armington P arks and R ec reatio n C o mmis s io n Memb ers
F R O M:R andy Distad , P arks and R ec reation Direc tor
S UB J E C T:Identify F ebruary 14, 2018 Agenda Topic s
D AT E:January 10, 2018
B AC KG R OUN D
T he following are pos s ible topic s for the C o mmis s io n to cons id er for its F ebruary 14, 2018 meeting agend a:
2040 C o mp rehens ive P lan
R eview 2018 Wo rk P lan
C hair and Vice-C hair elec tions
C o mmis s io n members s hould c o me prepared to identify other items fo r the meeting agenda.