POLK, NORMAN, & MAHNOMEN ACTIVE
TRANSPORTATION PLAN
July 2013
CONTENTS
Acknowledgements....................................................................................................................................... 1
Introduction .................................................................................................................................................. 2
Statement of Purpose ............................................................................................................................... 2
Executive Summary & Approach .............................................................................................................. 3
The Active Transportation Perspective: Why active transportation? .......................................................... 4
How to plan for active transportation ...................................................................................................... 7
County & Community Assessment................................................................................................................ 9
Mahnomen County ................................................................................................................................... 9
Norman County ....................................................................................................................................... 13
Polk County ............................................................................................................................................. 16
East Grand Forks ................................................................................................................................. 16
Greater Polk County ............................................................................................................................ 19
The 3-County Active Transportation Vision ................................................................................................ 22
A Long-Term Vision ................................................................................................................................. 22
What could this look like? ....................................................................................................................... 23
Goals and Objectives................................................................................................................................... 24
Strategies .................................................................................................................................................... 26
Local Implementation ................................................................................................................................. 35
Best implementation practices ............................................................................................................... 35
Common funding sources ....................................................................................................................... 37
Defining Roles ......................................................................................................................................... 38
Potential Approaches.............................................................................................................................. 39
Approach: Mahnomen County............................................................................................................ 39
Approach: Norman County ................................................................................................................. 40
Approach: Polk County ....................................................................................................................... 41
Appendix 1: Regional Visioning Exercise .................................................................................................... 42
Appendix 2: Regional Strategies ................................................................................................................ 45
POLK, NORMAN, & MAHNOMEN ACTIVE
TRANSPORTATION PLAN
ACKNOWLEDGEMENTS
This planning project was made possible through the community transformation grant (CTG),
administered by the Minnesota Department of Health (MDH). The Statewide Health Improvement
Program (SHIP) was also instrumental in organizing meetings and providing input on local context.
Below are SHIP team members and others instrumental in updating this plan. Others helped out in
workshops, kickoff events, and with input, but there are too many to mention here.
Mahnomen County
Jessica Bjerk
Jim Kochman
Jonathan Large
Jeff Cadwell
Norman County
Thomas Melin
Mick Alm
Tammy Carlsrud
Tina Erickson
Dave Halls
Carrie Heisler
Polk, Norman, & Mahnomen Active Transportation Plan
Polk County
Kirsten Fagerlund
Shannon Stassen
Dean Vikan
Rich Sanders
Dave Aker
Nancy Ellis
Kim Greendahl
Chuck Lucken
Tony Chattuck
Marley Melby
Region-wide
Josh Larson
Troy Schroeder
Matthew Dyrdahl
Page 1
INTRODUCTION
STATEMENT OF PURPOSE
Health is a major concern in the 21st century, particularly concerning obesity and its long-term effects.
In the past quarter-century, obesity, heart disease, diabetes, and other complications have become a
national health crisis, one that has affected every region in every state.
A problem as large as this does not have one simple solution. However, health experts consistently
assert that regular physical activity is a major component in improving or maintaining an individual’s
health. Both the Minnesota Department of Health (MDH) and the Minnesota Statewide Health
Improvement Program (SHIP) understand the importance of physical activity in both short- and longterm strategies to reduce health risks. This is why MDH, SHIP, and the Headwaters Regional
Development Commission (HRDC) are focused on developing active transportation—daily physical
activity such as bicycling and walking that can also be an individual’s form of transportation.
The HRDC, MDH, and SHIP are interested in promoting active transportation to improve the health and
quality of life for everyone in the region. To do this, communities will have to change the way they plan
for bicyclists and pedestrians. Residents will also need education and encouragement on how to safely
bike or get the most out of walking. Towns and cities may need to alter intersections and streets for
pedestrian concerns, and other locations might need bike racks to provide adequate parking for bikes.
All of these are examples of the strategies that make it safer and more convenient for everyone to use
active transportation. The HRDC, MDH, and SHIP are all dedicated to providing a “menu” of these
strategies (plus supports) that communities can use to promote active transportation.
The primary purpose of this strategic plan is to provide that “menu” of strategies. This plan will also
offer ways to implement these strategies and possible approaches each county could use to implement
strategies. Ultimately, it will be up to community governments and organizations to pursue their own
biking and walking strategies. The HRDC, MDH, and SHIP offer a regional framework with this plan, plus
support on implementing a community’s desired priorities, but the actions and desired results will start
at the local level. When towns across Polk, Norman, and Mahnomen Counties take actions to reach the
vision of more physical activity and better health, then this active transportation plan will have served
its purpose.
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EXECUTIVE SUMMARY & APPROACH
Active transportation is an approach to active living that focuses on promoting physical activity in how
we travel from place to place. The three main reasons that make a focus on active transportation
important are:


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It is more frequent and convenient than recreational exercise
It is an exercise option available to more people
Communities also experience a boost to their quality of life
Our regional approach will be to affect the current environment and people’s perceptions of biking and
walking with the five E’s: engineering, education, encouragement, enforcement, and evaluation.
Region-wide, towns are compact and many streets are flat and have low traffic. Many communities also
have organizations already in place that are interested in promoting active transportation. These
aspects will make it easier to enhance biking and walking conditions in the region. The major barriers
that stand in the way are finding funds for infrastructure projects, coordination between organizations
and cities, and educating all road users (not just the interested ones) on how active transportation can
work in the current transportation system.
Overall, the region is focused on creating active transportation systems that will promote health and
improve quality of life. To achieve this, communities in the region should try to achieve 6 different
goals. There are many strategies communities can use to reach these goals, but it will be up to each
community to find the right strategies for their own local approach. To implement these strategies and
see results, cities, organizations, SHIP, and the RDC’s will work together closely to make our towns safer
and more convenient to bike or walk.
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THE ACTIVE TRANSPORTATION PERSPECTIVE: WHY ACTIVE TRANSPORTATION?
In the past, agencies such as SHIP and the HRDC have been working to increase physical activity in the
region through active living policies and strategies. While all of these methods are still valid ways to
improve health, active transportation takes a more specific approach toward our physical activity.
Active transportation promotes physical activity in the daily trips residents take from place to place.
Instead of asking the general question, “How do
we promote physical activity for all residents?” we
now ask the following questions:




How can we get residents to be physically
active in their daily transportation?
What trips could people take by bicycle or
by foot rather than by car?
Will people feel safe biking or walking?
Is it convenient for people to take trips
around town by biking or walking?
These four questions frame how active
transportation strategies will affect the region.
But a larger question remains: why focus on
active transportation when there are so many
good ways to get exercise? There are three key
reasons why, listed on pages 6 & 7.
The AHA in MN encourages active transportation, and here’s why:
 Each extra hour spent driving per day
increases likelihood of obesity by 6%
 Each km spent walking decreases likelihood
of obesity by 5%
 People in walkable neighborhoods did about
35-45 more minutes of moderate intensity
physical activity a week and were less likely
to be overweight or obese that similar
people in low-walkability neighborhoods
 Obesity-related health conditions cost an
estimated $900 million in 2010, and with no
action, could cost $3.7 billion in 2020.
Source: American Heart Association Fact Sheet on Complete Streets
Recent research suggests that a majority of people are “interested but concerned” to bike, meaning they would
bike regularly if roadways and trails were safer and more convenient.
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1. Active transportation offers greater health benefits due to the increased frequency of exercise
Regular exercise combats obesity (and the negative consequences that arise from obesity). Recent
research suggests that active transportation is better at promoting daily physical activity. The American
Heart Association, the Centers for Disease Control, and health providers such as Blue Cross Blue Shield
of MN strongly endorse active transportation as a way to be physically active daily. Transportation is a
daily (or near-daily) activity, so active transportation will introduce exercise into a daily routine.
Furthermore, more studies are proving that the high frequency of exercise offered by active
transportation makes it a better type of exercise. On average, the daily exercise from biking and walking
is better at both curbing obesity and reducing risks of heart disease than scheduled (but often sporadic)
exercise at the gym. Studies also added that when people added exercise to trips they already have to
take, they saved time later that might have been spent exercising. This time savings supports the idea
that active transportation is more convenient for most people.
2. The simplicity of active transportation makes physical activity available to more people
Currently in this country and this state, many people
still see bicycling and walking as “exercise hobbies”.
The active transportation approach aims to alter this
view. By introducing biking and walking as regular
transportation options, these activities are no longer
hobbies but normal parts of a routine. Therefore,
biking isn’t just for those who can afford expensive
equipment: it can be done by someone of any age
with a helmet and bike just wanting to get around
town. Walking becomes even simpler and more
accessible than biking, only requiring direct routes
and safe crossings.
A large portion of Minnesotans agree that
transportation projects should include consideration
for bicyclists and pedestrians and that communities
should be requiring elements like sidewalks and bike
lanes in projects. Full consideration of bike and
pedestrian issues by local governments will create
safer routes and crossings for all. And as this
becomes a reality, more “interested but concerned”
walkers and bikers will feel safe integrating physical
activity into their daily trips. Active transportation
will become the best way to exercise if we (as cities
and interested citizens) allow it to be.
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Image shift: from recreation to transportation
Bicycling (and walking) isn’t just for recreation or racing, it can be an everyday activity done in typical clothing.
This concept makes biking and walking a simple, low-cost activity that most people can do.
3. The resulting increases in safety and health preserves the feel of our small towns and maintains a
high quality of life
Eventually, streets will be safer for all
modes of transportation, prompting more
people to walk and bike daily. Because
more people are choosing to walk and
bike, they will take fewer trips by car, so
there will be fewer cars on our city streets
and fewer accidents. Take into account
that residents will be healthier as a whole,
and the region achieves an even bigger
goal. Towns in the region will be safer,
quieter, and have more interactions in
public spaces when more people feel
comfortable travelling by bike or foot.
Thus, these towns will promote a superior
quality of life and become more attractive
places to live.
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HOW TO PLAN FOR ACTIVE TRANSPORTATION
When planning for active transportation,
there are two questions to consider. First,
what are we trying to change or affect so
that more people will be active daily?
Second, how do we change or affect these
areas? For each of these questions, there is
an agreed-upon approach that works well.
Built
Environment
3 Areas of Influence
Researchers,
planners,
and
other
professionals agree on three main
determinants that affect whether or not an
individual chooses to bike or walk as
transportation. Approaches that positively
alter all three areas have the best chance to
promote physical activity in transportation.
Personal
Choices
Social
Environment

Built Environment – Any physical improvements to the transportation system, including
sidewalks, bike lanes, trails, crossings, and roadways are part of this environment. Laws and
regulations that affect the physical environment like speed limits also fall into this category.
One aspect of the built environment that is not always considered is land use and zoning. When
land uses in a town are desegregated (meaning residences are close to stores, offices, parks, and
other destinations), it becomes much more convenient to bike or walk these short distances.

Social Environment – This refers to the cultural norms and supports in our region concerning
biking and walking. For many people, the choice on whether or not to bike or walk is affected
by whether the people they trust have tried it. No one plan can drastically change the social
environment, but events and programs that promote activity can slowly shift perceptions to
more positive ones. How institutions (such as law enforcement, schools, and hospitals) treat
active transportation can also positively affect the social environment.

Personal Choices – Even with environmental changes, there is still a choice to be made by
individuals. No plan or project is designed to force a change upon a person. Instead, education
and encouragement tools are used so that individuals can consider their options. Above all,
individuals must understand that there is a transportation choice to be made daily in their lives,
and that the choice to bike or walk will positively affect them and their community.
Approach using the 5 E’s
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Influencing the environments and personal choices of active transportation takes a multi-faceted
approach. The Minnesota Department of Health and other groups have adopted the 5-E approach as a
way to positively affect active transportation environments and choices.


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Engineering – Does the town or region have roads that are safe and convenient for bikes,
pedestrians, and motorists? Do trails connect to destinations people will go?
Education – Do residents know where they can safely bike and walk? Do all road users
understand the rules of the road?
Encouragement – Are there events that promote biking or walking? Do local organizations also
promote active transportation?
Enforcement – Can local law enforcement properly enforce bicycle and pedestrian rules? Do
they understand the concerns between all road users?
Evaluation – Do we know the best ways to improve biking and walking conditions locally? Can
we measure the success of current projects in the future?
On a final note, active transportation does not supersede the efforts or strategies of active living, but
supplements them instead. The assessments and strategies listed in this document will sometimes
address active living, including promoting recreation through parks and events, building regional trails,
and attracting bicycle tourism. Communities should be aware that these strategies, while not focusing
on local active transportation, will raise awareness and visibility towards biking and walking. They
therefore serve to bolster efforts on making regular biking and walking a reality.
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COUNTY & COMMUNITY ASSESSMENT
MAHNOMEN COUNTY
In February of 2012, the HRDC produced a plan called the City of Mahnomen Parks and Trails Plan. As
part of the plan, the HRDC conducted a SWOT analysis to determine local context for, among other
things, biking and walking. Given that this community analysis occurred only one year prior to this
regional planning effort, no new SWOT analysis was conducted for this active transportation plan.
Instead, the detailed analysis from the 2012 Parks and Trails Plan will be presented with only a few
noted changes guided by local input during the regional planning process.
Strengths
•
Local road system built in a grid pattern
with relatively low traffic speeds
(30mph)
•
Well-connected sidewalks (especially in
downtown locations)
•
Downtown sidewalks are wide and
accommodating for pedestrians
•
5th Street is an active corridor with wellmarked shoulders
•
Two parks are centrally located and
within walking/biking distance of most
residential units
•
Bike racks are located at the school, Kings Corner, Casino, and near the Red Apple Café
•
There is ample open space in the community
•
Grass roots groups exist that care about health and wellness (e.g. MC4QL)
•
•
Casino has wellness initiatives, and there is a fitness center near the casino
*New: A few key individuals at the city and county level are interested in developing active
transportation as a long-term strategy
Weaknesses
•
Lack of connections due to lack of, or poor condition of, sidewalks, obstructions, ADA
(accessibility) issues, and the condition of North Main Street
•
Many crosswalks are unmarked or inadequately marked
•
There is inadequate lighting for pedestrians
•
River Park is not very accessible for pedestrians and bicyclists
•
There are too many nuisance dogs (Lack of a leash law)
Polk, Norman, & Mahnomen Active Transportation Plan
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•
•
No clear source for pedestrian and bicycle infrastructure funding
Lack of adequate skills for drivers of motor vehicles, pedestrians and bicyclists
•
Prevalence of obesity, diabetes, and other preventable diseases-- Mahnomen County ranks as
one of the least healthy Counties in the state

*New: Many would-be bicyclists or pedestrians do not feel safe travelling to city-owned parks for
exercise or recreation

*New: Crossing US 59 to get to the tribal college or apartments from downtown is not safe or
easy to do
Opportunities
Active Living Culture- There are also opportunities to build an Active Living culture in Mahnomen.
Pedestrian and bicycle infrastructure alone will not guarantee an active and healthy population. It is
important to build a positive culture that embraces and encourages physical activity. This effort will take
the whole community to be successful.
Trail Development – River Park Trail - The River Park Trail is an opportunity to connect the Shooting
Start Casino to River Park. It could also serve as an important link to the future on-road bicycle route
system. The trail will begin at the Shooting Star Casino, then follow the Wild Rice River and cross the
river via a new bridge, go underneath the railroad trestle, and will terminate at the entrance to River
Park.
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Parks Improvement - There are two publicly owned parks in the City of Mahnomen: River Park and City
Park. There are no plans to acquire new parkland in the foreseeable future. This section of the plan
outlines opportunities to redevelop and improve the two existing parks. Each park has a distinct
character and has the potential of serving different users.
*New: Offering bike education at school - The Mahnomen School District already offers physical
activities for students, including swimming trips for elementary students. The city, school, and locals
interested in biking could start a similar event series with a focus on biking safety and group rides.
*New: North Main Street reconstruction - Mahnomen County is currently working to repave the north
half of Main Street in the city of Mahnomen. Since the recent parks and trails planning effort identified
Main Street as an important route that connects to the downtown, this presents a great opportunity to
introduce non-motorized components into city transportation infrastructure. City staff, HRDC, and
other local partners could work with the county engineering department to find low-cost solutions that
can make North Main Street safer for all modes of transportation.
Challenges
Culture of inactivity - One of the main challenges is a culture that is increasingly sedentary. Obesity and
other preventable diseases such as Type Two Diabetes have increased rapidly over the past few decades
in the United States. This is largely because of the types of foods people eat and a lack of physical
activity. One of the main intended benefits of building a high quality parks and trails system is to help
reverse this trend.
Finding champions - Most initiatives require a strong community steward that is willing to take charge
of a community issue and not rest until they have succeeded in accomplishing their goal. A challenge is
often finding enough champions in communities.
Budgets at the local, state, and federal level - The past few years have caused government at all levels
to rethink the status quo of funding and budgets. With less money and growing needs, funding nonmotorized projects is a major challenge regardless of how important they are to the community.
Lack of partnerships between agencies/organizations - Given the current economic times, it is even
more important to develop strong partnerships and collaborate on projects that are mutually beneficial
across jurisdictions. This type of cooperation takes patience and hard work. Some of the best outcomes,
particularly when finances are tight, occur when there is collaboration.
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The proposed trails and bicycles network from 2012 provides a framework for future projects locally.
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NORMAN COUNTY
Norman County lies west of Mahnomen County, completely within the Red River Valley. The county is
very flat, with farms and small towns dotting the landscape. The largest town in Norman County is Ada,
which is also the county seat. After the 1997 flood destroyed the old high school in Ada, the town
rebuilt the school at a new site, and the former site became the DEKKO Community Center, which
provides meeting spaces, various programs, and recreational facilities for the community.
Strengths

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Low traffic on side streets puts residents at ease to bike and walk
Streets are often wide and fully paved, with room for bikers and pedestrians
People feel safe walking/biking outside throughout their communities
Advantages from the natural habitat—flat land and RR grades
The Dekko Community Center in Ada offers spinner stationary bikes plus a variety of physical
activity options
A compact town layout means that no two places in town are too far to bike or walk
SHIP and other local groups (such as Essentia Health) are interested in promoting active living
and transportation
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Weaknesses

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Narrow shoulders on county and state roads make distance biking hazardous
Truck traffic on many highways is a safety concern to pedestrians and bikers
Large potholes on some roads deter people from biking there
A lack of trail maintenance hinders trail usage and therefore active living
Knowledge on biking attire, particularly for visibility & warmth, is lacking countywide
Very few organizations & events are focused on active transportation
Opportunities
SHIP funding – In the past, SHIP has been a good funding resource for Norman County. Assuming that
SHIP continues to be active in the area at present levels, this program would be ideal for funding small
signage, bike parking, and local active living events.
Longer bike loops for recreational
bikers – As a larger project, some
residents are interested in creating
defined bike routes for longer rides.
These routes could loop around towns
or even connect two towns together.
Network of trails, lanes, and sidewalks
– There are many bikeable routes in
Norman County, but many don’t know
about them or know if these routes
connect with one another. Evaluating
their safety and mapping trails and bike
lanes would work as a first step in
establishing
a
more
complete
pedestrian and bicycle network.
Spinner classes at the community center - The Dekko Community Center recently acquired spinner
(stationary) bikes so that residents can pedal year-round, regardless of conditions. If these spinners
were available to more people and used for classes, it could work to encourage biking within Ada.
Pairing active transportation events with other events – Many residents are already engaged in
different organizations dealing with the schools, sports, etc. Pairing bike and walking events with
established town events is an ideal way to introduce active transportation to more people.
Agassiz Recreational Trail (ART) - This unpaved trail runs from north to south on the county’s east side,
connecting the towns of Fertile, Gary, Twin Valley, and Ulen. This old railroad grade is currently
managed by the DNR as an ATV trail that can also be used by mountain bikers. It would take
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Page 14
partnerships at a local and regional level and a long-term agreement to be able to allow both ATVs and
all bicycles to use the path.
Challenges
Lack of interest – Often, residents don’t know about opportunities to bike and walk nor the health
benefits associated with active transportation. Education and organization of biking and walking
activities is the best way to make active transportation more visible to the communities.
Knowledge on rules/best practices –
One challenge will be to make sure that
pedestrians, bicyclists, and motorists all
know road rules pertaining to one
another. The Minnesota Department of
Transportation has information on this
subject, but the main challenge will be to
get that standard “Share the Road”
information to as many community
residents as possible, and to enforce
these standards locally.
Funding – Places with such a small
population have small city and county
budgets to work with. Furthermore, it’s also harder for these sparsely populated places to receive state
or Federal funding for larger projects. Creating a local funding source for active transportation and
finding new grants for projects will be a continuing challenge.
Lack of destinations and bike parking – One countywide threat is the lack of bicycle parking in town and
the distance required to get to key destinations. Large retail stores and other facilities are often dozens
of miles away, and trips to those destinations cannot be by bike at all. Also, of the destinations that are
within a short distance, many of those do not offer secure or visible bicycle parking. These two things
create a lack of bikeable destinations in Norman County.
The cold and wind – Because the county is very flat and wide open, strong winds often accompany cold
temperatures in winter. The cold temperatures and windy conditions are a huge barrier to safe and
convenient biking and walking year-round.
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POLK COUNTY
EAST GRAND FORKS
Polk County is so large and demographically diverse, that assessment is best split between East Grand
Forks and the rest of the county. East Grand Forks is the most populous city in Polk County, and it lies
along the Red River. The city is part of the metropolitan area that includes Grand Forks, so the two cities
often partner together on events and planning. East Grand Forks is not a large city in its own right, but
due to its proximity to Grand Forks, it experiences growth and transportation issues similar to an urban
area.
The metro area is known for the extensive flooding and damage it received in 1997, but from the
cleanup work and Federal funding granted to the metro, the Grand Forks/East Grand Forks Greenway
was born. Utilizing the flood plain no longer suitable for homes and businesses, the Greenway is a series
of parks and paved trails that surround the Red River on both sides. Events, activities, and maintenance
in the Greenway are formal and wellorganized by the two cities.
Strengths

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






The Greenway as a great biking
and walking asset on the
waterfront
The Metropolitan Planning
Organization (MPO) and larger
city as a partner
Greenway trails also as a nonmotorized transportation
backbone
Different activities in different parks (such as Frisbee golf, volleyball, fishing, camping, etc.)
making each park its own destination
Established events that showcase physical activity, like 5K races
Multiple groups interested in active living and active transportation (wellness groups, trail users
advisory group, etc.)
A sidewalk ordinance to require sidewalks in new developments and create a complete network
for pedestrians
Sharing downtown events (like Grand Cities Art Fest) with Grand Forks promotes downtown
usage and open streets ideas
There is snow removal on Greenway trails
Active events that use the Greenway year-round (skiing, Iceman Triathalon)
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Weaknesses

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



Still not a complete multi-modal network
No dedicated funding source for bike and pedestrian infrastructure
Some crossings still feel unsafe, even with signage, due to driver indifference
Many residents still don’t consider biking or walking as a transportation option
Availability of bike racks in places
Local school bussing policies don’t allow for easy biking or walking to school
Opportunities
Additional events associated with active transportation and the Greenway – Because of the
partnership between Grand Forks and East Grand Forks in the Greenway system, using the Greenway as
base for further active transportation events could work well, encouraging more people to look towards
biking and walking as exercise.
Adding bike lanes and safe bike routes on streets – East Grand Forks is looking to expand its nonmotorized infrastructure in the form of bike lanes and bikeable streets. Doing so will create a more
complete transportation network for bikes, especially if new bike lanes connect to the existing
Greenway network.
Further evaluation of non-motorized transportation – The metropolitan area recently completed a bike
and pedestrian study as part of their Long Range Transportation Plan. This is a great baseline
evaluation, and more evaluation can be done to identify key non-motorized connections and issues,
particularly in East Grand Forks.
Bike education to schoolchildren – Bike rides and training could be an excellent addition to school
curriculum. Classes could educate and encourage bike use at a young age, plus the Greenway could
serve as a longer ride for physical fitness.
Challenges
Lack of Education for all road users – Motorists, bicyclists, and pedestrians all understanding and
following the rules is one of the biggest safety concerns in this community. Finding the best way to
educate all road users will be an ongoing challenge.
Greenway is the flood plain – The Greenway encompasses the land immediately between the Red/Red
Lake Rivers and area flood walls. Most springs have minor or major flooding along these rivers, so for
part of each year, this active transportation asset is rendered incomplete or unusable.
Reduced funding from state & Federal levels – After the flood of 1997, the metro area received state
and Federal funding to rebuild, and part of that rebuilding was creating the Greenway network. These
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funding sources no longer exist, so new funding must be found or created to maintain and expand active
transportation networks.
Underwhelming support for biking & walking as transportation – In East Grand Forks, many see biking
and walking as a great form of exercise, but don’t consider it as a way for adults to get from place to
place. Encouragement over time will slowly change this, but it will be a challenge to deal with in the
short-term.
Metro must deal with 2 different state regulations – Minnesota and North Dakota have different rules
for transportation project regulations and implementation. Finding project solutions that work in both
sets of regulations will require extra coordination.
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GREATER POLK COUNTY
To the east of the Grand Forks
Metropolitan Area is Polk County,
Minnesota’s 8th largest county by
area. Much of the county lies in the
flat Red River Valley, but the eastern
edge of the county changes into
rolling, tree-lined terrain as the
landscape transitions into the North
Woods. Unlike some counties to the
east, Polk County has a large number
of small towns scattered across its
area. The largest of these towns is
Crookston, which serves as the
county seat and a location of a
University of Minnesota Extension.
Strengths

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
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


Towns are spaced closely enough that regional trails are possible
Many downtowns have sidewalks in place, making them walkable
MnDOT recently upgraded crossings in downtown Crookston, making pedestrian crossing much
safer
Compactness of towns makes biking and walking easier
Crookston already has a map of parks, trails, and destinations available to the public
Crookston has invested in off-road trails for biking/walking in the past
The University of Minnesota campus creates demand for biking and walking in Crookston
Local partnerships in Fosston and Crookston interested in biking and walking
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Weaknesses
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Lack of sidewalks outside of downtowns (especially Crookston)
Bridges across the Red Lake River in Crookston are narrow, making it less safe to bike or walk
across
High traffic on US 2 is a safety concern in a number of towns
Trucks can’t make turns in downtown Crookston due to space, and so they often come up onto
the curb
A lack of data on how safe intersections are for biking and walking
No visible biking infrastructure on most roads (no lanes, signs, indication that bikes can use the
street or road)
Most people still don’t see biking or walking as a real option for their transportation around
town
Opportunities
Safe Routes to School – For communities that have schools within or near city limits, a Safe Routes to
School Plan is a great way to evaluate and improve active transportation for children. Not only will
children be able to walk and bike to school more safely, but the plan can also serve as a baseline for
finding common walking and biking routes for people of all ages.
Inventory mapping – Crookston and East Grand Forks both have excellent reference maps on where
trails and other bike routes exist. Mapping from an evaluation and inventory perspective could be next.
Where would people most like to bike to or from? Are there safe and direct routes to get them there?
Does bike parking exist at these destinations?
New fitness trail in Fosston – Fosston is looking to build a trail on
the outside of town. This can serve as the beginning of a larger
active transportation effort in the town.
More “natural play spaces” as park destinations – Several towns in
Polk County either have or are planning “natural play spaces”, low
cost alternatives to traditional playgrounds. All of these play
spaces would work well as biking or walking destinations in active
transportation events or programs.
Developing the Crookston riverfront – Many of Crookston’s parks
are adjacent to the Red Lake River. Creating a trail along the levee
system would connect the parks and become a basis for biking and
walking events and encouragement in town.
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Challenges
Continual flooding for many parks – Like East Grand Forks, parks in Crookston are close to a river that
floods the parkland in most years.
Private ownership of lands (Crookston levee) – Creating a riverfront trail in Crookston would be extra
challenging due to the private ownership of the levee. After the levee was built, each part was ceded
back to adjacent property owners, making it much more difficult for the city or county to acquire land
for the purpose of a biking and walking trail.
Funding sources – Local funding sources for the
largest projects do not exist yet. Planning and
organization can help, but local funding for
parks, sidewalks, and bikes will work the best as
funding for small projects and matching funds
for large projects.
Trucks can’t deviate from routes downtown –
Crookston has truck bypasses for both US 2 and
US 71. However, truckers for some companies
cannot deviate from the federal highways even
for a mile due to insurance requirements. This
means that some trucks must continue to drive
and make turns on the narrow downtown
streets.
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THE 3-COUNTY ACTIVE TRANSPORTATION VISION
A LONG-TERM VISION
To set a path for improvement in active transportation, the 3-county Active Transportation Advisory
Partnership established a long-term vision of what an acceptable transportation environment should
look like:
Polk, Norman, and Mahnomen Counties are dedicated to building a safe and complete transportation
environment that promotes the long-term health and well-being of all residents.
Going forward, the 3-county region will establish active transportation that:

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Is a funding priority of all levels of government region-wide
Continuously maintains partnerships concerning active transportation issues
Will promote healthy living for all residents
Will improve the quality of life in the
region
Encourages able-bodied persons to
experience the benefits of biking, walking
Is a system accessible to all, including
persons with disabilities
Is focused on biking and walking as
recreation and everyday transportation
Allows all modes of transportation to use
streets safely and with one another
Uses a continuous network of sidewalks,
trails, and lanes so that bikes and
pedestrians have easy paths to local
destinations
Utilizes new knowledge and the natural
surroundings in trail and street design
Is useable all year round
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WHAT COULD THIS LOOK LIKE?
It’s easy to say what the region wants as long-term accomplishments in active transportation, but it’s
not always easy to picture it. The following story is a fictional account from this future vision, and it
portrays how active transportation could benefit future households and the region as a whole.
Andrea moved to the region 2 years ago with her husband and two children. Right
away, she noticed a difference in the amount of walking and biking taking place in her
new town. Lots of kids walked to school, bikes and racks were all over town, and there
were monthly bike ride events in the spring, summer and fall that most everyone
attended. At first Andrea thought it was quaint and a little odd, but then she discovered
that two coworkers that became close friends of hers biked to work.
So just over a year ago, Andrea decided she would also bike to work. At first, it was a
little uncomfortable and tiresome to do each day, but after a few weeks she was used to
the changes. On days when she can’t bike, Andrea will walk with her coworkers for
exercise at lunch. This exercise routine has paid off for Andrea: at a recent doctor’s visit,
she found out she had lost 15 pounds and her blood pressure was no longer at elevated
levels!
Today, Andrea and her family like walking and biking around town, because they are
safe and convenient things to do. Both of her children walk to the local elementary
school, saving Andrea extra car trips daily. Her husband can’t bike to work because he
works out of town, but he takes walks with Andrea whenever he can. And Andrea likes
her bike so much, she is now researching what clothes and equipment she’ll need to bike
year-round in the tough Minnesota winters.
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GOALS AND OBJECTIVES
From this regional vision, the HRDC has identified 6 main goals in developing active transportation at a
local level. Each of these goals has a series of objectives that can be achieved to reach that goal. For the
purposes of this plan, goals and objectives are defined as follows:
Goal—A broad outcome that helps us reach our long-term vision
Objective—A milestone or series of milestones towards a goal that are measurable in some form
Goal 1: Non-motorized transportation is safe for all users.
Objective 1.1: Uniformity and best practices exist in traffic safety laws and policies.
Objective 1.2: All roads are engineered as “complete streets” – where the safety of all
modes of transportation is balanced.
Objective 1.3: All road users are educated on how to safely share the road with others.
Objective 1.4: Law enforcement will uphold the safe environments for non-motorized
transportation.
Goal 2: Non-motorized transportation is convenient for all users.
Objective 2.1: Children can easily bike or walk to school every day.
Objective 2.2: Communities work to create continuous non-motorized
transportation networks.
Objective 2.3: Residents have secure, convenient options for bicycle parking.
Objective 2.4: Residents are able to use active transportation year-round.
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Goal 3: Biking and walking become known forms of transportation for everyone to use.
Objective 3.1: Governments promote biking and walking as forms of transportation.
Objective 3.2: Communities increase the visibility of biking and walking as an easy
physical activity.
Objective 3.3: Governments include all necessary agencies and organizations when
planning for active transportation
Goal 4: Every community member knows the benefits of active transportation.
Objective 4.1: Organizations will build an education campaign on the benefits of biking
and walking as transportation.
Objective 4.2: Work with various partners for community-wide active transportation
encouragement.
Goal 5: Communities plan with active transportation in mind.
Objective 5.1: Comprehensive plans and other long-term strategies will include active
transportation elements.
Objective 5.2: Land use policies and zoning will complement active transportation
policies.
Objective 5.3: Planners will continually evaluate biking and walking conditions.
Objective 5.4: Applicable government agencies will work together to create ideal
active transportation conditions.
Goal 6: Active transportation becomes a priority at all levels of government.
Objective 6.1: Local leaders understand the value of active transportation.
Objective 6.2: Governments develop new funding strategies to build infrastructure
and encourage biking and walking.
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STRATEGIES
To reach the goals of active transportation, new strategies are necessary. These strategies are a mix of
ideas identified by regional groups, plus strategies that have worked in other places. Each strategy has
the potential to work within the region, but not every strategy will work in every community.
Each strategy contains a brief description, plus each indicates which objective it satisfies and which of
the 5 E’s to which it belongs.
Evaluation
Encouragement
Engineering
Education
Enforcement
Goal 1: Non-motorized transportation is safe for all users.
Create regional guidelines for bicycle and pedestrian safety in
1.1
engineering
Some statewide guidelines already exist, primarily as the MnDOT Bikeway Facility Design Manual
created in 2007. As a regional project, engineers and planners could come together to produce
accepted guidelines for bicycle and pedestrian facilities unique to the region. This would create
uniformity in street design built upon safe and accepted strategies. These guidelines would also
demonstrate which facilities would work best in the small town/rural environment of Northwestern
Minnesota.
Create standards on measuring street and intersection
1.1
typologies
Building the safest street or intersection for all takes input from the community and a context-based
approach. The HRDC can work with MnDOT to create categories that streets and intersections can fit
into, according to daily traffic, visibility, vehicle speed, and right-of-way width. This will help local
engineers find the right improvements for the street, plus it will give evaluators standard metrics and
categories with which to measure streets.
Adopt complete streets policies
1.2
Complete streets policies are worded many different ways, but each policy promotes the safety and
convenience of all transportation users (motorists, pedestrians, bicyclists, etc.) in street improvement
projects. These policies aim to create a complete network of streets for all users over time. The HRDC
can assist communities that would like to adopt complete streets policies.
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Create bike lanes/green lanes/extra space for bikes
1.2
Bicyclists need space and visibility from motorists to stay safe. In some situations, dedicated bike lanes
on roads are the best improvement to make biking safer. Bike lanes, particularly green ones, make the
designated space for bikes much more visible to motorists. Even simple white striping with “share the
road” signs can work to make biking on streets safer.
Adopt other established complete streets modifications
1.2
There are many simple modifications to streets that can make them much safer for all. Pedestrian
islands, curb bulbouts, bike boulevard markings, crossing signs, and share the road signs are just a few
examples of improvements that make streets and intersections more complete. City officials and
engineers can collaborate with the HRDC to find the best modifications for a particular street.
Update “share the road” sections in driver’s education classes
to include safety information for all road users (auto, bike, and
1.3
pedestrian)
Nearly everyone takes a driver’s education class to obtain a driver’s license at some point in their lives.
Attaching basic training on bike and pedestrian issues to these classes would reach a wider audience and
provide cross-training to motorists so that they understand how bicycles and pedestrians use streets.
Create education campaigns on street safety for all modes
1.3
MnDOT has a large amount of information on street safety for all modes of transportation in the form of
pamphlets and cards. Local organizations can find creative ways to spread this information to make
biking and walking safer.
Review laws on bicycle & pedestrian safety with law
1.4
enforcement to ensure they match community context
Sometimes, local laws and ordinances don’t match with what is accepted as the safest practices today.
Law enforcement can work with bicycle advocates and other groups to make sure that the laws they
enforce will actually make streets safer for everyone.
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Goal 2: Non-motorized transportation is convenient for all users.
Adopt Safe Routes to School plans and projects
2.1
Specific schools can apply for Safe Routes to School projects. Some projects include plans on what
strategies or systems will work best, while other projects include the implementation of signage and
street improvements. Both are comprehensive ways to make walking and biking to school safer and
more convenient for children.
Review policies concerning children bussing, biking, & walking
2.1
to school
Some school policies indirectly prohibit children from walking or biking to school, usually through
bussing requirements. School districts can revisit district policies to make it safer, easier, and legal for
children to be active to and from school.
Establish “walking school bus” routes
2.1
Recently, many Safe Routes to School plans have indicated a need and a desire for “walking school
busses”. This strategy requires a volunteer to walk a pre-determined route daily, escorting the children
along this route to and from school. This allows the children to walk daily, plus it provides constant
supervision of the children.
Bike Rodeos are a great education tool for children, teaching
biking skills and the rules of the road.
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Add/include sidewalks in road projects
2.2
Sidewalks with appropriate width and separate from the road grade are the safest and most convenient
options for pedestrians. With the appropriate planning, adding sidewalks to new road projects will
slowly build a more complete pedestrian network across a community.
Prioritize trail and lane projects that connect to one another as
2.2
well as town destinations
Some communities already have established local or regional trails. New trails, paths, and bike lanes
should connect to current ones to establish connectivity and create a convenient system for active
transportation users.
Add bike racks at public destinations and businesses
2.3
Some interested residents may not choose to bike because they don’t know where to park their bike at
many destinations. Working with local businesses and others to install appropriate bike parking at key
destinations will make biking around town much more convenient for all. RDCs can assist with bike rack
design guidelines.
Encourage biking to community events with portable bike
2.3
racks
Most communities have public events or festivals, particularly in the summertime. Cities, bike
organizations, or local SHIP groups could own and maintain portable bike parking for use at these
events. The more that residents see bike parking that is visible and well-attended, the more likely they
are to ride bikes to these events.
Provide information on cold weather clothes and gear
2.4
Winter can be particularly cold and windy in the region, but even then, biking and walking can be done
safely. Local advocates can educate others on proper attire and gear to make physical activity possible
in the cold weather months and therefore year-round.
Keep sidewalks and paths clear of snow and debris
2.4
One of the largest barriers identified to being active in the winter was not the cold weather but the
snow and ice on sidewalks and streets. Local champions of this strategy can talk with municipalities to
find out what policy exists to clear snow and discuss what could be done to improve it. A clearing policy
where the city, residents, and advocates share responsibility could work the best.
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Goal 3: Biking and walking become known forms of transportation for everyone to use.
Adopt active living/transportation resolutions
3.1
While these resolutions are not as binding as complete streets resolutions, they can be a good first step
for some municipalities. A city council or county commission can adopt a resolution in support of active
transportation, creating visibility for the topic at the government level. The HRDC can assist in drafting
active living or active transportation resolutions for towns in the region.
Create wayfinding signage and maps for bike and pedestrian
3.2
routes
Sometimes a handful of people know which routes are best to take by bike or foot around town, but
these routes aren’t known by others interested in doing the same. Bicycle and pedestrian maps are a
great way to show which routes are safest and most convenient to take. Wayfinding signage goes a step
further: not only are direct routes visible to more residents, but they reach a wider audience of
residents who might not think to read a map of their own community.
Host bicycle and pedestrian themed events (such as open
3.2
streets events)
Public events are a great way to showcase all of the benefits of biking and walking. An open streets
event accomplishes this by closing down a section of street to automobiles, allowing many different bike
and pedestrian activities to take place. Other events that promote active transportation include
community bike rides and bicycle rodeos for children.
Continue building trail networks as visible active living
3.2
attractions
Thus far, recreational trails in communities in the region are being used by residents as a safe place to
bike and walk. Depending on the community and the budget, a local trail or trail network is a good
option to increase the visibility of biking and walking as physical activity and a community asset.
Create bicycle/pedestrian community groups
3.3
This is a strategy that helps to improve many other strategies. City staff and other leaders are not
always aware of the main concerns that bicyclists and pedestrians have around town, so a group of
community active transportation advocates can bridge this awareness gap. Bicycle/pedestrian groups
can also be the main host of events and encouragement campaigns: it all depends on what each group
would like to “champion”.
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Goal 4: Every community member knows the benefits of active transportation.
Host bicycle training classes
4.1
One popular program is the Traffic Skills 101 course, administered by the Minnesota Bicycle Alliance.
This comprehensive course allows participants to apply to become a League Cycling Instructor (LCI).
With LCIs in communities, it becomes much easier to host other bicycle safety classes in schools and for
adults.
Organize bike/walk to school days or remote bus drop off
4.1
points
Both are structured events that allow children to walk or bike before and after school. Each event
stresses the importance of daily physical activity while showing both children and parents how easy and
nice it can be to bike or walk to school.
Create an advertising/events campaign explaining the benefits
4.1
of biking and walking as transportation
A campaign can take many different forms, including print advertisements, information given to schools,
pamphlets, and booths at local gatherings. Typically, public health groups or wellness groups can be the
best champions of this strategy, as they have the best understanding of the health benefits involved.
Partner with local organizations to host biking/walking/
4.2
running events
Currently, many communities have local fun runs, 5K run walks, or bicycle rides that benefit a variety of
causes. Local groups can organize their own walks/runs/rides that put an emphasis on biking and
walking as the healthiest transportation option around town.
Work with local bike shops or non-profits to provide bikes and
4.2
gear to residents with the greatest need
The cost of owning a bicycle, helmet, and other gear can be yet another burden for low-income
individuals and households. A champion with a passion for both bicycles and social equity could work
with others to secure bikes and gear for those with the greatest need.
Incentivize biking or walking with monetary benefits
4.2
More and more businesses are financially rewarding their employees who bike or walk to work on a
regular basis. The principle behind this incentive is that if a business can get enough employees to bike
or walk in their commute, health insurance premiums actually go down company-wide. Reductions in
health care costs have been seen in companies that incentivize active transportation.
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Goal 5: Communities plan with active transportation in mind.
Involve bike and health advocates in comprehensive planning
5.1
efforts
Comprehensive plans act as guiding documents for communities looking 25 years into the future. Bike,
pedestrian, and public health advocates need to be involved early in comprehensive planning efforts to
blend long-term active transportation goals with long-term community goals. Therefore, outside
organizations and advocates need to be ready when a community decides to update its comprehensive
plan.
Work toward a desegregation of land uses in city zoning
5.2
In larger towns in the region, some residences may be far away from services, businesses, and job sites
due to local zoning regulations. Large towns and cities should look to ease “use-based” zoning
ordinances, so that in time, new residential developments will be closer to key businesses and services.
In that way, it will become more convenient for people to bike and walk to these destinations.
Include transportation elements in land use planning and vice
5.2
versa
Larger issues with transportation (including active transportation) sometimes stem from problems in our
land use planning. Therefore, new plans in transportation should examine some aspects of land use
trends, plus new land use plans should also consider active transportation networks for future zoning in
developments.
Create bicycle and pedestrian inventory plans as a baseline of
5.3
future evaluation
For larger infrastructure projects, state and federal funders may require planning studies before
approving a project. One type of study is a bicycle and pedestrian inventory, where towns assess
current sidewalk and street conditions. These inventories are also a great way to measure future
progress in active transportation by providing baseline data for future studies.
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Create non-motorized transportation plans to guide future
5.3
infrastructure and policy
Another planning study related to active transportation is a non-motorized transportation plan. These
plans combine stakeholder input with current conditions to offer a 5 or 10 year plan for a single
community. The focus of these plans is to provide a map of active transportation strategies that have
significant community buy-in.
Conduct surveys on biking conditions and perceptions
5.3
As part of a planning effort, surveys are a great way to understand residents’ perceptions of biking and
walking. Local perceptions of active transportation can then guide what communities decide to pursue
next in terms of strategies.
Work with the MN Bike Alliance to conduct Bicycle Friendly
5.3
Community scorecards and applications
The Minnesota Bicycle Alliance works with the League of American Bicyclists and communities across
the state twice each year to fill out applications for Bicycle Friendly Community status. While the status
itself is a source of pride and a community selling point, the application and related scorecard is a very
comprehensive assessment tool in evaluating bicycle conditions for communities of any size.
Initiate an inter-agency panel to find solutions to non5.4
motorized transportation issues
When active transportation issues are addressed by many organizations cooperatively, communities
come up with better solutions. An example of an inter-agency group could be a bicycle advisory
committee, with members from the city staff, public health, law enforcement, public works, planners,
and League Cycling Instructors. This committee could give advice on how new projects may impact the
active transportation environment.
Keep law enforcement and public safety agencies up-to-date
5.4
on bike/ped laws and concerns
Many residents are still unsure on specific rules of the road for bicyclists and pedestrians, and
sometimes law enforcement officers are also unsure. Cities should make bike & pedestrian training to
law enforcers a priority, so that communities are properly enforcing the rules of the road and residents
will see consistency in these rules.
Pursue new/better forms of road design
5.4
Engineers at all levels of government want to provide the safest, most convenient, and cost-effective
streets for all road users in a community, year-round. To do this, planners and engineers in the region
should be watching for new technologies and protocols in road design. An annual meeting focused on
best multi-modal practices would work well to test these new ideas and create consensus between
engineers and planners.
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Goal 6: Active transportation becomes a priority at all levels of government.
Include lawmakers and other city staff in educational and
6.1
encouragement events
This strategy can serve two purposes. On one hand, including the city government in active
transportation events demonstrates that the city is dedicated to promoting biking and walking as
transportation. On the other hand, including city staff can be a great way for them to learn more about
the reasons behind and issues concerning active transportation.
Note: Funding strategies are only useful to provide support in implementing other strategies. Therefore,
funding is listed in both the Strategies and Implementation sections. Funding strategies are listed in this
section, while potential sources of funding are listed in the Implementation section.
Establish local funding sources as matching funds for active
6.2
-transportation infrastructure
Many funding sources for bicycle or pedestrian infrastructure improvements are competitive grants.
Because of this, if cities and counties can come up with a portion of the funding on their own, they stand
a better chance of receiving the rest of the funding. In this way, a local fund for parks, trails, or active
living can work to fund large projects as well as small ones. Governments serious about active
transportation should find a way to save a regular amount of money each year toward a larger goal
project.
Search for new or underutilized regional funding sources
6.2
--
Communities and the HRDC know of several regional funding sources and other foundations. However,
there may be other unknown funders whose requirements match active transportation projects. The
HRDC will continue to search for new grants that will fit these new projects.
Partner with local businesses and non-profits for small projects
6.2
--
Sometimes, the best way to fund projects is from the local level. Interested businesses and non-profits
can give both time and money to a project that benefits the community. Furthermore, local funding
sources typically have the fewest restrictions on how the money is spent.
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LOCAL IMPLEMENTATION
BEST IMPLEMENTATION PRACTICES
Strategies can be carried out by many different
groups and organizations, on many different
scales, and on various time frames. With so many
strategies available, implementing such strategies
can seem daunting. However, there are widely
accepted practices in implementing active
transportation strategies that have worked in
cities large and small. There are guidelines to
implementing projects and approaches, and each
are defined as follows:
Project – One strategy or a closely related group of strategies
Examples:
Adding striping and signs to local streets
Organizing a bicycle club to host events and education
Approach – Multiple projects that work together to improve active transportation conditions
Examples:
Creating a non-motorized master plan to identify future projects and needs.
Combining new events, education, street improvements, and policy changes to improve
biking/walking conditions over the next 5 years.
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For a complete active transportation approach, consider 6 things:
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Framing & positioning – why are we, locally, interested in active transportation? What are the
benefits specifically for our town? This regional plan frames active transportation as a health
and quality of life improvement, but what else could it improve in your community?
Institutionalizing – Do our plans, policies, and resolutions agree with our local position on active
transportation? If an election places new people in office, will they have the guidance and tools
to understand active transportation?
Analysis and evaluation – Do we know what our greatest need is for biking or walking? Can we
easily compare current conditions to future ones? What are the most cost-effective strategies
for our town?
Project delivery/construction – Do we have a way to build and maintain the infrastructure we
want? Which government agency or local group could best lead each project? Are there
timeframes for each project?
Promotion and education – Do people know about recent improvements to our streets? Are
our residents knowledgeable on rules of the road or bike safety?
Funding – What opportunities exist to fund small projects in our approach? What steps will it
take to fund the large projects? How can we raise our own funds?
For each project in a community approach, there are four needs:
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

A project champion – Without a champion, projects will only be ideas. A champion can be an
individual or an organization. A project champion does not need to have technical expertise but
should know where to find it. A champion’s roles include continually pushing the project to
completion and finding consensus on ideas.
A team dedicated to project – Most projects will
need buy-in from different agencies to succeed.
A group made up of individuals from different
organizations will bring a varied set knowledge
and experience to the process. This will likely
make the project outcome better for the
community.
Outside support – For any project, it is good to
know what has or hasn’t worked in other areas.
The RDCs, MnDOT, MDH, and other state
organizations have access to the best practices on SHIP teams and wellness groups are a good
resource for starting project teams.
many different active transportation strategies.
Funding – See the Common Funding Sources section immediately following this
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COMMON FUNDING SOURCES
Community Transformation Grant - Going forward, the Active Transportation portion of the CTG grant
will be available for the implementation of non-infrastructure projects. This includes but is not limited
to bike & pedestrian inventories, planning studies, and forming active transportation advisory and
advocate groups.
Statewide Health Improvement Program (SHIP) – In the past, SHIP has been able to fund smaller
components of larger projects, including bicycle racks and wayfinding signage. This funding source may
continue, depending on how SHIP grants are structured and awarded in the future.
Transportation Alternatives Program (TAP) - This is a Federally-funded program through the MAP-21
Transportation Bill. Eligible uses are bicycle and pedestrian infrastructure, including trails, sidewalks,
bike lanes, crossing facilities, signage. Currently, TAP is solicited by MnDOT District ATP’s, so it is
important to coordinate with transportation district offices for TAP projects.
Legacy Funding – This funding source, dedicated for arts, culture, and natural resource projects, was
created by state referendum. The Department of Natural Resources (DNR) manages the trails portion of
this fund, delivering grants for “regionally significant” trails and parks. The solicitation for these grants is
statewide, making the funding competitive.
Statewide/national grants – CTG, SHIP, TAP, and Legacy funds are good for many bicycle and pedestrian
projects, but other state & national grants exist that are not directly tied to active transportation. In
some cases, other grants related to health or community development could apply to specific projects.
RDC’s and local groups can work together to find creative funding sources not always thought of for
active transportation projects.
Local foundations – Grant foundations exist across the state, dedicated to economic and community
development. The Northwest Minnesota Foundations is one example of a foundation that is interested
in funding local planning and development projects. Depending on location and project scope, there
may be other foundations interested in funding specific projects.
Highway Safety Improvement Program (HSIP) - This is a new program under the MAP-21 Federal
Transportation Bill, which is used primarily for improving safety in and around state highways. Often,
funding goes towards improving motor vehicle safety, but there is no clause that prohibits the use of
funds to go towards bicycle and pedestrian safety. Cities and counties can combine HSIP funding for
motorized vehicle, non-motorized vehicle, and pedestrian safety when looking to update state
roadways.
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Safe Routes to School (SRTS) Funding –
Federal: This funding was rolled into TAP (mentioned above), and is an eligible activity to solicit from
TAP funds. Unlike state SRTS grants, this TAP funding can be used for infrastructure improvements.
State: In the 2013 Minnesota Legislative Session, lawmakers supplied funding for a state program. For
fiscal years 2014 & 2015, $250,000 is available statewide per year. State funding can be used for
planning and non-infrastructure implementation grants.
DEFINING ROLES
Both RDC’s and SHIP are dedicated to seeing active transportation approaches implemented across Polk,
Norman, and Mahnomen Counties. Therefore, the NWRDC, HRDC, and SHIP leadership teams will
continue to work together to provide oversight and uniformity in active transportation planning for the
region. This will include:
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periodic regional meetings to introduce new strategies
defining roles in implementing different strategies
finding out which projects have worked so far
pursuing larger multi-community projects
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POTENTIAL APPROACHES
The following three approaches contain a series of priorities identified by local groups and at the
regional planning meetings. Each approach highlights three strategies communities could pursue to
improve biking and walking conditions. These are only suggested approaches for short-term
improvements, so communities may pursue different projects if support exists for them.
APPROACH: MAHNOMEN COUNTY
Start education and encouragement with the schools – Education and encouragement for bicycling can
start as early as grade school. Currently, the elementary school in Mahnomen has a swimming program
at the school, so could a biking program work too?
A champion for this project could work with the school to secure bikes, helmets, an instructor, and a
time for the program in the spring or fall. Children could learn the benefits of safe bicycling at an early
age plus potentially bring home information and encouragement to their parents too.
Re-establish public spaces and parks as destinations –
Other active transportation strategies won’t work in
Mahnomen County unless people feel safe walking or
biking to community destinations. To accomplish this,
public places and other destinations must be inviting,
and the common paths to these places need to feel
safe.
On the destination side of things, cities and local
groups can work together to make sure parks are
clean, safe, and inviting. These can include hosting
community events at parks and encouraging people to bike or walk there. This will both legitimize parks
as public destinations and encourage residents to bike or walk within town.
Coordinate with law enforcement to make biking and walking safer – Safety is a key issue regarding
biking or walking in Mahnomen County. Agencies such as city police, the county Sheriff’s office, and
tribal police should come together to address two issues. First, there needs to be consensus on rules of
the road for bikes and pedestrians and how they can be encouraged and taught. Second, the agencies
should come up with a plan to address key safety issues, such as stray dogs, that discourage people from
walking and biking in town.
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APPROACH: NORMAN COUNTY
Mapping as information and evaluation – Multiple residents of Norman County have suggested
mapping biking and pedestrian routes as a strategy, and there could be two great outcomes from this.
For one, city or countywide mapping of routes combined with community input could identify which
routes are safest, and which ones are used the most. Furthermore, a map, as part of a brochure or
handout, can inform people on where the safest and easiest routes are to bike and walk in the county.
Pursue a Safe Routes to School Plan – In Ada, the local school is in an excellent location to allow kids to
bike or walk to school. The local community, with the help of the NWRDC, could pursue a Safe Routes to
School Plan, identifying best routes to school and multiple strategies in promoting biking and walking for
school children. This is an easy first step in keeping children healthy and creating exposure for active
transportation.
Introduce issues of active transportation, especially in government agencies – Towns in Norman
County have ideal conditions for promoting active transportation. Towns are flat, compact, safe, have
low traffic, and active local organizations. Therefore biking and walking are naturally convenient and
safer than in other places.
One condition that could improve is a better understanding of biking and walking concerns by elected
officials and government staff. A champion of this project should start a regular dialogue with city and
county governments on the local strengths and opportunities in biking and walking. Hopefully through
this partnership, governments in the county will realize that small infrastructure improvements coupled
with events and encouragement can get more residents to bike and walk.
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APPROACH: POLK COUNTY
Create bicycle and pedestrian user groups – In many different towns, there are individuals that choose
to bike daily or walk to and from work. These are people that both know what current conditions are
like in their communities and would like to see conditions improve for active transportation.
These residents could form community or countywide bike/pedestrian groups that would be valuable to
many projects going forward. A unified group of bicyclists or pedestrians would have valuable
information for any local planning or engineering process. Furthermore, a group dedicated to active
transportation could easily support or host larger events concerning safety and encouragement. This
citizen group could encourage, educate, and advise residents.
Identify routes ideal for bike lanes or green lanes – This
project is actually a pair of strategies to address the need
for safe, visible places to bike. The first strategy requires
a plan to identify the best places to add lanes for
bicyclists. Decision-makers and engineers need to know
where people are currently biking and walking, plus the
destinations that residents are going to.
The second strategy is an implementation one. There are
a number of ways to designate that bikes can and should
use a street. Depending on traffic, posted speed, and
width of right-of-way, bike lanes, green lanes, bike
boulevards, or simple lane separation can work. The
trick is to find a bike lane that is visible, cost effective,
and safe relative to the street’s traffic and speed context.
Create local funding sources for future projects/project
matching funds – Residents in both Crookston and East
Grand Forks see a need for better streets and more work
in active transportation, but any improvements come
with a cost. The best way to fund small projects like
sidewalk installation or to compete for funding for larger
projects like trails is with a local funding source. Both
cities should find a way to dedicate funding for parks,
trails, and/or non-motorized improvements to increase
the chances of implementing projects in the future.
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APPENDIX 1: REGIONAL VISIONING EXERCISE
Scenario – The year is 2035 and the World Health Organization is coming to Minnesota to award Polk,
Norman, & Mahnomen the “Excellence in Active Transportation Award” for the great work that we have
done in building healthy communities that have inspired and enabled all Minnesotans and visitors to
incorporate physical activity into their daily lives. They are accompanied by reporters from various
newspapers, including local papers, the Star Tribune and the New York Times.
What is the headline of one of those articles?
What one picture would they use?
What is the article’s focus?
Responses in the form of newspaper headlines/abstracts were as follows:
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What does Active Transportation mean to you?
Feedback from the Active Transportation Kickoff Meeting, Feb 26th 2013
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Walking & biking
Integrating motorized & non-motorized transportation
Different mindsets concerning physical activity
Different non-motorized modes
Clean, connected infrastructure (sidewalks and trails)
Encouragement & Education
Safe and fun routes (separated & comfortable)
Making existing destinations accessible
Amenities (parking & signage) for bicyclists
Transportation for a purpose
Safety conflicts in design (TZD)
Funding priorities
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APPENDIX 2: REGIONAL STRATEGIES
Active Transportation Meeting # 2: May 2nd, 2013
Part of the second regional ATAP meeting was to come up with strategies that promote active
transportation, given what we already know about our counties. Participants each came up with at least
one idea for a strategy (which was written on easel paper), then participants voted on which strategies
could work in their respective counties.
Red dots – Polk County votes
Blue dots – Norman County
Green dots – Mahnomen County
This created the baseline for both strategies to pursue and ideas for local approaches in each county.
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