NORTH COUNTRY ACTIVE TRANSPORTATION UPDATE
July 2013
NORTH COUNTRY ACTIVE TRANSPORTATION UPDATE
CONTENTS
Acknowledgements....................................................................................................................................... 1
Introduction .................................................................................................................................................. 2
The North Country Region ........................................................................................................................ 2
Statement of Purpose ............................................................................................................................... 3
Executive Summary & Approach .............................................................................................................. 4
The Active Transportation Perspective ......................................................................................................... 5
How to plan for active transportation ...................................................................................................... 8
Updated Local Conditions ........................................................................................................................... 10
Lake of the Woods County ...................................................................................................................... 10
Clearwater County .................................................................................................................................. 13
Beltrami County ...................................................................................................................................... 15
Hubbard County ...................................................................................................................................... 18
Goals and Objectives in Active Transportation........................................................................................... 22
Updated Strategies ..................................................................................................................................... 24
Implementation .......................................................................................................................................... 33
Best implementation practices ............................................................................................................... 33
Common funding sources ....................................................................................................................... 35
Roles in implementation ......................................................................................................................... 36
Next Steps in Each County .......................................................................................................................... 37
Clearwater County .................................................................................................................................. 37
Hubbard County ...................................................................................................................................... 38
Beltrami County ...................................................................................................................................... 39
Lake of the Woods County ...................................................................................................................... 40
Regionally ................................................................................................................................................ 40
Appendix: Bicycle Friendly Community Self-Assessments.......................................................................... 42
NORTH COUNTRY ACTIVE TRANSPORTATION UPDATE
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.
Beltrami County
Linda Yourczek
Lori Jensen
John Winter
Active Living Bemidji
Josh Pearson
Diane Pittman
Donna Palevic
Muriel Gillman
Dillon Engel
Blackduck
Karen Elhard
Ryan Grow
Jeff Asfoor
Darlene Matthews
Clearwater County
Donna Schroeder
Annie Hall
Duane Hayes
Gwen Lavine-Brown
Jen Hecht
Al Rasmussen
Karen Gebhardt
North Country Active Transportation Update
Lake of the Woods County
Andrea Bringsjord
Michelle Brown
Joel Hanson
Tom Hanson
Tim Erickson
Lynda Annoreno
Melody Otto
Wendi Storbeet
Sherley Pepera
Curt Storm
Hubbard County
ReaAnn Mayer
Diane Brophy
Jill Dickinson
Leah Walters
Cal Johannsen
Ben Koppelman
Daryl Bessler
Barb Martin
Dan Walker
Regional
Josh Larson
Tony Walzer
Natalie Gille
Page 1
INTRODUCTION
THE NORTH COUNTRY REGION
Counties served by the North Country Health Board,
including each county seat.
North Country Active Transportation Update
Page 2
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 collaborated to create the North Country Health Board Active Living Plan in
2010 as a blueprint for promoting physical activity in the region. The 2010 plan lays out a collective
vision of what a healthier region could and should be like, plus it offers many strategies to promote
physical activity within communities. This active transportation plan will not rewrite this vision or any of
these strategies, but instead it will present a new angle on physical activity and health. Counties have
made progress on active living goals in the past 3 years, and this plan will reflect that. This plan also
contains new strategies, focused on promoting biking and walking as transportation, rather than just
recreational exercise.
The primary purpose of this strategic plan is to provide a “menu” of strategies that communities can use
to promote active transportation. 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 the North Country 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 available exercise option 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.
Since the regional planning effort in active living in 2010, each county in the North Country region has
made progress on promoting biking and walking as healthy activities. Some cities have been able to
build trails, connecting to parks, schools, and downtowns. Others are improving coordination between
local officials and health groups. Others still are hosting events that educate and encourage. Challenges
still remain in the region, including shrinking local budgets, educating everyone on the rules of the road,
and encouraging more people to try biking and walking as everyday transportation.
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, and the HRDC will work together closely to make our towns safer and
more convenient to bike or walk.
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THE ACTIVE TRANSPORTATION PERSPECTIVE
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:
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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.
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Approach using the 5 E’s
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 biking basics and the rules of the road?
Encouragement – Are there events that promote biking or walking? Do local organizations and
governments also promote active transportation?
Enforcement – Can local law enforcement properly enforce bicycle and pedestrian rules? Does
the city enforce a good active transportation strategy in their zoning ordinances?
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
specifically on daily 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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UPDATED LOCAL CONDITIONS
As part of the planning process for active living in 2010, the HRDC conducted strengths, weaknesses,
opportunities, & threats (SWOT) analysis for each county. This analysis provided an element of public
input into the assessment of current conditions related to active living. Because this analysis is so recent
and the topic so closely related to active transportation, the SWOT process for this plan focuses on
changes in conditions (strengths & weaknesses) and shifts in opportunities.
In the North Country region, every county has shown progress on implementing active living strategies
put forth in the 2010 Active Living Plan. The updated assessments for each county will highlight
progress and not necessarily reiterate information from 2010. For more SWOT assessment, see the
North Country Health Board Active Living Plan.
LAKE OF THE WOODS COUNTY
The biggest thing to happen in active
living/transportation since the last regional plan
is the addition of an east/west trail between the
school, Baudette, and Timbermill Park. After
the city and county completed the trail, the local
SHIP group created a city map, showcasing the
trail, park, and other bikeable and walkable
destinations. Through this planning process,
county residents have identified new concerns
and points of interest in active transportation as
next steps.
Strengths Update
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A new trail built by the county connects the school to the town of Baudette
Many destinations for biking and walking exist on one street (Main St.)
Baudette has a walking and biking map, showing easy connections to various parks and parts of
town
Strong partnerships already exist between public health, the city of Baudette, the school, and
the county
Many elected officials understand the benefits of active transportation and make considerations
towards active transportation in county development
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Weaknesses Update
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Trails and sidewalks are still not connected enough to be a continuous network for users
The trail to the school is indirect and therefore less convenient than it could be
Residents don’t always feel safe using the trails
Snow removal is a big issue on trails and sidewalks
Motorists’ “indifference” - pedestrians aren’t always getting the right of way in crosswalks
Current trails don’t have enough places to stop along the way (small parks, benches, or drinking
fountains)
Baudette’s Park & Trail Map, produced by the local SHIP group
Opportunities
Adding more trails, sidewalks, & striping – The city, public health, and other residents all understand
that improving bike and pedestrian infrastructure in key places will lead to a more complete
transportation network for all users. Each of these partners is receptive to the idea of adding more
trails, sidewalks, and/or striping on roads for bikes to make the non-motorized network better.
More destinations along the trails – The school trail has few stopping points between the edge of town
and the school. One proposal is to create a small park at the end of the trail with a Frisbee golf course
that could serve as a recreational destination. There is also an opportunity to add benches along
existing trails.
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Bike rack art – In an attempt to beautify bike parking in town, local groups would like to create bike rack
art by surrounding racks in colorful pattern of yarn or creating new, unique racks for different places.
This could both increase the visibility of biking as an activity and mode and become something unique
for the downtown.
Wayfinding signage – The city of Baudette is interested in creating wayfinding signage along their new
trail system. This would be a great way to both make the system more visible to residents and help
visitors find their way around town by walking or biking.
Bike connections from Baudette to nearby resorts – The city, county, and
resorts on the Rainy River could get together to promote a bicycle
connection between the resorts and the city. This longer-distance bike
connection could be an asset to both Baudette and resort visitors wanting
to bike more.
Attracting Canadian bicyclists – Residents have noticed that avid
bicyclists from Canada will cross into the US at Baudette to bike on some
of the roads and trails in the northern states. Baudette could benefit
from meeting with these groups of bicyclists and planning summer bike
events with them, as a way to increase visibility for active transportation.
Threats
State-owned roads – Main Street is also Minnesota Highway 11, owned and operated by the MN
Department of Transportation. Some in Baudette are concerned that improvements for bike and
pedestrian safety on this road may take too long or never happen at all, due to state bureaucracy. To
mitigate these fears, the local partners for active transportation should communicate their concerns
early and often to regional and state transportation planners.
More education needed for residents – Motorists, cyclists, and pedestrians could and should have a
better understanding of the rules of the road as they pertain to each other. MnDOT has a thorough set
of “Share the Road” information, but the greatest challenge will be to make this information available
and pertinent to local road and trail users.
Land acquisition – To complete some trails and other infrastructure, the county must buy land from
local property owners. This land acquisition can make a trail project even more expensive to complete,
plus it can also slow down or halt the process when land cannot be bought from local landowners.
Winter weather – Baudette can experience exceptionally cold temperatures in the winter, plus snow
piles up on trails and sidewalks. Keeping certain bike and walking routes clear of snow is costly, and all
the while the cold temperatures deter most people from being outside to bike and walk.
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CLEARWATER COUNTY
Improvements in active living have been largely focused in the town of Bagley. The school district has
completed a Safe Routes to School Plan and has hosted a “walk to school day”, where students learned
the benefits of daily walking as they walked to and from the school bus drop off site. For biking, the city
has installed new bike racks in key locations to start encouraging biking. Some in Bagley and Clearwater
County are hopeful for a major planning or infrastructure project to boost active transportation efforts.
Strengths Update
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Clearwater county’s SHIP
organization is willing to start
projects and plans related to biking
and walking
Downtown Bagley has new bike
racks, and residents are using them
Bagley schools are trying out
walking and biking events for the
students
The North Country scenic trail is an
additional way to stay active
Weaknesses Update
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Clearwater County has few regional paved biking trails, so access to regional parks is realistically
only by car
The County has no parks and trails plans yet for biking and walking
Information on biking and walking is not getting to residents
US Highway 2 in Bagley is dangerous to cross
Opportunities
Building a trail system – Many in the community believe that a recreational trail, especially around the
lake, will be both an asset to community members and a draw to visitors. Creating this asset for biking
and walking is a long process that starts with community planning and finding funding.
Street biking/walking events – Towns in Clearwater County have various events in the summertime
related to art, farmers markets, etc. One possibility would be to combine one of these events with an
North Country Active Transportation Update
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open streets event, allowing bicyclists and pedestrians full access to the street and showing residents
the benefits of such activities.
More bike racks at more destinations – Adding bike racks at businesses and downtown would make it
much more convenient to bike in the town of Bagley.
Redesign US 2 – One of the biggest barriers to both walking and biking in town is US Highway 2, which
runs through downtown Bagley. In particular, high traffic and large trucks make crossing the downtown
highway less safe. It would take a combined effort between the city, county, and MnDOT to make the
highway safer for everyone to cross.
Bagley in Clearwater County is adding crossing signs and improved curbs at key intersections
Threats
Slow pace of infrastructure projects – When state roads need adapting or a community wants a new
trail, these sorts of infrastructure projects can take a long time from start to finish. Beginning these
sorts of projects with a planning process is a useful first step for gaining public input, momentum, and
funding possibilities.
Land acquisition – Any infrastructure project that involves the construction of trails can become very
expensive due to buying up land. Any trail project out of Bagley or around the local lake would become
very expensive from land acquisition.
Cold and Snow – Winter weather makes it very difficult to promote biking and walking as viable
transportation options. Local groups will have to find ways to promote physical activity in winter.
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BELTRAMI COUNTY
The county has made some major strides in the past three years on promoting physical activity. Active
Living Bemidji has worked diligently with the city to promote physical activity and educate residents.
Also, Bemidji now has a bridge crossing for the Paul Bunyan Trail over the main road in town, and the
paved trail system is much larger than before. The current need is to extend these successes outside of
Bemidji to the rest of the county, and new projects starting in Blackduck and Kelliher may do just that.
Strengths Update

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More miles of trails in and around Bemidji, including the new Paul Bunyan Trail bridge
Better coordination between
organizations
Bemidji has a complete streets
resolution
Bemidji city staff and Beltrami County
staff are increasingly aware of active
transportation needs and concerns
Public perception of biking and
walking safety has improved
New Wellness Walking Routes
promote daily walking
Active transportation has a presence
outside of Bemidji—in Blackduck
Weaknesses Update

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The message of daily wellness may not be reaching all age groups
Personal financial barriers to owning bikes or equipment
Current biking system still has “spots to fix”
Local health groups want more coordination with BSU and Sanford
Lack of cross-cultural involvement to improve health
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Opportunities
Completing a county trails system – The Paul Bunyan Trail has created
a great base to the county trail system. To further promote biking and
physical activity, some groups are looking to add onto the trails in and
around Bemidji, ideally connecting to other towns in the county.
Educating more government staff – Much of the success in Beltrami
County has been due to public health groups partnering with city
agencies that understand the benefits of active living and active
transportation. An important next step could be further educating city
and county officials, so that more decision-makers will see the value in
planning and developing active transportation projects.
A bicycle & pedestrian inventory – The city of Bemidji is interested in
a bicycle and pedestrian inventory project, which will measure the
condition and accessibility of sidewalks, trails, and lanes in Bemidji.
This would be a great way to fix the weakest links in the nonmotorized system right away, and it could serve as a baseline
evaluation for future studies.
Safe Routes to School – Currently, two schools in the county (Blackduck and Kelliher) are participating in
Safe Routes to School planning projects. The goal is to provide strategies for each school that will make
it easier and more convenient for children to bike or walk to school.
Blackduck Active Living Alliance – This new
community group is interested in educating the
residents of Blackduck on proper street safety
and building the network of places that
residents can safely bike or walk to. The BALA is
also interested in evaluating current nonmotorized conditions in and around Blackduck.
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Threats
Taking action after planning - There is a concern that Bemidji and other communities in Beltrami County
may not be able to implement the active living projects they had planned for. It is true that not every
project is destined to be implemented, but consistent coordination between local groups, city, county,
region, and state will increase the chances that Beltrami County will “do what we say we’ll do.”
Wanting concrete results now – The success of earlier active living projects have raised the bar for local
expectations. Some projects, especially infrastructure ones, can take a long time to complete. To
ensure that there are regular improvements or successes in active transportation, the city and local
groups should keep pursuing short-term projects that work to promote the larger goals of active
transportation.
Main roadways are difficult to bike – Paul Bunyan Drive is particularly difficult to bike along or across,
due to traffic and minimal shoulder widths. This problem becomes larger because many destinations
people would like to bike to are along (or in between, in the case of the isthmus) this busy roadway. The
perception of safety along this road becomes a challenge in encouraging others to bike and walk daily.
Despite the cold and snow, the Brrrrmidji New Year’s Bike Ride is a great encouragement event, showing others
that biking is possible year-round.
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HUBBARD COUNTY
The county has many strengths with regard to active transportation, including the Heartland Trail,
multiple bicycle groups, strong planning efforts, and annual events and races. The biggest challenges
that Hubbard County faces are making Minnesota Highway 34 more bicycle and pedestrian friendly, and
combining active transportation work together into one cohesive approach.
With the help of SHIP, Itascatur, and the
Northwest Minnesota Foundation, the HRDC
was able to gather more in-depth analysis in the
county through the Active Living Hubbard
County grant. A different style of assessment
was done in this process, so the results are
categorized into strengths, opportunities, and
challenges below, instead of the traditional
SWOT format.
Strengths Update
Robust regional trail network—The 49 mile, paved Heartland Trail connects Park Rapids to Walker to
Cass Lake. The Heartland Trail also connects to the Paul Bunyan Trail, creating a regional network of
bicycle trails. In the warmer months, this network attracts bicycle tourists and encourages recreational
bicycling in Park Rapids and around Hubbard County.
Active living events—Organizations in Park Rapids have hosted bike to work days and bicycle rodeos.
The school in town even holds a student bike ride out to Dorset each year.
Many bike/ped destinations—Between the downtown, school, hospital, and multiple parks, Park Rapids
has many destinations that are within walking and
biking distance of each other. Outside of Park Rapids,
the Heartland Trail connects many towns to each
other, with only several miles between each town and
potential next destination.
Bicycle parking—Park Rapids has increased the
number of bike racks in the city, and is working to add
even more bike racks.
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Bike connectivity of regional significance—US 71 paved shoulder and signs toward Itasca State Park,
combined with established trails, is a good start towards a better regional biking network for both
residents and tourists.
Previous planning work – Park Rapids and the county have worked in the last several years with outside
consultants to create a number of plans related to parks, trails, sidewalks, and even Safe Routes to
School. When implemented by the city or county, these documents are providing additional
opportunities for new projects, built upon previous work in evaluation and community engagement.
Challenges Update
Bike/ped connectivity in city limits—While the city has destinations that are within biking and walking
distance of each other, bike & pedestrian connectivity is still a weakness. Some streets do not have
sidewalks, and bicyclists do not feel safe on the busiest roads. The city of Park Rapids is working on
making more streets and highways bicycle and pedestrian friendly, but there is still a ways to go.
State Highway 34—This is the main road bisecting Park Rapids, and MnDOT recently expanded it to 5
lanes of traffic (2 lanes each way and a left turn lane). Despite the bike lane and sidewalks, bikers do not
feel safe due to the speed and proximity of the traffic, and walking is compromised by the sidewalk’s
proximity to automobile lanes and lack of controlled pedestrian crossings.
Also, Highway 34 acts as a barrier to paths between many destinations (for example, getting from the
downtown to Heritage Parks requires crossing the highway), and it offers the most direct way for all
modes of transportation to get to businesses on the east side of town. One of Park Rapids’ challenges
will be to make Highway 34 safer to cross and navigate for pedestrians and bicyclists.
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Educating the rules of the road (and trail)—Residents identified a weakness in the general
understanding of the rules of the road and trail. Auto drivers should understand how to interact with
bikers and walkers, plus understand what they must do to increase safety for everyone (slow down and
pay attention are the basics). However, bicyclists and pedestrians must also understand what they
should and should not do on the road and trail (obey stop signs, be visible, etc.). An education effort for
all would be needed to address this challenge, including promoting helmet use for bicyclists.
Affordability of bikes—Good bicycles are expensive and not readily available to those with lower
incomes. Access to bicycles should be addressed by a local group or champion.
Lack of bike facilities—There still aren’t enough bike racks at key destinations in town to meet the
needs of those who would like to take trips by bicycle.
Opportunities
Bicycle and Pedestrian events—
Groups in Park Rapids are interested
in continuing bike to work days and
bicycle rodeos, as well as coming up
with new events that promote the
benefits of biking and walking
regularly.
Creating a partnership with Shifting
Gears in Bemidji—Shifting Gears is
an organization that has been
successful in fixing and providing bicycles (and helmets) to those in need. Shifting Gears has also
provided maintenance expertise, safety classes, and free events to those interested in bicycling. Since
the cost of buying and maintaining a bike is a challenge to many, one way to face this challenge would
be to partner with Shifting Gears or start a similar organization that would help teach and provide for
lower-income individuals.
Safety training and incentives for children—It is good to teach bicycle safety at a young age, so some at
the school district were eager to start programs aimed at promoting safe biking, walking, and physical
activity in general. One idea unique to Park Rapids is that law enforcement could “catch” children biking
safely and wearing helmets and hand out coupons to the local Dairy Queen as a reward for safe
behaviors.
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Knowledgeable law enforcers and LCIs—To make
sure that motorist, pedestrians, and bikers know the
rules of the road, it is important that local law
enforcement know rules pertaining to driving and
bicycling to enforce them correctly. There is an
opportunity to keep local police officers up to date on
biking safety rules and issues. Additionally, the
Minnesota Bicycle Alliance can train residents to
become League Cycling Instructors, increasing
community knowledge on best practices for biking on
and off roads.
Heartland Trail head realignment—The city of Park Rapids is currently working to move the head (start)
of the Heartland Trail from its current location at Highway 34 and Burger King to a location closer to
downtown. This presents an opportunity to improve bike/ped connectivity in and around downtown
and create a safer crossing for pedestrians across State Highway 34.
Bike renting/sharing—Because Park Rapids attracts visitors who like to bike around town and around
the area, a bike renting or sharing program could work very well, particularly in the summer months.
How formal of a program it might be is still to be determined, but the idea and the opportunity exist.
A non-motorized guidance document – Through Active Living Hubbard County, the HRDC is providing
the city additional support in a new (currently unnamed) guidance document. This can be an
opportunity to start projects, large and small, that will make the greatest improvements for active
transportation in and around town.
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GOALS AND OBJECTIVES IN ACTIVE TRANSPORTATION
The North Country region first established a long-term vision to promote physical activity in 2010. The
vision for active living remains unchanged for active transportation.
Through deliberate, collective action, the North Country region will be a place:





where there exists a mutual respect among all modes of transportation
that is as accessible for bicyclists and pedestrians as it is for motor vehicles
where physical activity is safe, easy, accessible, and a common occurrence for residents
that has strong connections – allowing people to comfortably navigate to and from destinations
in communities
where children can safely walk and bicycle to school
The HRDC has identified 6 main goals in developing active transportation at a local level. These goals
are meant as a complement to the goals laid out in the North Country Active Living Plan in 2010. 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.
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Objective 2.3: Residents have secure, convenient options for bicycle parking.
Objective 2.4: Residents are able to use active transportation year-round.
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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UPDATED 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
them 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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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:






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:




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.
The HRDC 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.
ROLES IN IMPLEMENTATION
For any stage of implementation, the HRDC is available to:







carry out planning processes
organize local groups
assist in securing funds at various levels
work as technical experts
facilitate regional groups
follow-up on planned projects
inform towns of new opportunities for events/planning/other projects
With this regional framework in place, the HRDC is dedicated to helping communities find strategies that
work for them.
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NEXT STEPS IN EACH COUNTY
The following are potential projects or approaches (at least one per county) that would work well as
next steps to promote active transportation. These projects are suggestions, and in each one, the HRDC
can assist to some degree in implementation. Also note that these are not necessarily the only projects
in each county, but ones that already have identified momentum from the regional planning process.
CLEARWATER COUNTY
Bagley—A Non-motorized Transportation Plan that includes trail options
Currently, Clearwater County is the one remaining county in the North Country Region without a guiding
document on trails, parks, or active transportation. Due to growing interest in trails and
bicycle/pedestrian safety in Bagley (the largest town in Clearwater County, a non-motorized
transportation plan would be an important first step for the next several years. This plan would
combine public input with current conditions to identify the best strategies in making biking and walking
safer. The plan would also start the trail planning process, giving Bagley the necessary evaluation and
input needed for outside funding sources.
Next Steps:
1.
2.
3.
4.
Form a planning group of interested individuals, and appoint a champion
Reach out to city officials, explaining the need and importance of the project
Bagley, the HRDC, and the planning group should map out the process
Over the next several month, all three groups will be involved in gathering community input and
evaluating biking and walking conditions
5. The HRDC will complete an action plan for the city to follow
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HUBBARD COUNTY
Park Rapids—Organize a Bike/Walk Park Rapids group to coordinate events & education and advocate
for needed infrastructure improvements
As mentioned before, the greatest strengths in active transportation in and around Park Rapids are the
local wellness and bicycling groups. These groups host a number of events and encouragement
opportunities, but occasionally certain groups are unaware of events and rides hosted by others. A
unified Bike/Walk Park Rapids group could organize new events and assist in coordinating existing ones.
This could ensure that groups aren’t duplicating the
efforts of other groups, plus a new group could fill in
any identified gaps in bicycle and pedestrian
education.
A secondary goal of this group could be to create a
stronger voice for bicyclists and pedestrians in local
government. In the past several years, Park Rapids
has planned for biking/trail/sidewalk improvements,
but a single, knowledgeable active transportation
group could support these plans and change them
from plans to new projects over the next few years.
Next Steps:
1. Form a volunteer group of those interested in biking or walking more in the city of Park Rapids
2. Establish group goals and appoint a group leader
3. Reach out to local bike clubs, wellness groups, the school, and Northern Cycle to learn more
about events and encouragement
4. Set up educational and encouragement events such as TS 101 or open streets
5. Meet regularly with the city planner for updates on active transportation projects and
information from previous plans
6. When applicable, advocate for identified signage, striping, sidewalks, or safety improvements in
Park Rapids street projects.
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BELTRAMI COUNTY
Bemidji— Create a bicycle and pedestrian inventory
Both the city and the HRDC have already identified this as an important project. The goal of this project
is to create a very detailed assessment of trail, street pavement, striping, and sidewalk conditions in
town. This detailed evaluation will serve two purposes: to guide new strategies in bicycle and
pedestrian infrastructure, and as a base set of data to measure and compare future progress in
encouraging biking and walking.
Next Steps:
1. The HRDC and Bemidji will work together to create project concept and parameters
2. The HRDC, Bemidji, and other partners will share the work of measuring network connectivity
and street and sidewalk conditions
3. Re-evaluate Bemidji’s active transportation infrastructure projects over the next several years
4. Establish a date for follow-up evaluation
Blackduck—organize the Blackduck Active Living Alliance for future evaluation (a non-motorized plan)
and encouragement
Residents of Blackduck also see a need in planning for active transportation, and they have organized
the Blackduck Active Living Alliance to assist in local planning efforts. Currently, the alliance is working
to conduct bike and walk audits for use in an action plan to guide biking and walking strategies. The
BALA would also like to serve as the educational and encouragement organization in town, sharing rules
of the road information, explaining the benefits of active living, and encouraging more residents to bike
and walk.
Next Steps:
1. The BALA will create clearly established goals
2. The BALA, HRDC, and BikeMN will work together to create bicycle and pedestrian audits
3. The HRDC and BALA can combine these audits with community input to create a bicycle &
pedestrian action plan
4. The BALA will also promote road education and bike/ped encouragement in and around
Blackduck
5. After the bicycle & pedestrian planning process, the BALA can re-establish priorities and next
steps to promote active transportation locally
6. Communicate regularly with county engineering and the DNR with regard to trail & highway
improvements around Blackduck and Blackduck Lake
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LAKE OF THE WOODS COUNTY
Baudette—signage and pavement marking identified as next needs
Through recent evaluation work in Baudette, bicyclists and other residents found that additional “share
the road” signage and pavement markings on city streets could work very well to make biking safer. The
best way to implement signage and markings would start with a simple partnership with public works
and interested residents to identify a few roads that could use improvements the most. If the
partnership works well, this process may be repeatable in subsequent years.
Next Steps:
1. The city, HRDC, and local partners can perform a short audit to identify streets with the greatest
need for signage/pavement markings
2. Using the Baudette Trails Plan and this audit, the city and partners can identify streets and
crossings to improve over the next three years
3. Baudette secures funds and a timeframe for the improvements
4. All partners set a date to re-evaluate after improvements are made
REGIONALLY
A Small Towns Bicycle & Pedestrian Toolkit
During the regional planning process, one topic that came up more than once was the desire to bring
biking and walking strategies to the very smallest towns in the region. It would not be financially
feasible for towns this size to each have their own plan, but a “small towns toolkit” could provide
strategy and implementation advice that has worked in rural areas. The HRDC could find what has
worked for biking and walking in other small towns and merge those tools with ones that residents
would really like to see.
Next Steps:
1. Individuals from multiple small towns (<500 people) come forward in support of this plan
2. These leaders organize a concept and plan structure with the HRDC
3. The HRDC puts on a “best practices” workshop in each town, with opportunities for public input
built in
4. The HRDC also meets with local or county governments to determine what active transportation
strategies can work
5. The HRDC produces a toolkit with strategies that can be used by any small town across the
region.
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APPENDIX: BICYCLE FRIENDLY COMMUNITY SELF-ASSESSMENTS
Three communities in the North Country Region conducted BFC Kickoff meetings with the help of the
HRDC and the Minnesota Bicycle Alliance. The following are results and comments from the BFC selfassessments during kickoff meetings.
Park Rapids
-“Rodeo” refers to the bicycle rodeo that Century School has hosted in years past
-Engineering was weak, mainly because of the difficulty to cross or ride along MN 34
-Evaluation also needs community support (advocacy for specific projects) to better implement
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Blackduck
-There were no active bicycle groups (advisory or advocacy), but one formed as a result of the meeting.
-Residents would like to see a TS 101 course hosted within the next year.
-Community is too small to have certain evaluation programs, but the county has some of them.
-Overall, there weren’t enough “Yes” votes to pursue BFC status at that time, but residents would like to
work towards the award.
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Baudette
-Canadian groups host their own bike rides around Baudette in the summer.
-There is no formal bike education in town, but the local school has done walk to school days.
-Overall, signage, paint, education, and a need to keep evaluating were top issues.
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