Professional Documents
Culture Documents
JULY 2022
City of Rochester Active Transportation Plan
DRAFT
ACKNOWLEDGMENTS
2
Executive Summary
DRAFT
EXECUTIVE SUMMARY
Introduction Vision and Goals
An active transportation plan examines The project steering committee (PSC), City
what it is like to get around in a community staff, and project team worked together
by using human-powered modes of to create the plan’s vision statement:
transportation (primarily walking and
Active transportation provides equitable
biking), and develops recommendations for
freedom of movement. Walking and
improvement. It guides future investments
bicycling in the City of Rochester are
in places to walk and bike.
primary modes of transportation that are
The City of Rochester created this safe, convenient, and enjoyable.
Active Transportation Plan to update
The goals guiding the plan are:
the 2012 Rochester Area Bicycle Master
Plan. Rochester has changed in terms of • Health: Invest in comfortable and
population, land use, and transportation enjoyable places for people of all ages
options since the 2012 plan was adopted. and abilities to walk and bike with
Recognizing those changes and dignity year-round, especially in equity
priority areas.
anticipating future change, this Active
Transportation Plan identifies strategies • Equity: Invest in equity priority areas
based on residents’ needs and desires.
and transportation improvements to
Center equity in all parts of the project
foster a safe and healthy community process and maintain a focus of
with accessible connections between rectifying current and present inequity.
businesses, neighborhoods, schools, and
• Safety: Center active transportation
other destinations. safety in all plans, policies, and
investments.
3
City of Rochester Active Transportation Plan
DRAFT
4
Executive Summary
DRAFT
Figure 1. Vision for the All Ages and Abilities Bicycle Network
COUNTY RD 3 NW
31 AVE NW
NETWORK £
52
PRIORITIZATION 75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
AY
I NW
BANDEL RD NW
65 ST NW PRAI R D
DW
ACTIVE TRANSPORTATION
W RIVER R
60 AVE NW
OA
PLAN
BR
South Fork
Zumbro River
55 ST NW
Existing facility, upgrade
NE
Essex
22 AVE NW
Park
likely not needed
E RIVER RD
Northern 48 ST NE
Hills Golf
Existing facility, repaving
50 AVE NW
Course
potentially needed 41 ST NW
37 ST NW 37 ST
Existing facility, AAA upgrade NE
NORTHE R N
W
VAL E CIR
potentially needed
RIV
CL
9 AVE N
LE
VALLEYHIGH RD NW ED
W CIR
ER
R
New AAA Facility
YH
E
RD N
IG
PK
NE
A
VA VIOL
H
KR-7
CLE D
WY N
KR-6 ON HIL
DR
Reservoir
LL
Reservoir EY
LS
E LT
NW
W
19 ST NW R DR
R N
D
NW E
£
NW
14
1 4 ST NE
7 S T NW Silver Lake Quarry Hill
7 ST NE Nature Center
3 ST N W Cascade
Lake
NTRY CLUB R CENTER ST E
DR SE
C OU DW COLLEGE VIEW RD E
23 AVE SW
2 ST SW 4 ST SE
6 ST SW
W CI R C
6 ST SE
E
Soldiers
COLL EG
8 1/2 ST SE
3 AVE SE
8 AVE SE
Memorial
LE
FOX
VALLEY Field £
14
60 AVE SW
DR
R
D
SW
SW
MA
RD Bamber SW IO
B ROADW
R
LE Zumbro Lake N
DOWNTOWN INSET MAP SA South
16 ST SE RD
SE
M AY
11 A
Park 20 ST SW 20 ST SE
OW
EL OO D RD SW
VE SE
AY AVE S
TO
N
HI
LLS
DR £
52 PIN
EW
3 AVE NW
O OD
W
NW
D 15 SW
RD
18 AVE S W
RD S
SE
11 AVE NE
AS
SI
EY
SI 30 ST SE
LL
YR
£ DR
VA
63 NW
£
COUNT
13 S T NW 14 ST NE 63
BAMBER
14 ST NW
BROADWAY AVE N
11 AVE NW
40 ST SW 40 ST SE
4 AVE NW
E
Sil
R LAKE DR N
ver Lake
45 ST SE
7 ST NW
48 ST SW 48 ST SE Gamehaven
CI 7 ST NE Reservoir
VI
C
C ENTER DR NW
VE
ST BRIDGET RD SE
W SIL
55 ST SE
SIMPSON RD S E
16 AVE NW
6 AVE NW
CENTER ST W CENTER ST E
16 AVE SW
11 AVE SW
11 AVE SE
COUNTY RD 8 SW
2 ST SW
Y RD 16 SE
South Fork COUN C OUNT
Zumbro River TY R
D1
£
52
4 ST SW 4 ST SE 6
SW
W
¥
90
L C DR S
COUNTY RD 1 SE
Bear
4 AVE SW
BROADWAY AVE S
3 AVE SW
Creek
W 6 ST SW 6 ST SE
3 AVE SE
18 AVES
Root
COUNTY RD 20 SE
8 AVE SE
River
6 AVE SW
Soldiers Park
£
14
Memorial
Field
9 ST SE North Branch
Root River
HWY 30 SW
£
63
0 1 2 MILES
5
DRAFT
TABLE OF CONTENTS
DRAFT
APPENDIX B: TECHNICAL
02 CONTEXT ANALYSIS
Community Engagement 15
Existing Conditions 2
Existing Conditions 17
Planning & Policy Context 20
APPENDIX C: IMPLEMENTATION
RESOURCES
03 RECOMMENDATIONS
Shared Micromobility 2
Street and Trail Improvements 24 Cost Estimates 6
Process & Policy Recommendations MultiModal Street Cross Sections 12
32
01
INTRODUCTION
Introduction
DRAFT
TRANSPORTATION
50,000 new jobs by 2040. Projections
estimate a resulting increase in vehicle
PLAN? miles traveled by approximately 50%.
Limitations such as adherence to compact
growth patterns, and constraints to
An active transportation plan examines capacity for roadway expansions, as well
what it is like to get around in a community as an expected 70% increase in downtown
by using human-powered modes of employment, will require new solutions and
transportation (primarily walking and means by which people move about the
biking), and develops recommendations for city. Rochester cannot maintain current
improvement. It guides future investments commute patterns and accommodate city
in places to walk and bike. growth projections.
An active transportation plan creates a Historically, our roads have been designed
space for community members, public to prioritize the efficient movement of
agency staff, and elected officials to automobiles, typically at the expense of
come together to answer questions like: the safety and comfort of transit users,
How can we make streets safer? How can pedestrians, and bicyclists. Safe and
we make it easier for more people to walk convenient bicycle and pedestrian travel
or bike to get where they need to go? How is vital to the community’s quality of life,
can our transportation system support economy, public health, and resiliency.
local businesses and adapt to changing Active transportation facilities serve
technology and travel habits? many users in the community—for many
9
City of Rochester Active Transportation Plan
DRAFT
10
Introduction
DRAFT
The project steering committee (PSC), City Equity: Invest in equity priority areas
based on residents’ needs and desires.
staff, and project team worked together
Center equity in all parts of the project
to create the plan’s vision statement: process and maintain a focus of
rectifying current and present inequity.
Active transportation provides equitable
• Study and eliminate existing disparities
freedom of movement. Walking and
related to the ease and enjoyment of
bicycling in the City of Rochester are using active transportation in Rochester
primary modes of transportation that are
• Use MnDOT tools for identifying walking
safe, convenient, and enjoyable.
and bicycling priority areas; focus
investment on meeting the needs of
Goals and Objectives people living in high priority areas for
Project goals were shaped by: rectifying inequities
11
City of Rochester Active Transportation Plan
DRAFT
12
Introduction
DRAFT
Equity priority Areas with high concentrations of people who are not white, have
areas limited English speaking ability, are seniors, lack a vehicle, identify
as having a disability, and/or have low incomes
All Ages and Bicycle trails and on-street lanes designed to be comfortable to a
Abilities bicycle range of bicyclists, including children, seniors, women, people with
facilities disabilities, people moving goods or cargo, people of color and low-
income riders
13
DRAFT
02
CONTEXT
Context
DRAFT
15
City of Rochester Active Transportation Plan
DRAFT
16
Context
DRAFT
17
City of Rochester Active Transportation Plan
DRAFT
18
Context
DRAFT
ACTIVE
COUNTY RD 3 NW
31 AVE NW
TRANSPORTATION £
52
DEMAND
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
55 ST NW
CONCENTRATION OF
NE
Essex
DESTINATIONS
22 AVE NW
Park
E RIVER RD
Northern
48 ST NE
Hills Golf
Highest Course
50 AVE NW
41 ST NW
Lowest
37 ST NW 37 ST
NE
NORTHE R N
W
VAL E CIR
RIV
CL
VALLEYHIGH RD NW ED
LE
W CIR
ER
R
Y
D NE
HI
AR
PK
NE
KR-7 N HILLS D VA VIOL
GH
WY N
KR-6
CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir W W Y
DR
N
19 ST NW N E
R NW
£ 14 14
ST N E
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
Bamber 16 S 16 ST SE RI
MR
A
T SW ON
LE Zumbro Lake
SA 11 A RD
BROAD
South Park
W
S
RD SE
V
D 20 ST SW 20 ST SE
E SE
O
MAYO W O
WAY AVE S
£
52 PIN
E WO
OD R
W
D 15 SW
DS
18 AVE S W
RD S
E
EY
30 ST SE
LL
YR
£
VA
63
COUNT
BAMBER
40 ST SW 40 ST SE
45 ST SE
48 ST SW 48 ST SE Gamehaven
Reservoir
ST BRIDGET RD SE
55 ST SE
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
COUNTY RD 8 SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
W
¥
90
L C DR S
COUNTY RD 1 SE
COUNTY RD 20 SE
Root River
Park
HWY 30 SW
0 1 2 MILES
£
63
19
City of Rochester Active Transportation Plan
DRAFT
20
Context
DRAFT
21
DRAFT
03
RECOMMENDATIONS
Recommendations
DRAFT
23
City of Rochester Active Transportation Plan
DRAFT
24
Recommendations
DRAFT
PEDESTRIAN
COUNTY RD 3 NW
31 AVE NW
NETWORK £
52
PRIORITIZATION
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
AY
I NW
BANDEL RD NW
65 ST NW PRAI R D
DW
ACTIVE TRANSPORTATION
W RIVER R
60 AVE NW
OA
PLAN
BR
South Fork
Zumbro River
55 ST NW
PEDESTRIAN NETWORK
NE
Essex
PRIORITIZATION RESULTS
22 AVE NW
Park
E RIVER RD
0-1 (Lowest) Northern 48 ST NE
Hills Golf
50 AVE NW
1-2 Course
2-3 41 ST NW
3-4 37 ST NW 37 ST
NE
NORTHE R N
W
4-5 VAL E CIR
RIV
CL
9 AVE N
5-6
LE
VALLEYHIGH RD NW ED
W CIR
ER
R
YH
6-7 E
RD N
IG
PK
NE
A
VA VIOL
H
7-8 KR-7
CLE D
WY N
KR-6 ON HIL
DR
Reservoir
LL
8-9 Reservoir EY
LS
E LT
NW
W
19 ST NW R DR
R N
D
9-10 (Highest) NW E
£
NW
14
1 4 ST NE
7 S T NW Silver Lake Quarry Hill
7 ST NE Nature Center
3 ST N W Cascade
Lake
NTRY CLUB R CENTER ST E
DR SE
C OU DW COLLEGE VIEW RD E
23 AVE SW
2 ST SW 4 ST SE
6 ST SW
W CI R C
6 ST SE
E
Soldiers
COLL EG
8 1/2 ST SE
3 AVE SE
8 AVE SE
Memorial
LE
FOX
VALLEY Field £
14
60 AVE SW
DR
R
D
SW
SW
MA
RD Bamber SW IO
B ROADW
R
LE Zumbro Lake N
DOWNTOWN INSET MAP SA South
16 ST SE RD
SE
M AY
11 A
Park 20 ST SW 20 ST SE
OW
EL OO D RD SW
VE SE
AY AVE S
TO
N
HI
LLS
DR £
52 PIN
EW
3 AVE NW
O OD
W
NW
D 15 SW
RD
18 AVE S W
RD S
SE
11 AVE NE
AS
SI
EY
SI 30 ST SE
LL
YR
£ DR
VA
63 NW
£
COUNT
13 S T NW 14 ST NE 63
BAMBER
14 ST NW
BROADWAY AVE N
11 AVE NW
40 ST SW 40 ST SE
4 AVE NW
E
Sil
R LAKE DR N
ver Lake
45 ST SE
7 ST NW
48 ST SW 48 ST SE Gamehaven
CI 7 ST NE Reservoir
VI
C
C ENTER DR NW
VE
ST BRIDGET RD SE
W SIL
55 ST SE
SIMPSON RD S E
16 AVE NW
6 AVE NW
CENTER ST W CENTER ST E
16 AVE SW
11 AVE SW
11 AVE SE
COUNTY RD 8 SW
2 ST SW
Y RD 16 SE
South Fork COUN C OUNT
Zumbro River TY R
D1
£
52
4 ST SW 4 ST SE 6
SW
W
¥
90
L C DR S
COUNTY RD 1 SE
Bear
4 AVE SW
BROADWAY AVE S
3 AVE SW
Creek
W 6 ST SW 6 ST SE
3 AVE SE
18 AVES
Root
COUNTY RD 20 SE
8 AVE SE
River
6 AVE SW
Soldiers Park
£
14
Memorial
Field
9 ST SE North Branch
Root River
HWY 30 SW
£
63
0 1 2 MILES
25
City of Rochester Active Transportation Plan
DRAFT
26
Recommendations
DRAFT
Figure 8. Vision for the All Ages and Abilities Bicycle Network
COUNTY RD 3 NW
31 AVE NW
NETWORK £
52
PRIORITIZATION 75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
AY
I NW
BANDEL RD NW
65 ST NW PRAI R D
DW
ACTIVE TRANSPORTATION
W RIVER R
60 AVE NW
OA
PLAN
BR
South Fork
Zumbro River
55 ST NW
Existing facility, upgrade
NE
Essex
22 AVE NW
Park
likely not needed
E RIVER RD
Northern 48 ST NE
Hills Golf
Existing facility, repaving
50 AVE NW
Course
potentially needed 41 ST NW
37 ST NW 37 ST
Existing facility, AAA upgrade NE
NORTHE R N
W
VAL E CIR
potentially needed
RIV
CL
9 AVE N
LE
VALLEYHIGH RD NW ED
W CIR
ER
R
New AAA Facility
YH
E
RD N
IG
PK
NE
A
VA VIOL
H
KR-7
CLE D
WY N
KR-6 ON HIL
DR
Reservoir
LL
Reservoir EY
LS
E LT
NW
W
19 ST NW R DR
R N
D
NW E
£
NW
14
1 4 ST NE
7 S T NW Silver Lake Quarry Hill
7 ST NE Nature Center
3 ST N W Cascade
Lake
NTRY CLUB R CENTER ST E
DR SE
C OU DW COLLEGE VIEW RD E
23 AVE SW
2 ST SW 4 ST SE
6 ST SW
W CI R C
6 ST SE
E
Soldiers
COLL EG
8 1/2 ST SE
3 AVE SE
8 AVE SE
Memorial
LE
FOX
VALLEY Field £
14
60 AVE SW
DR
R
D
SW
SW
MA
RD Bamber SW IO
B ROADW
R
LE Zumbro Lake N
DOWNTOWN INSET MAP SA South
16 ST SE RD
SE
M AY
11 A
Park 20 ST SW 20 ST SE
OW
EL OO D RD SW
VE SE
AY AVE S
TO
N
HI
LLS
DR £
52 PIN
EW
3 AVE NW
O OD
W
NW
D 15 SW
RD
18 AVE S W
RD S
SE
11 AVE NE
AS
SI
EY
SI 30 ST SE
LL
YR
£ DR
VA
63 NW
£
COUNT
13 S T NW 14 ST NE 63
BAMBER
14 ST NW
BROADWAY AVE N
11 AVE NW
40 ST SW 40 ST SE
4 AVE NW
E
Sil
R LAKE DR N
ver Lake
45 ST SE
7 ST NW
48 ST SW 48 ST SE Gamehaven
CI 7 ST NE Reservoir
VI
C
C ENTER DR NW
VE
ST BRIDGET RD SE
W SIL
55 ST SE
SIMPSON RD S E
16 AVE NW
6 AVE NW
CENTER ST W CENTER ST E
16 AVE SW
11 AVE SW
11 AVE SE
COUNTY RD 8 SW
2 ST SW
Y RD 16 SE
South Fork COUN C OUNT
Zumbro River TY R
D1
£
52
4 ST SW 4 ST SE 6
SW
W
¥
90
L C DR S
COUNTY RD 1 SE
Bear
4 AVE SW
BROADWAY AVE S
3 AVE SW
Creek
W 6 ST SW 6 ST SE
3 AVE SE
18 AVES
Root
COUNTY RD 20 SE
8 AVE SE
River
6 AVE SW
Soldiers Park
£
14
Memorial
Field
9 ST SE North Branch
Root River
HWY 30 SW
£
63
0 1 2 MILES
27
City of Rochester Active Transportation Plan
DRAFT
28
Recommendations
DRAFT
Figure 9. Prioritization Results for the All Ages and Abilities Bicycle Network
29
City of Rochester Active Transportation Plan
DRAFT
Figure 10. All Ages and Abilities Bicycle Network Near Term Projects
*Note: projects
are numbered in no
particular order
30
Recommendations
DRAFT
31
City of Rochester Active Transportation Plan
DRAFT
32
Recommendations
DRAFT
33
City of Rochester Active Transportation Plan
DRAFT
34
Recommendations
DRAFT
35
City of Rochester Active Transportation Plan
DRAFT
36
Recommendations
DRAFT
37
DRAFT
DRAFT
APPENDIX A: ENGAGEMENT
SUMMARY
DRAFT
PUBLIC
ENGAGEMENT
PHASE 1
Appendix A: Engagement Summary
DRAFT
Residents and visitors had the opportunity • Home ownership: Of those who
reported home ownership status, home
to share ideas via a post-it note board,
owners were overrepresented in the
bean counting game, and/or informal survey, with 87% of respondents owning
interviews, depending on the type of their home. 66% of homes in Rochester
event. Regardless of the format, a central are owner occupied.
question was posed to individuals at each • County of origin: Of those who
event: .What would make you more likely to reported a country of origin, people
bike or walk somewhere in the city? who were born in the United States
4
Appendix A: Engagement Summary
DRAFT
5
City of Rochester Active Transportation Plan
DRAFT
6
Appendix A: Engagement Summary
DRAFT
Daily or A Few
Bike Times Per Week
Rarely or A Few
Times Per Month
Transit
Never
Drive
Carpool
Thirty
percent
Motorcycle or
Scooter
7
City of Rochester Active Transportation Plan
DRAFT
8
Appendix A: Engagement Summary
DRAFT
9
City of Rochester Active Transportation Plan
DRAFT
10
Appendix A: Engagement Summary
DRAFT
WEBMAP
COUNTY RD 3 NW
31 AVE NW
COMMENTS £
52
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
55 ST NW
WEBMAP BARRIERS AND
NE
Essex
DESTINATIONS
22 AVE NW
Park
E RIVER RD
Northern
48 ST NE
Hills Golf
Suggestion with >20 likes or Course
50 AVE NW
>1 response 41 ST NW
Other Suggestion 37 ST NW 37 ST
NE
NORTHE R N
WR
VAL E CIR
WEBMAP ROUTES CL
IVE R
VALLEYHIGH RD NW ED
LE
W CIR
R
Suggestion with >20 likes or
Y
NE
HI
A RD
PK
NE
KR-7 N HILLS D VA VIOL
GH
>1 response
WY N
KR-6
CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir Y
Other Suggestion W
W
DR
N
19 ST NW N
R NW E
£
14 14
ST NE
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
R Bamber 16 S 16 ST SE RI
A
EM Zumbro Lake T SW ON
L
SA
11 A
RD
BROAD
South Park
W
S
RD SE
V
D 20 ST SW 20 ST SE
E SE
O
MAYO W O
WAY AVE S
£
52 PIN
E WO
OD R
W
D 15 SW
DS
18 AVE S W
RD S
E
EY
30 ST SE
LL
YR
£
VA
63
COUNT
BAMBER
40 ST SW 40 ST SE
45 ST SE
48 ST SW 48 ST SE Gamehaven
Reservoir
ST BRIDGET RD SE
55 ST SE
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
COUNTY RD 8 SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
W
¥
90
L C DR S
COUNTY RD 1 SE
COUNTY RD 20 SE
Root River
Park
HWY 30 SW
0 1 2 MILES
£
63
11
City of Rochester Active Transportation Plan
DRAFT
12
Appendix A: Engagement Summary
DRAFT
14
Appendix A: Engagement Summary
DRAFT
15
DRAFT
PUBLIC
ENGAGEMENT
PHASE 2
Appendix A: Engagement Summary
DRAFT
Engagement activities are structured Vision for an All Ages and Abilities
in two phases. The goals of Phase 1 (AAA) Bicycle Network, and the draft
engagement for the project are to invite AAA network prioritization results. The
feedback on draft recommendations, majority of survey respondents felt that
trade-offs, project prioritization, and the prioritization results for both the
implementation action steps. Pedestrian and AAA Bicycle Networks
definitely or mostly accurately reflected
This memo summarizes Phase 2, beginning the areas that are most important for
by outlining opportunities for public input walking and bicycling improvements.
on the plan. These included listening Nearly 80% of those who bike or want to
sessions and a survey with online bike said they will be able to reach all or
interactive maps. most places they want to go when the
AAA Bicycle Network is fully built. Public
Members of the public were asked to
feedback in listening sessions and at
review maps showing the draft walking
community events was also generally
network prioritization results, the draft
supportive of the Plan.
17
City of Rochester Active Transportation Plan
DRAFT
18
Appendix A: Engagement Summary
DRAFT
19
City of Rochester Active Transportation Plan
DRAFT
20
Appendix A: Engagement Summary
DRAFT
Figure 6. Interactive All Ages & Abilities Bicycle Network Map included in Phase 2 Survey
21
City of Rochester Active Transportation Plan
DRAFT
I bike at
least once Key
a week
year-round It is currently easy
(59) for me to reach
_____ of the
I bike at least places I want to go
once a week in Rochester by
in warmer bicycle
months (95)
All
I bike
occasionally Most
(30)
Some
I don’t currently
None
bike, but I am
interested in
riding a bike
(28)
0 20 40 60 80 100
% of Survey Respondents
Figure 8. Access to destinations when the All Ages & Abilities Bicycle Network is fully built
I bike at
least once Key
a week
year-round When the All Ages &
(57) Abilities Bicycle
Network is fully
I bike at least built, it will be easy
once a week for me to reach
in warmer _____ of the
months (91) places I want to go
in Rochester by
bicycle
I bike
occasionally All
(29)
Most
I don’t currently
bike, but I am Some
interested in
riding a bike (27)
None
0 20 40 60 80 100
% of Survey Respondents
22
Appendix A: Engagement Summary
DRAFT
bicycling.
Figure 9. Keeping in mind the plan’s goals (health, equity, safety, connectivity, resiliency,
and economy), do the prioritization results accurately reflect the most important areas
for biking improvements in Rochester?
I bike at Key
least once
a week Keeping in mind the
year-round plan’s goals (health,
(54) equity, safety, con-
nectivity, resiliency,
I bike at least and economy), do
once a week the prioritization
in warmer results accurately
months (91) reflect the most
important areas for
bicycling improve-
ments in Rochester?
I bike
occasionally
(31) Definitely
% of Survey Respondents
23
City of Rochester Active Transportation Plan
DRAFT
Table 2. Themes in comments about the All Ages & Abilities Bicycle Network
Desire for continuously connected bike facilities separated and physically protected
from vehicles (34)
Prioritize a trail connecting the Woodlake Drive Business Park (where the Rochester
Alternative Learning Center and Channel One food bank are located) and
Gamehaven Park to the rest of the city to the north (13)
Highway 52 is a key barrier (8). Overpasses of Hwy 52 at 19th St NW, 2nd St SW, 55th
St NW, and 37th St NW were pointed out as in need of improvement
Broadway is a key barrier (8). Crossings at 14th St NE/Silver Lake Dam are an issue (3).
North Broadway in general was noted as an issue, as well as Broadway at 16th St SW/
SE and south of Highway 5
Need a bridge over East Circle Dr NE connecting Century Point to Quarry Hil (3)
24
Appendix A: Engagement Summary
DRAFT
• Northwest locations
“Right now I either
» 19th St NW (2)
» Civic Center Dr (2) have to bike on
» Elton Hills Dr (2)
bike paths that
» Path on both sides of 55th St NW
between Hwy 52 and 18th Ave NW feel like they take
(2)
» Cascade Lake forever and do lots
» Connection between 6th Ave NW
and the Cascade Trail
of winding/stopping
» Connection between 7th St NW and and starting, or bike
the Cascade Lake Trail
» Connections to Barlow Plaza and on busy roads with
Fresh Thyme
» 18th Ave NW between 37th Ave NW
small bike lanes if
and Elton Hills Dr
» A bridge across Civic Center Drive
I want to go the
NW, somewhere between 1st and
4th Ave NW
grocery store.”
» Connection to Douglas Trail at 14th
St NW and/or 15th St NW » Hwy 14 crossings near RCTC
» Repave the path on 37th St NW » 18th Ave SE
between Broadway and West River
Road » Rochester Public Library
25
City of Rochester Active Transportation Plan
DRAFT
LISTENING SESSION
RESULTS
26
Appendix A: Engagement Summary
DRAFT
27
City of Rochester Active Transportation Plan
DRAFT
28
DRAFT
APPENDIX B: TECHNICAL
ANALYSIS
DRAFT
EXISTING
CONDITIONS
Appendix B: Technical Analysis
DRAFT
SUMMARY
3
City of Rochester Active Transportation Plan
DRAFT
WHAT’S CHANGED IN
ROCHESTER?
Demographics
The City of Rochester has had a total
population increase of 14,626 people, or
14%, from 2010 to 2020.
4
Appendix B: Technical Analysis
DRAFT
5
City of Rochester Active Transportation Plan
DRAFT
Active Transportation
Infrastructure
Rochester’s bicycle network is composed
of bike lanes and trails (Figure 2). Over
the last ten years, approximately 20 miles
of trails and bike lanes have been built in
Rochester. These active transportation
facilities have helped to close gaps in
the network and improve access to
destinations across the city.
2012 2019
6
Appendix B: Technical Analysis
DRAFT
COUNTY RD 3 NW
31 AVE NW
EXISTING BICYCLE £
52
NETWORK
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
55 ST NW
FACILITY TYPE
NE
Essex
22 AVE NW
Park
E RIVER RD
Bike Lane, one direction Northern
48 ST NE
Hills Golf
Bike Lane, both directions Course
50 AVE NW
41 ST NW
Protected Bike Lane or
37 ST NW 37 ST
Shared Use Path NE
NORTHE R N
W
VAL E CIR
Bicycle Facility Added in Last
RIV
CL
VALLEYHIGH RD NW ED
LE
W CIR
ER
R
10 Years
Y
NE
HI
A RD
PK
NE
KR-7 N HILLS D VA VIOL
GH
WY N
KR-6
CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir W W Y
DR
N
19 ST NW N
R NW E
£
14 14
ST NE
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
R Bamber 16 S 16 ST SE RI
A
EM Zumbro Lake T SW ON
L
SA
11 A
RD
BROAD
South Park
W
S
RD SE
V
D 20 ST SW 20 ST SE
E SE
O
MAYO W O
WAY AVE S
£
52 PIN
E WO
OD R
W
D 15 SW
DS
18 AVE S W
RD S
E
EY
30 ST SE
LL
YR
£
VA
63
COUNT
BAMBER
40 ST SW 40 ST SE
45 ST SE
48 ST SW 48 ST SE Gamehaven
Reservoir
ST BRIDGET RD SE
55 ST SE
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
COUNTY RD 8 SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
W
¥
90
L C DR S
COUNTY RD 1 SE
COUNTY RD 20 SE
Root River
Park
HWY 30 SW
0 1 2 MILES
£
63
7
City of Rochester Active Transportation Plan
DRAFT
8
Appendix B: Technical Analysis
DRAFT
9
City of Rochester Active Transportation Plan
DRAFT
10
Appendix B: Technical Analysis
DRAFT
ACTIVE
COUNTY RD 3 NW
31 AVE NW
TRANSPORTATION £
52
DEMAND
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
No Data 55 ST NW
PHYSICAL ACTIVITY-
NE
Essex
RELATED HEALTH
22 AVE NW
Park
E RIVER RD
Northern
48 ST NE
Hills Golf
CONCERN Course
50 AVE NW
Lowest 41 ST NW
37 ST NW 37 ST
NE
NORTHE R N
W
VAL E CIR
RIV
CL
VALLEYHIGH RD NW ED
Highest
LE
W CIR
ER
R
Y
NE
HI
A RD
PK
NE
KR-7 N HILLS D VA VIOL
GH
WY N
KR-6
CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir W W Y
DR
N
19 ST NW N
R NW E
£
14 14
ST NE
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
R Bamber 16 S 16 ST SE RI
A
EM Zumbro Lake T SW ON
L
SA
11 A
RD
BROAD
South Park
W
S
RD SE
V
D 20 ST SW 20 ST SE
E SE
O
MAYO W O
WAY AVE S
£
52 PIN
E WO
OD R
W
D 15 SW
DS
18 AVE S W
RD S
E
EY
30 ST SE
LL
YR
£
VA
63
COUNT
BAMBER
40 ST SW 40 ST SE
45 ST SE
48 ST SW 48 ST SE Gamehaven
Reservoir
ST BRIDGET RD SE
55 ST SE
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
COUNTY RD 8 SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
W
¥
90
L C DR S
COUNTY RD 1 SE
COUNTY RD 20 SE
Root River
Park
HWY 30 SW
0 1 2 MILES
£
63
11
City of Rochester Active Transportation Plan
DRAFT
12
Appendix B: Technical Analysis
DRAFT
ACTIVE
COUNTY RD 3 NW
31 AVE NW
TRANSPORTATION £
52
DEMAND
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
55 ST NW
CONCENTRATION OF
NE
Essex
DESTINATIONS
22 AVE NW
Park
E RIVER RD
Northern
48 ST NE
Hills Golf
Highest Course
50 AVE NW
41 ST NW
Lowest
37 ST NW 37 ST
NE
NORTHE R N
W
VAL E CIR
RIV
CL
VALLEYHIGH RD NW ED
LE
W CIR
ER
R
Y
D NE
HI
AR
PK
NE
KR-7 N HILLS D VA VIOL
GH
WY N
KR-6
CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir W W Y
DR
N
19 ST NW N E
R NW
£ 14 14
ST N E
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
Bamber 16 S 16 ST SE RI
MR
A
T SW ON
LE Zumbro Lake
SA 11 A RD
BROAD
South Park
W
S
RD SE
V
D 20 ST SW 20 ST SE
E SE
O
MAYO W O
WAY AVE S
£
52 PIN
E WO
OD R
W
D 15 SW
DS
18 AVE S W
RD S
E
EY
30 ST SE
LL
YR
£
VA
63
COUNT
BAMBER
40 ST SW 40 ST SE
45 ST SE
48 ST SW 48 ST SE Gamehaven
Reservoir
ST BRIDGET RD SE
55 ST SE
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
COUNTY RD 8 SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
W
¥
90
L C DR S
COUNTY RD 1 SE
COUNTY RD 20 SE
Root River
Park
HWY 30 SW
0 1 2 MILES
£
63
13
City of Rochester Active Transportation Plan
DRAFT
14
Appendix B: Technical Analysis
DRAFT
ACTIVE
COUNTY RD 3 NW
31 AVE NW
TRANSPORTATION £
52
DEMAND
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
55 ST NW
HIGH DENSITY, MIXED USE
NE
Essex
LAND USES
22 AVE NW
Park
E RIVER RD
Northern
48 ST NE
Hills Golf
Downtown Core and Fringe Course
50 AVE NW
High Density Residential; 41 ST NW
Traditional Core or Transit 37 ST NW 37 ST
NE
NORTHE R N
W
Supportive Neighborhood VAL E CIR
RIV
CL
VALLEYHIGH RD NW ED
Mixed Use Transit Oriented
LE
W CIR
ER
R
Y
NE
Centers or Supportive
HI
A RD
PK
NE
KR-7 N HILLS D VA VIOL
GH
WY N
KR-6
Corridors CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir W W Y
DR
N
Medical Campus 19 ST NW N E
R NW
£
14 14
ST NE
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
R Bamber 16 S 16 ST SE RI
A
EM Zumbro Lake T SW ON
L
SA
11 A
RD
BROAD
South Park
W
S
RD V
SE
20 ST SE
O D 20 ST SW E SE
MAYO W O
WAY AVE S
£
52 PIN
E WO
OD R
W
D 15 SW
DS
18 AVE S W
RD S
E
EY
30 ST SE
LL
YR
£
VA
63
COUNT
BAMBER
40 ST SW 40 ST SE
45 ST SE
48 ST SW 48 ST SE Gamehaven
Reservoir
ST BRIDGET RD SE
55 ST SE
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
COUNTY RD 8 SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
W
¥
90
L C DR S
COUNTY RD 1 SE
COUNTY RD 20 SE
Root River
Park
HWY 30 SW
0 1 2 MILES
£
63
15
City of Rochester Active Transportation Plan
DRAFT
TRAVEL?
is a four lane road with an adjacent multi-
use trail until it merges with Highway 52
before heading west at Civic Center Drive.
These roads disconnect the urban core
Active Trip Barriers from the suburban style developments
There are several factors that restrict around Rochester.
convenient and comfortable access to
Broadway Avenue and Civic Center Drive
destinations via active transportation
are the major north/south and east/
in Rochester, including major multi-lane
west roads. These roadways carry higher
roadways, railroads, rivers, low intersection
volumes of traffic at speeds of 30 to
density, and high impermeable land
55mph depending upon the segment
use. Figure 9 illustrates the barriers to
of roadway. They provide access to
active transportation, each of which are
destinations, in particular closer to the
described below.
downtown core, with continuous sidewalks,
traffic signals and block spacing providing
Highways/Major Vehicle Routes
consistent facilities and frequent crossing
The downtown core of Rochester is
opportunities. Broadway features bike
served by a traditional grid network of
lanes, sidewalks on both sides of the
streets which provides frequent crossing
street and trails on certain portions
opportunities for people walking and
of the road. Civic Center Drive does
biking. Outside of the downtown area,
not have any bike lanes and does not
the street network is characterized
consistently have a sidewalk. There are
by a more suburban style pattern of
portions with sidewalk on the south side
development. This more circuitous street
near the downtown but heading west it is
pattern presents a barrier to accessing
inconsistent and disconnected. Outside
destinations with fewer crossing
of downtown the intersection spacing is
opportunities. There are also limited
wider. East Circle Dr and West Circle Dr
crossings of major roadways and highways
form a loop road that travels around the
in locations across the City.
City of Rochester. These are both high
Three highways travel through Rochester. speed roads that typically have vehicles
Highway 52 is the largest and most moving faster than the posted speed
consistent barrier extending from the limits and reduced access.
southeast quadrant to the north, generally
Railroads
bisecting the city as it runs north/south.
Highway 63 enters Rochester from the The City of Rochester has a main railroad
south and then connects with Highway 52 line owned by Canadian Pacific that
on the south end of the City. These two extends east/west through the city. This
roads run together until reaching 75th railroad line extends north of the main
16
Appendix B: Technical Analysis
DRAFT
Flood Fringe A
Flood Fringe B
A
Flood Fringe B
17
City of Rochester Active Transportation Plan
DRAFT
18
Appendix B: Technical Analysis
DRAFT
19
City of Rochester Active Transportation Plan
DRAFT
PEDESTRIAN/BIKE 85 ST NW
31 AVE NW
CRASHES
18 AVE NW
(2016-2020) 75 ST NW £
52
£
63 75 S
T NE
PRAIR
!
IE V
N
ISTAD
VE
60 AVE NW
CITY OF ROCHESTER
37 AVE NW
YA
R NW
NW
ACTIVE TRANSPORTATION 65 ST NW
WA
OV
ER
BANDEL R D
D
LAN
PLAN
OA
D
DR NW
BR
Pedestrian Crashes
55 ST NW
!
Essex
W
RD N
50 AVE NW
! Fatal Northern 48 ST NW
Park
48 ST NE
! Serious Injury
Hills Golf !
ER
Course
W RIV
Other Crashes 41 ST NW
37 ST NW 37 ST
Bike Crashes ! ! !! NE
NORTHE R
VAL
E RIVE R RD NE
EC
W
IRC
9 AVE N
! Fatal VALLEYHIGH RD NW LE
LE
DR
W CIR
12
HI
N
! Serious Injury
AVE NW
GH
ELT V D NE
NE
! VIO L A R
CLE
KR-6 !
AL
DR
LE
ON
! Other Crashes Reservoir ! IL YD
NW
H
LS
DR N
19 ST NW NE
! !! !NW
DR
£
14
W
! W 7S ! !14 ST NE
11 AVE NW
!IL DER R T NW
! ! Silver !
! Lake
11 AVE NE
D NW Quarry Hill
!
! ! !! 7 ST N
! E !
Nature
Center
scade
3 ST N W Ca ke
La ! !! !
! ! ! ! CENTER ST E
COUNTRY CL ! !!
23 AVE SW
UB RD ! !! ! COLLEGE VIEW RD E
W !! !!2!ST ! !!!! 4 ST SE
! SW
30 AVE SE
6 ST SW ! ! ! ! !!
6 ST SE
W CI R
!Soldiers!
! ! ! 8 1/2 ST SE
3 AVE SE
! Memorial Field ! 15 A
8 AVE SE
LE
£
14
VE
South Fork
C
L ! Zumbro River
DR
VAL E
! ! !! ! !
SE
60 AVE SW
FOX
SW
SW
16 S T SW !
!
MA
S W
RD Bamber
! 16 ST SE
! Bear ION R!
£
R
LE
M Lake 63 !
!
11 A
SA Creek D
INSET MAP SW SE
Zumbro South !
BROADWAY AVE S
RD20 ST SW
V
Park D 20 ST SE
E SE
MAYO W O O !
!
! £
52 PIN
EW
O OD
BROADWAY AVE N
R L A KE DR NE
! RD
RD SW
7 ST NW S E
! 7 ST NE
11 AVE NW
! !
EY
L 30 ST SE
18 AVE SW
L
VA
! !
BAMBER
VE
CIV
I C CENTER DR NW !
W SIL
!
40 ST SW 40 ST SE
Cascade
£
6 AVE NW
16 AVE NW
52 !
4 AVE NW
Creek
3 AVE NW
! ! 45 ST SE
!
£
14
CENTER ST W
!
!
!
48 ST SW
CENTER ST E
!
!
48 ST SE Gamehaven
Reservoir
!
BROADWAY AVE S
11 AVE SW
6 AVE SW
!
ST BRIDGET RD SE
2 ST SW
! ! ! ! ! ! ! ! ! 55 ST SE
SIMPSON RD SE
Willow
3 AVE SW
Creek
11 AVE SW
! Reservoir
4 ST SW 4 ST SE
! !
£
63
4 AVE SW
COUNTY RD 8 SW
! !
!
3 AVE SE
!
6 ST SW
!! CO D 16 SE
SW ! ! U N TY R
Soldiers COUN
18 AVE
£
63
Memorial TY
R D 16 SW
W
¥
90
L C DR S
COUNTY RD 20 SE
Field
COUNTY RD 1 SE
! !
0 1 2 MILES
Root
River
Park
20
Appendix B: Technical Analysis
DRAFT
10
0
% of % of Bicycle % of Vehicle
Pedestrian Crashes Crashes
Crashes
21
City of Rochester Active Transportation Plan
DRAFT
22
Appendix B: Technical Analysis
DRAFT
combination of this criteria classifies a where only strong and fearless bicyclists
road segment into one of four levels of would feel comfortable riding. These
traffic stress as shown in Figure 14: roadways are generally characterized
by high volumes, high speeds, several
• BLTS 1 represents roadways where travel lanes, and complex transitions
bicyclists of all ages and abilities would approaching and crossing intersections.
feel comfortable riding. These roadways
are generally characterized by low Results
volumes, low speeds, no more than
The results of the BLTS analysis, shown in
two travel lanes, and traffic control
Figure 15, help identify existing areas that
measures at intersections. These
roadways may have bicycle facilities; are low-stress for many bicyclists, and
separated shared-use paths for identifies the degree to which roadways
bicycles also fall into this category. must be improved in order to provide a
• BLTS 2 represents slightly less comfortable experience for riders of all
comfortable roadways, where most ages and abilities.
adults would feel comfortable riding.
Approximately 65% of the street network
• BLTS 3 represents moderately
uncomfortable roadways, where most within the City of Rochester is classified
experienced bicyclists would feel as BLTS 1, facilities on which people of all
comfortable riding. ages and abilities would feel comfortable
• .BLTS 4 represents high-stress roadways riding. This low stress network is primarily
23
City of Rochester Active Transportation Plan
DRAFT
BICYCLE LEVEL OF
COUNTY RD 3 NW
31 AVE NW
TRAFFIC STRESS £
52
75 ST NW
NW
R £
63 75 ST NE
E VI STA D
N
18 AVE NW
E
AV
CITY OF ROCHESTER
60 AVE NW
NW South Fork
AY
I
BANDEL RD NW
65 ST NW PRAI R D Zumbro River
DW
ACTIVE TRANSPORTATION
W RIVER R
OA
PLAN
BR
55 ST NW
BICYCLE LEVEL OF
NE
Essex
TRAFFIC STRESS
22 AVE NW
Park
E RIVER RD
Northern
48 ST NE
Hills Golf
4 (Highest Stress) Course
50 AVE NW
3 41 ST NW
37 ST NW 37 ST
2 NE
NORTHE R N
W
VAL E CIR
1 (Lowest Stress)
RIV
CL
VALLEYHIGH RD NW ED
LE
W CIR
ER
R
Y
NE
HI
A RD
PK
NE
KR-7 N HILLS D VA VIOL
GH
WY N
KR-6
CLE D
ELTO
R
Reservoir
DR
E
LL
NW
Reservoir W W Y
DR
N
19 ST NW N E
R NW
£
14 14
ST NE
7 S T NW Quarry Hill
7 ST NE Nature Center
Cascade Lake Silver Lake
3 ST N W
NTRY CLUB R CENTER ST E
DR SE
C OU COLLEGE VIEW RD E
23 AVE SW
DW
2 ST SW 4 ST S E
6 ST SW
W CI R C
6 ST SE
COLL E GE
Soldiers 8 1/2 ST SE
3 AVE SE
8 AVE SE
LE
FOX
VALLE
Memorial
Field £
14
60 AVE SW
DR
R
D
SW
SW
M
R Bamber 16 S 16 ST SE RI
A
EM T SW ON
DOWNTOWN INSET MAP SA
L Zumbro Lake
11 A
RD
BROAD
South Park
W
S
RD SE
V
D 20 ST SW 20 ST SE
E SE
O
EL MAYO W O
WAY AVE S
TO
N
HI
£
52 PIN
E
Z um br o R iv
LL WO
S o u t h F or r
3 AVE NW
SD OD R
W
D 15 SW
RN DS
11 AVE NE
18 AVE S W
RD S
AS W E
SI
SI
EY
DR 30 ST SE
LL
k
e
YR
£ NW
£
VA
63 63
COUNT
BAMBER
14 ST NW 13 S T NW 14 ST NE
11 AVE NW
BROADWAY AVE N
40 ST SW 40 ST SE
4 AVE NW
R LAKE DR NE
Si
lver Lake
45 ST SE
7 ST NW
48 ST SW 48 ST SE Gamehaven
CI 7 ST NE Reservoir
ST BRIDGET RD SE
VI
CC
£
52 ENTER DR NW
VE
W SIL
55 ST SE
16 AVE NW
6 AVE NW
SIMPSON RD SE
Willow Creek
Reservoir
11 AVE SW
CENTER ST W CENTER ST E
16 AVE SW
11 AVE SW
11 AVE SE
COUNTY RD 8 SW
2 ST SW
Y RD 16 SE
TY
RD 1 C OUNT
6
CO U N SW
4 ST SW 4 ST SE
W
¥
90
L C DR S
3 AVE SW
COUNTY RD 1 SE
BROADWAY AVE S
W 6 ST SW 6 ST SE Bear
3 AVE SE
Creek
18 AVES
COUNTY RD 20 SE
8 AVE SE
6 AVE SW
£
14 Memorial
Field
9 ST SE Park
HWY 30 SW
0 1 2 MILES
£
63
24
Appendix B: Technical Analysis
DRAFT
comprised of low speed residential streets The areas where residents have the least
and trails. access to resources, power, and mobility
options make up 13% of the city’s land
Five percent of the network is classified as
area, but contain 21% of the city’s BLTS
BLTS 2, comfortable for most adults. 12% is
3 and 4 roadways. 34% of the network in
classified as BLTS 3, comfortable only for
these areas is higher stress.
experienced riders, and 19% is classified
as BLTS 4, high stress roadways where The areas where residents have the most
only strong and fearless bicyclists may access to resources, power, and mobility
be comfortable. Most BLTS 4 roadways options make up 45% of the city’s land
are multilane, higher speed roadways like area but contain only 37% of the BLTS 3
Circle Dr, Civic Center Dr, Broadway Ave, and 4 roadways. 24% of the network in
and 2nd St SE. these areas is higher stress.
25
City of Rochester Active Transportation Plan
DRAFT
26
DRAFT
APPENDIX C:
IMPLEMENTATION
RESOURCES
DRAFT
SHARED
MICROMOBILITY
Appendix C: Implementation Resources
DRAFT
3
City of Rochester Active Transportation Plan
DRAFT
Figure 16. Composition of operating costs and revenues for shared micromobility
Sponsorships Overhead
Fixed Fees
Maintenance
Subsidies
Marketing
Other Grants
Customer Support
Federal Grants
0 5 10 15 20 25 30 0 5 10 15 20 25 30 35
% of Revenues % of Operating Costs
Source: NABSA 2020 State of the Industry Report
funding source for a program. New York and can fill in gaps not covered by other
City’s “Citi Bike” program, where Citi Bank revenue sources. Local funding can also
is the title sponsor, is an iconic example help address community-specific goals,
of how this type of partnership can such as improving equitable access to a
work. Major local institutions, such as the local park or grocery store.
Mayo Clinic, IBM, or institutions of higher
Figure 16 describes the typical composition
education can be ideal partners, either
of operating costs and revenues for
for title sponsorship or other types of
agency and nonprofit owned shared
program support.
micromobility systems.
Public funding can come from the local,
state, and federal levels. Federal funding
sources include the Federal Transit
Administration (FTA), Federal Highway
Administration (FHWA), and Department
of Energy (DOE). At the state level, the
Transportation Alternatives Solicitation,
operated by the Minnesota Department
of Transportation (MnDOT), is a funding
source that support bicycle-related
projects and infrastructure. Local funding,
meanwhile, is often the most flexible
4
Appendix C: Implementation Resources
DRAFT
ASSESS EXISTING
INFRASTRUCTURE &
NEEDS
5
DRAFT
COST ESTIMATES
Appendix C: Implementation Resources
DRAFT
The project team developed typical unit » MnDOT average bid prices and
costs for a variety of bicycle treatments Rochester’s average bid prices
were recorded for bid items needed
based on the Rochester Design Resource
to complete each treatment.
Guide. These per unit costs were then
» Applicable items were associated
applied to the ten near-term projects. This
to each treatment and quantities
process involved the following elements:
for each were estimated.
• Identification of pedestrian and bicycle » Typically, the higher bid price was
friendly treatments from the Rochester used to complete cost calculations.
Design Resource Guide
• Calculated unit costs were then
• Research of associated costs for each
compared with the researched costs
treatment
to ensure accuracy of estimated
• Compilation of per-unit costs quantities and costs. The final “unit
• Application of per-unit costs to the ten cost estimate” was achieved by
near term projects selecting the greatest cost estimate
(so long as it was not an outlier from the
METHODOLOGY
others) and increasing by 10%.
• Recommended treatment types
for near term projects were
developed assuming a retrofit (not
• Selected applicable pedestrian and
a reconstruction where curbs could
bicycle treatments that could be
be moved) to show what could be
implemented by the city from the City
possible without a full reconstruction
of Rochester Design Resource Guide.
and to demonstrate how the unit
Three treatments were identified
cost estimate table can be directly
for the “pedestrian toolbox”, 10
applied to planning-level project cost
treatments for the “bicycle toolbox”, 10
estimates. Treatment types are based
treatments for “crossing treatments”
and two treatments for “supporting on the Rochester Design Resource
facilities”. These 25 treatments and the Guide and a desktop review of roadway
assumptions associated with them are conditions (widths, lane configurations,
shown in Table 4, Table 5, Table 6, and parking presence, bus stop presence,
Table 7. Assumptions were made at the speed limit, traffic volumes, etc).
discretion of the engineer.
• To develop near term project cost
• Research was conducted on each estimates, the team selected the
of these treatments from a wide appropriate treatments to align
variety of sources explained later in with the recommendations, applied
this document. General per unit costs the appropriate quantities to each
were gathered from these sources and treatment, and calculated a projected
recorded. This step was completed to cost to achieve an AAA facility and
gain a general idea of unit costs for crossing improvements for each of the
each treatment. 10 near term projects (Table 8).
7
City of Rochester Active Transportation Plan
DRAFT
*Sources: Previous Projects (SEH, Rochester); 2020 Average Bid Prices for Awarded Contracts;
Costs for Pedestrian and Bicyclist Infrastructure Improvements; Pedestrian Crosswalk Policy
Development Guidelines; Texas Bicycle Tourism Trails Study
8
Appendix C: Implementation Resources
DRAFT
9
City of Rochester Active Transportation Plan
DRAFT
10
Appendix C: Implementation Resources
DRAFT
11
DRAFT
MULTIMODAL
STREET CROSS
SECTIONS
Appendix C: Implementation Resources
DRAFT
Figure 17, Figure 18, and Figure 19 show potential cross sections for three near term All
Ages and Abilities bicycle projects.
13
City of Rochester Active Transportation Plan
DRAFT
14
Appendix C: Implementation Resources
DRAFT
15
City of Rochester Active Transportation Plan
DRAFT
16
DRAFT
APPENDIX D: DESIGN
RESOURCE GUIDE
DRAFT
TABLE OF CONTENTS
DRAFT
01
INTRODUCTION
Introduction
DRAFT
CONTEXT
Over the course of the last two decades, cities new and reconstructed local streets will be
across the United States have altered the way designed for a 20 mph speed limit.
streets and roads are built. Paradigms are
This design toolbox presents coordinated
shifting as street-space is no longer viewed as
guidance for many audiences—local planners,
only for automobiles: place-making advocates
engineers, elected officials, the development
have increasingly attempted to “reclaim” the
community, and community advocates—
streets; sidewalks are expanding to provide
with the collective mission of improving the
additional space for pedestrians; public right-
walkability and bikeability of Rochester. This
of-way such as on-street parking stalls are
toolkit specifically seeks to empower the
converted to outdoor patios, bike parking,
community to aid city officials in advancing
or urban landscape areas; and, the COVID-19
Rochester’s 2009 Complete Streets Policy.
pandemic has fundamentally altered the way
By distributing ownership into the hands of
cities manage the curbside. Intentional design
invested residents, it intends to enhance
is critical to establishing a cost-effective
collaboration between the City and the
and contextually appropriate multimodal
community during the design and engineering
transportation network within Rochester.
phases of road rehabilitation projects.
In 2009, Rochester became the first city in
This toolkit is a mechanism by which local
Minnesota to adopt a “Complete Streets”
advocacy committees may measure City
policy. Complete streets are designed to
projects against its commitment to maintain
accommodate all users by enabling safe and
safe and friendly neighborhoods, eliminate
convenient access for pedestrians, bicyclists,
severe injuries and traffic deaths on City
motorists, and transit riders of all ages and
streets, and increase neighborhood vitality and
abilities. Complete streets improve community
livability. Finally, this toolkit is meant to inspire
connectivity by providing travelers with
innovation in planning, designing, constructing,
options to access the places they need to
and maintaining Rochester’s streets for
go. Nonetheless, while the goal of complete
pedestrians and bicyclists of all ages and
streets is to better accommodate all users of
abilities.
all abilities, this does not mean all modes are
equally prioritized on every street. Planners and project designers should
refer to these guidelines in developing the
Between 2019 and 2021, Rochester conducted
infrastructure projects recommended by
a city-wide Speed Limit Technical Evaluation
this plan, but they are not a substitute for
and subsequent “Slower-is-Safer” Campaign.
thorough project-by-project evaluation by
As a result, speed limits on all local streets
a landscape architect or engineer upon
were reduced to 25 mph. Speed limit reductions
implementation. Furthermore, this toolkit is not
enforceable by law is one tactic to promote
intended as a legal standard, but offers design
traffic safety: long-term changes to driving
and cost-estimate guidance, and should
behavior often requires physical roadway
be integrated with local, state, and federal
design and construction with the goal to
policies and resources to ensure compliance.
increase safety for all users. In the city, all
5
City of Rochester Design Resource Guide
DRAFT
6
Introduction
DRAFT
7
City of Rochester Design Resource Guide
DRAFT
GUIDANCE BASIS
The sections that follow serve as an inventory of pedestrian and bicycle design
treatments and provide guidelines for their development. These treatments and design
guidelines are important because they represent the tools for creating a pedestrian- and
bicycle-friendly, accessible community. The guidelines are not, however, a substitute for
a more thorough evaluation by a professional engineer prior to implementation of facility
improvements. The following guidelines are incorporated in this Design Guide.
8
Introduction
DRAFT
9
City of Rochester Design Resource Guide
DRAFT
10
Introduction
DRAFT
11
City of Rochester Design Resource Guide
DRAFT
Person Role
Agency Staff
12
Introduction
DRAFT
Person Role
Representatives
from other • Needs to be informed of projects to provide technical
departments that insight and avoid potential conflict once facilities are in
will interface with place
the project
13
City of Rochester Design Resource Guide
DRAFT
14
Introduction
DRAFT
Age Characteristics
0-4 Learning to walk
Requires constant adult supervision
Developing peripheral vision and depth
perception
Eye Level 5-8 Increasing independence, but still
4’ 6” - 5’ 10” requires supervision
(1.3 m - 1.7 m)
Poor depth perception
Sense of invulnerability
15
City of Rochester Design Resource Guide
DRAFT
Stroller Dimensions
Sweep Width
4.3’ (1.3 m)
Sweep Width
3’ 6” (1.5 m)
Physical Length
5’ (1.5 m)
16
Introduction
DRAFT
As the American population ages, the Power wheelchairs use battery power to
age demographics in Rochester may also move the wheelchair. The size and weight
shift, and the number of people using of power wheelchairs limit their ability
mobility assistive devices (such as manual to negotiate obstacles without a ramp.
wheelchairs, powered wheelchairs) will Various control units are available that
increase. enable users to control the wheelchair
movement, based on their ability (e.g.,
Manual wheelchairs are self-propelled joystick control, breath controlled, etc).
devices. Users propel themselves using push
rims attached to the rear wheels. Braking Turning maneuvers requires additional
is done through resisting wheel movement space for wheelchair devices. Providing
with the hands or arm. A second individual adequate space for 180 degree turns at
appropriate locations is an important
Wheelchair User Design Considerations element of accessible design.
Handle 2’9”
(0.9 m)
Armrest
2’5” (0.75 m)
Minimum Width of Accessway*: 4’ (1.2 m) Minimum to Make a 180 Degree Turn: 5’ (1.5 m)
17
City of Rochester Design Resource Guide
DRAFT
18
Introduction
DRAFT
* Typical speed for causal riders per MnDOT Bicycle Facility Design Manual.
19
DRAFT
02
PEDESTRIAN TOOLBOX
Pedestrian Toolbox
DRAFT
INTRODUCTION
The Pedestrian Toolbox includes • The most comfortable areas for
pedestrian-oriented infrastructure pedestrians include in and around the
elements that create a more comfortable downtown area where speeds are lower
and roads tend to have fewer lanes.
and safe pedestrian experience. The
toolbox provides design options for the • Signalized crossing opportunities are
also the highest in the downtown core
identified locations of high need within the
while the distance between crossing
2015 Rochester Comprehensive Plan 2040
opportunities increases on the
Non-Motorized Transportation Analysis. periphery of town.
21
City of Rochester Design Resource Guide
DRAFT
SIDEWALKS
SIDEWALK ZONES & WIDTHS
Sidewalks are the most fundamental element of the walking network, as they provide
an area for pedestrian travel separated from vehicle traffic. Providing adequate
and accessible facilities can lead to increased numbers of people walking, improved
accessibility, and the creation of social space. The following guidance is informed by the
Rochester DMC City Loop Guidelines.
Design Features
Suburban Sidewalk
22
Pedestrian Toolbox
DRAFT
Building
Parking Lane/ Primary
Street Classification Amenity Zone Frontage
Enhancement Zone Pedestrian Zone Zone*
23
City of Rochester Design Resource Guide
DRAFT
CURB RAMPS
Curb ramps are the design elements that allow all users to make the transition from the
street to the sidewalk. A sidewalk without a curb ramp can be useless to someone in a
wheelchair, forcing them back to a driveway and out into the street for access. There are
a number of factors to be considered in the design and placement of curb ramps.
Diagonal ramps should include a Curb ramps should be located so that they do not project
clear space of at least 48” x 4" within into vehicular traffic lanes, parking spaces, or parking
the crosswalk for user maneuverability access aisles. Three configurations are illustrated below.
Perpendicular
Diagonal Curb Ramp
Curb Ramps
(Recommended)
24
Pedestrian Toolbox
DRAFT
Not recommended: Diagonal curb ramp configuration. Recommended: Directional curb ramps
for crossing in both directions.
25
City of Rochester Design Resource Guide
DRAFT
C
A
CURB EXTENSIONS
Curb extensions, also called curb bulbouts and neckdowns, minimize pedestrian exposure
during crossing by shortening the crossing distance and giving pedestrians a better
chance to see and be seen before beginning to cross. Curb extensions are appropriate for
any crosswalk where it is desirable to shorten the crossing distance and there is a parking
lane adjacent to the curb.
26
Pedestrian Toolbox
DRAFT
CORNER RADII
The size of a curb’s radius can have a significant impact on pedestrian comfort and
safety. A smaller curb radius provides more pedestrian area at the corner, allows more
flexibility in the placement of curb ramps, results in a shorter crossing distance and
requires vehicles to slow more on the intersection approach. During the design phase, the
chosen radius should be the smallest possible for the circumstances and consider the
effective radius in any design vehicle turning calculations.
Typical Application
The curb radius may be as small as 3 ft US
DI
where there are no turning movements, or RA
YSICAL RA
E
IV
5 ft where there are turning movements PH D
CT
FE
IU
and adequate street width. Wide outside
EF
S
travel lanes, on-street parking and bike
lanes create a larger effective turning
radius and can therefore allow a smaller
physical curb radius.
Design Features
Corners have two critical dimensions which
must be considered together.
Further Considerations
Several factors govern the choice of
curb radius in any given location. These
include the desired pedestrian area of
the corner, traffic turning movements,
street classifications, design vehicle
turning radius, intersection geometry, and
whether there is on-street parking or a
bike lane (or both) between the travel lane
and the curb.
27
DRAFT
03
BICYCLE TOOLBOX
Bicycle Toolbox
DRAFT
INTRODUCTION
FACILITY SELECTION: BICYCLE USER TYPE
The current AASHTO Guide to the Development of Bicycle Facilities encourages designers
to identify their rider type based on the trip purpose (Recreational vs Transportation)
and on the level of comfort and skill of the rider (Causal vs Experienced). A user-type
framework for understanding a potential rider’s willingness to bike is illustrated in the
figure below. Developed by planners in Portland, OR* and supported by research**, this
classification identifies four distinct types of bicyclists.
29
City of Rochester Design Resource Guide
DRAFT
30
Bicycle Toolbox
DRAFT
Other factors beyond volume which affect facility selection include traffic speed, traffic
mix of automobiles and heavy vehicles, the presence of on-street parking, intersection
density, surrounding land use, and roadway sight distance. These factors are not included
in the facility selection chart below, but should always be considered in the facility
selection and design process.
BICYCLE Local
LTS 1 RECOMMENDED
BOULEVARD
LTS 2 RECOMMENDED
LTS 3 MORE ADVANCED
BIKE ROUTE Local BICYCLISTS ONLY
31
City of Rochester Design Resource Guide
DRAFT
C
A
32
Bicycle Toolbox
DRAFT
Further Considerations
• On high speed streets (≥ 40 mph) the
minimum bike lane should be 6 feet.
• It may be desirable to reduce the width
of general purpose travel lanes in order
to add or widen bicycle lanes.
• On multi-lane streets, the most
appropriate bicycle facility to provide
for user comfort may be buffered
bicycle lanes or physically separated Bike lanes provided dedicated spaces
bicycle lanes. for bicyclists to ride on the street.
• Contraflow bike lanes are a special type
of bike lane that can be implemented
in specific locations where a dedicated
bike lane is needed for a particular
direction of travel, but the roadway
is oriented for one-way travel in the
opposite directioin, and/or when space
constraints preclude a bike facility
on nearby parallel routes that would
otherwise serve this need. Contraflow
bike lanes are effective in providing
short, critical connections along Place Bike Lane Symbols to Reduce Wear
bikeways, and special attention needs
Bike lane word, symbol, and/or arrow markings (MN
to be paid to facility transitions to other
MUTCD Figure 9C-3) should be placed outside of
bikeway types. the motor vehicle tread path in order to minimize
wear from the motor vehicle path. (NACTO 2012)
Manhole Covers and Grates:
• Manhole surfaces should be Construction of manholes, access
manufactured with a shallow surface panels or other drainage elements
texture in the form of a tight, nonlinear should be constructed with no variation
pattern. in the surface. The maximum allowable
tolerance in vertical roadway surface
• If manholes or other utility access
will be 1/4 of an inch.
boxes are to be located in bike lanes
within 50 ft. of intersections or within
Materials and Maintenance
20 ft. of driveways or other bicycle
access points, special manufactured Bike lane striping and markings will
permanent nonstick surfaces ensure a
require higher maintenance where
controlled travel surface for bicyclists
vehicles frequently traverse over them at
breaking or turning.
intersections, driveways, parking lanes,
• Manholes, drainage grates, or other
and along curved or constrained segments
obstacles should be set flush with
the paved roadway. Roadway surface of roadway. Bike lanes should also be
inconsistencies pose a threat to maintained so that there are no pot holes,
safe riding conditions for bicyclists. cracks, uneven surfaces or debris.
33
City of Rochester Design Resource Guide
DRAFT
A
B
34
Bicycle Toolbox
DRAFT
Buffered bike lanes should consider both The use of additional pavement markings delineates
vehicular traffic and parked cars. space between vehicles and bicyclists.
35
City of Rochester Design Resource Guide
DRAFT
A
C
Typical Use Design Features
• Along streets on which conventional A• Pavement markings, symbols and/or
bicycle lanes would cause many arrow markings must be placed at the
bicyclists to feel stress because of beginning of the separated bikeway and
factors such as multiple lanes, high at intervals along the facility based on
bicycle volumes, high motor traffic engineering judgment to define the bike
volumes (9,000-30,000 ADT), higher direction. (MN MUTCD 9C.04)
traffic speeds (35+ mph), high incidence
of double parking, higher truck traffic
B• 6’-7’ foot width preferred in areas with
high bicycle volumes or uphill sections to
(10% of total ADT) and high parking facilitate safe passing behavior.
turnover.
• Along streets for which conflicts
C• When placed adjacent to parking, the
parking buffer should be 3 ft wide to
at intersections can be effectively allow for passenger loading and to
mitigated using parking lane prevent door collisions. When no buffer
setbacks, bicycle markings through is present, buffers as narrow as 18
the intersection, and other signalized inches may still provide value.
intersection treatments.
• When placed adjacent to a travel lane,
one-way raised cycle tracks may be
configured with a mountable curb to
36
Bicycle Toolbox
DRAFT
Parked cars serve as a barrier between bicyclists and the vehicle lane. Barriers could also
include flexible posts, bollards, planters, or other design elements. Source: Alta
allow entry and exit from the bicycle • Special consideration should be given
lane for passing other bicyclists or to at transit stops to manage bicycle and
access vehicular turn lanes. pedestrian interactions.
37
City of Rochester Design Resource Guide
DRAFT
38
Bicycle Toolbox
DRAFT
39
City of Rochester Design Resource Guide
DRAFT
Flexible Delineators
(10’-40’ spacing) Raised Curb
Wheel Stops (2’ min. width,
(6’ spacing, 4' if plantings
1’ from travel lane) present)
Optional
Planting
Elevation Separation
3’ Buffer and Spatial
Envelope for Barriers
Raised
Planter Boxes Bike Facility
(Consistent spacing)
Parking Separation
Jersey Barriers
(Consistent spacing)
Buffered
Door Zone
(2’ min. and
P optional
Flexible
Delineators)
Typical Application
Appropriate barriers for retrofit Appropriate barriers for reconstruction
projects: projects:
• Parked cars • Curb separation
• Flexible delineators • Medians
• Bollards • Landscaped medians
• Planters • Raised protected bike lane with vertical
or mountable curb
• Parking stops (for use in areas where
winter maintenance is not an issue) • Pedestrian Refuge Islands
40
Bicycle Toolbox
DRAFT
Raised separated bikeways are bicycle facilities that are vertically separated from motor vehicle traffic.
41
City of Rochester Design Resource Guide
DRAFT
BIKE BOULEVARDS
BIKE BOULEVARD OVERVIEW
A Bike Boulevard is a low-speed, low-volume roadway that is designed to enhance comfort
and convenience for people bicycling. It provides better conditions for bicycling while
improving the neighborhood character and maintaining emergency vehicle access. Bike
Boulevards are intended to serve as a low-stress bikeway network, providing direct, and
convenient routes across Rochester. Key elements of Bike Boulevards are unique signage
and pavement markings, traffic calming and diversion features to maintain low vehicle
volumes, and convenient major street crossings.
42
Bicycle Toolbox
DRAFT
A painted intersection, planters, and curb extensions An example of an large pavement marking to
to reinforce that the street is intended for local, slow- reinforce that the street is a Bike Boulevard.
speed use instead of cut-through vehicle traffic.
43
City of Rochester Design Resource Guide
DRAFT
TRAFFIC CALMING
Traffic calming devices can help mitigate speeding and cut-through traffic by changing
driver behavior through a variety of visual or physical changes to the road environment.
Such measures may reduce the design speed of a street and can be used in conjunction
with reduced speed limits to reinforce the expectation of lowered speeds.
44
Bicycle Toolbox
DRAFT
Further Consideration
Benefits of speed management include:
• Improves conditions for bicyclists,
pedestrians, and residents on local and
minor collector streets.
• Reduced travel speeds decreases the
exposure risks between bicyclists/
pedestrians and motor vehicles.
• Reduced travel speeds result in reduced
injury severity in the event of a collision.
• Helps achieve a safer and more livable
neighborhood while balancing the
transportation needs of the roadway.
45
DRAFT
04
SHARED USE TRAILS
Shared Use Trails
DRAFT
Typical Use
• In waterway corridors, such as along
canals, drainage ditches, rivers, and
creeks.
• In abandoned rail corridors (commonly
referred to as Rails-to-Trails or Rail-
Trails.)
• In active rail corridors, trails can be built
adjacent to active railroads (referred to
as Rails-with-Trails.)
• In utility corridors, such as power line
and sewer corridors.
• Along roadways.
47
City of Rochester Design Resource Guide
DRAFT
48
Shared Use Trails
DRAFT
BOLLARD ALTERNATIVES
Bollards are physical barriers designed to restrict motor vehicle access to the shared
use trail. Unfortunately, physical barriers are often ineffective at preventing access, and
create obstacles to legitimate trail users. Alternative design strategies use signage,
landscaping and curb cut design to reduce the likelihood of motor vehicle access.
C
A
D
49
City of Rochester Design Resource Guide
DRAFT
SCREENING/BARRIER SEPARATION
TYPES
Urban trails typically transverse through a range of channel configurations, trail types,
and adjacent land uses. As a result, a toolkit of options is required in order to apply
appropriate edge conditions to the unique circumstances along the trail. Edge conditions
comprise the range of treatments used to transition from the path of travel to space
adjacent to the trail. Edge conditions include shoulder buffers, screening, barriers, railing,
and other visual and tactile cues to indicate the path of travel.¹ These treatments keep
users from venturing off the trail, protect users from hazards, delineate the path of travel
where users are separated by direction, mode or speed, and enhance the comfort and
attractiveness of the trail.
Design Features
Shoulders should be a minimum of 2 feet Barriers and Railings
wide 3 feet preferred) and constructed Fences, walls, and railings will likely be
of the same material as the trail or a recurring element along the trail to
another durable surface. Shoulders provide separation between the trail and
should be sloped at 2% to 5% away to the channel edge, rail lines, and private
reduce ponding and minimize debris on property. In some areas, railings and/ or
the trail. Three feet minimum is required security fences will be on both sides of the
where signage or other furnishings will trail.
be installed. A shoulder of at least 1 foot
should be provided between the trail and
any fencing or barrier. Where the shoulder
serves as a pedestrian path, a maximum
cross slope of 2% is required to remain
compliant with ADA regulations.
50
DRAFT
05
ENHANCED CROSSING
TREATMENTS
51
City of Rochester Design Resource Guide
DRAFT
MARKED CROSSWALKS AT
INTERSECTIONS
Marked crosswalks signal to motorists that they must stop for pedestrians
and encourages pedestrians to cross at designated locations. Installing
crosswalks alone will not necessarily make crossings safer, particularly on
multi-lane roadways. Marked crosswalks across the uncontrolled leg of unsignalized
intersections should follow the design guidance of marked crosswalks at mid-block
locations.
52
Enhanced Crossing Treatments
DRAFT
Crosswalk Examples
Transverse
Markings
Continental
Markings
53
City of Rochester Design Resource Guide
DRAFT
54
Enhanced Crossing Treatments
DRAFT
Median refuge islands can also be configured as an off-set crossing. This requires
pedestrians to change their direction of travel while in the median - to face on-coming
vehicles - before crossing. Here, pedestrians are more likely to see, and establish eye
contact with on-coming motorists before stepping into the roadway.
Cut-through median
refuge islands are
preferred over curb ramps
to better accommodate
wheel chairs users.
W11-2,
W16-7P
55
City of Rochester Design Resource Guide
DRAFT
Design Features
Adequate pedestrian crossing time is
Accessible Pedestrian Signals (APS) provide
a critical consideration at signalized
intersections. The length of a signal phase crossing assistance to pedestrians with
with parallel pedestrian movements should various types of disabilities
provide sufficient time for a pedestrian to
safely cross the adjacent street. The MN
Further Considerations
MUTCD recommends a walking speed of 3.5 Pushbuttons should be located so that
ft per second. someone in a wheelchair can reach the
button from a level area of the sidewalk
At crossings where older pedestrians
without deviating significantly from the
or pedestrians with disabilities are
natural line of travel into the crosswalk.
expected, crossing speeds as low as 3 ft
Pushbuttons should be marked (for
per second should be assumed. Special
example, with arrows) so that it is clear
pedestrian phases can be used to provide
which signal is affected.
greater visibility or more crossing time for
pedestrians at certain intersections. In areas with very heavy pedestrian traffic,
consider an all-pedestrian signal phase
Large pedestrian crossing distances can be
to give pedestrians free passage in the
broken up with medians islands into multiple
intersection when all motor vehicle traffic
stages. If the crossing is multi-stage,
movements are stopped. This may provide
pedestrian push buttons must be provided.
operational benefits as vehicle turning
This ensures that pedestrians are not
stranded on the median, and is especially movements are then unimpeded.
applicable on large, multi-lane roadways
with high vehicle volumes, where providing
Materials and Maintenance
sufficient pedestrian crossing time for a It is important to perform ongoing
single stage crossing may be an issue. maintenance of traffic control equipment.
Consider semi-annual inspections
Consider the use of a Leading Pedestrian
of controller and signal equipment,
Interval (LPI) a headstart for pedestrians.
intersection hardware, and detectors.
56
Enhanced Crossing Treatments
DRAFT
57
City of Rochester Design Resource Guide
DRAFT
58
Enhanced Crossing Treatments
DRAFT
59
City of Rochester Design Resource Guide
DRAFT
A bicycle signal head at a signalized crossing A bicycle detection system triggers a change in
creates a protected phase for cyclists to the traffic signal when a bicycle is detected.
safely navigate an intersection.
60
Enhanced Crossing Treatments
DRAFT
61
City of Rochester Design Resource Guide
DRAFT
62
Enhanced Crossing Treatments
DRAFT
INTERSECTION TREATMENTS
BICYCLE BOX
A bicycle box is designed to provide bicyclists with a safe and visible space to get in front
of queuing traffic during the red signal phase. Motor vehicles must queue behind the white
stop line at the rear of the bike box. On a green signal, all bicyclists can quickly clear the
intersection. This treatment received Interim Approval from the FHWA in 2016 (IA-18).
A
B
63
City of Rochester Design Resource Guide
DRAFT
A bike box allows for bicyclists to wait in front of queuing traffic, providing
high visibility and a head start over motor vehicle traffic.
64
Enhanced Crossing Treatments
DRAFT
Typical Application
• Streets with high vehicle speeds and/or
traffic volumes.
• At intersections of multi-lane roads with
signalized intersections.
• At signalized intersections with a high
number of bicyclists making a left turn
from a right side facility.
• Preferred treatment to assist turning
maneuvers on bike lanes, instead of
requiring bicyclists to merge to make a
vehicular left turn, and are required for
to prevent motor vehicles from entering
separated bikeways to assist left turns
the turn box.
from a right side facility, or right turns
from a left side facility. • This design formalizes a maneuver called
a “box turn” or “pedestrian style turn.”
Design Features • Two-stage turn boxes reduce conflicts
by keeping bicyclists from queuing in a
• The two-stage turn box should be
bike lane or crosswalk and by separating
placed in a protected area. Typically
turning bicyclists from through
this is within the shadow of an on-street
bicyclists.
parking lane or protected bike lane
buffer area and should be placed in front • Bicyclist capacity of a two-stage turn
of the crosswalk to avoid conflict with box is influenced by physical dimension
pedestrians. (how many bicyclists it can fit) and
signal phasing (how frequently the box
• 10 foot x 6.5 foot preferred dimensions
clears).
of bicycle storage area (6 foot x 3 foot
minimum).
Materials and Maintenance
• Bicycle stencil and turn arrow pavement
markings should be used to indicate Turn boxes may subject to high vehicle
proper bicycle direction and positioning. wear, especially turning passenger
(NACTO, 2012) vehicles, buses, and heavy trucks, so, bike
boxes with green coloring will require more
Further Considerations frequent replacement over time. The life of
the green coloring will depend on vehicle
• Consider providing a “No Turn on Red” volumes and turning movements, but
(MN MUTCD R10-11) on the cross street Thermoplastic or MMA are generally more
durable material than paint.
65
City of Rochester Design Resource Guide
DRAFT
At driveways and crossings of minor streets, bicyclists should not be expected to stop if
the major street traffic does not stop.
66
Enhanced Crossing Treatments
DRAFT
Intersection crossing markings can be used at high volume driveway and minor street crossings, as illustrated above.
67
City of Rochester Design Resource Guide
DRAFT
B
F A
68
Enhanced Crossing Treatments
DRAFT
D
• Entrance to mixing zone: 7:1 Further Considerations
recommended taper with 20 mph entry
speed for vehicles. • Flex posts may be installed in the
buffer between the mixing zone and
E• Yield line indicates bike priority in mixing
the adjacent through travel lane.
zone
However, this may result in more abrupt
F• The mixing zone should be buffered 2-6 motor vehicle transitions and is most
feet from the through travel lane. appropriate in slow-speed conditions
(20 mph or less).
• Use agressive transition taper
dimensions and short storage length
to promote slow motor vehicle travel
speeds
• Ensure clear sight lines in advance
of mixing zone, i.e. adequate parking
setback in the case of a parking
protected bike lane.
69
City of Rochester Design Resource Guide
DRAFT
ROUNDABOUTS
Single lane roundabouts can provide high intersection throughput and reduced delay while
reducing points of conflict between people driving, walking, and riding bikes. Multilane
roundabouts can offer similar benefits, but introduce more complexity to the intersection
and require special design considerations. At roundabouts, it is important to provide
clear right-of-way rules to all people traveling through and guidance through use of
appropriately designed signage, pavement markings, and geometric design elements.
70
Enhanced Crossing Treatments
DRAFT
71
City of Rochester Design Resource Guide
DRAFT
RAISED INTERSECTIONS
A raised intersection is a vertical speed control treatment that elevates the entire
intersection and its crosswalks to the level of the sidewalk. The intersection operates as
a large speed table with ramps on each approach, reinforcing slower vehicle speeds and
increasing awareness of pedestrian crossing activity. Crosswalks flush with the sidewalk
create a smoother travel path for pedestrians and reduces the need for curb ramps,
although detectable warning strips at the edges should still be provided.
A
B
72
Enhanced Crossing Treatments
DRAFT
Unique crosswalk markings can be used to draw attention to the raised intersection,
as demonstrated above on an offset residential intersection.
73
DRAFT
06
NETWORK CONNECTIONS
AND SUPPORTING
FACILITIES
Network Connections And Supporting Facilities
DRAFT
People need a safe, convenient place to secure their bicycle when they reach their
destination. This may be short-term parking of 2 hours or less, or long-term parking for
employees, students, residents, and commuters.
Information on short- and long-term bike parking has been informed by the Association
of Pedestrian and Bicycle Professionals (APBP) Bicycle Parking Guide, which is updated
frequently and is available online at www.apbp.org.
75
City of Rochester Design Resource Guide
DRAFT
Further Considerations
• Where the placement of racks on
sidewalks is not possible (due to narrow
sidewalk width, sidewalk obstructions,
street trees, etc.), bicycle parking can
be provided in the street where on-
street vehicle parking is allowed in the
form of on-street bicycle corrals.
• Some types of bicycle racks may meet
design criteria, but are discouraged
except in limited situations. This
includes undulating “wave” racks,
schoolyard racks, and spiral racks. Inverted-U racks provide two points of contact.
These discouraged racks are illustrated
on the following page.
• Bike racks should be made of thick
stainless steel to reduce the chance
of thieves cutting through the racks to
take bicycles. Square tubing can provide
further protection from cutting, as well.
• If a bike rack is installed as surface
mount, countersink bolts or expansion
bolts should be used to keep the rack in
place. Covering the bolts with putty or
epoxy can provide additional protection.
76
Network Connections And Supporting Facilities
DRAFT
WAVE
INVERTED-U
COMB WHEELWELL
COATHANGER BOLLARD
Communities may consider purchasing branded
U-racks for installation on sidewalks.
77
City of Rochester Design Resource Guide
DRAFT
Space Requirements
The following minimum spacing requirements apply to some common installations of
fixtures like inverted U or post and ring racks that park one bicycle roughly centered
PLACEMENT
on each side of the rack. Recommended clearances are given first, with minimums in
parentheses where appropriate. In areas with tight clearances, consider wheelwell-
The following minimum spacing requirements apply to
secure racks, which can be placed closer to walls and constrain the bicycle footprint
some common installations of fixtures like inverted-U or
more reliably
post-and-ring racks thatthan inverted
park one U and
bicycle roughly post and ring racks. The footprint of a typical bicycle
centered
iseach
on approximately 6' x2'. Cargo
side of the rack. Recommended clearancesbikes and bikes with trailers can extend to 10' or longer.
are given first, with minimums in parentheses where
appropriate. In areas with tight clearances, consider
wheelwell-secure racks (page 6), which can be placed
closer to walls and constrain the bicycle footprint more
reliably than inverted-U and post-and-ring racks.
The footprint of a typical bicycle is approximately 6’ x 2’. 96”
Cargo bikes and bikes with trailers can extend to 10’ (72” min)
36”
or longer. (24”min)
16’ min
60”
(48” min)
96” 36”
(72” min)
36”
(24” min)
When installing sidewalk racks,
48” (36” min)
maintain thesidewalk
When installing pedestrian through
racks, maintain
120” recommended
zone. Racks through
the pedestrian should be
zone. placed
Racks should
be placed in line with existing sidewalk
Sidewalk racks in line with to
obstructions existing sidewalk
maintain a clear line of
Sidewalk racks adjacent travel for all sidewalk users.
adjacent auto
to on-street to on- obstructions to maintain a clear
parking should be placed
street
betweenparking
parking stalls
line of travel for all sidewalk
to avoid conflicts with
should be placed users.
opening car doors.
between parking
stalls to avoid
conflicts with
opening car doors
96” recommended
Crosswalk
78
Network Connections And Supporting Facilities
DRAFT
Information on short and long term bike parking has been obtained from the APBP Bicycle
Parking Guide, which is updated frequently and is available online at www.apbp.org.
79
City of Rochester Design Resource Guide
DRAFT
STAGGERED WHEELWELL-SECURE
Bike lockers
VERTICAL
80
Network Connections And Supporting Facilities
DRAFT
81
City of Rochester Design Resource Guide
DRAFT
82
Network Connections And Supporting Facilities
DRAFT
83
City of Rochester Design Resource Guide
DRAFT
WAYFINDING
The ability to navigate across an urbanized area is informed by landmarks, natural
features, and other visual cues. Signs throughout the city should indicate the direction
of travel, the locations and travel time distances to those destinations. A pedestrian
wayfinding system is similar to a transit, vehicular, or bike facility wayfinding system, in
12’ that it consists of comprehensive signing and/or pavement markings to guide pedestrians
11’ to their destination along routes that are safe, comfortable and attractive.
10’
9’
CIT Y NAME
Destination 1
6’
Destination 2
TRAIL
NAME
Destination 3
5’
4’
TRAIL NAME
1.0
MILE
3’
Destinations Points of Interest
Bus Station PARKS AND RECREATION NEIGHBORHOOD PARKS
TRAIL NAME
Hospital
!! Transit Stations
TRAIL NAME
2’
1’
Trailhead Secondary Access Decision Turn Confirmation Pavement Mile Recreational Interpretive
Kiosk Signage Sign Sign Sign Marking Marker Trail Marker Sign
84
Network Connections And Supporting Facilities
DRAFT
Further Considerations
• Bicycle wayfinding signs also visually
cue motorists that they are driving
along a bicycle route and should use
caution. Signs are typically placed
at key locations leading to and along
bicycle routes, including the intersection
of multiple routes.
• Too many road signs tend to clutter the
right-of-way, and it is recommended
that these signs be posted at a level
most visible to bicyclists rather than per
Tactile navigation sign
vehicle signage standards.
• Green is the color used for directional
guidance and is the most common color
of bicycle wayfinding signage in the US,
including those in the MNMUTCD.
• Check wayfinding signage along
bikeways for signs of vandalism, graffiti,
or normal wear and replace signage
along the bikeway network as-needed.
85
DRAFT
07
PEDESTRIAN-BICYCLE
OPERATIONS AND
MAINTENANCE
Pedestrian-bicycle Operations And Maintenance
DRAFT
SIDEWALK MAINTENANCE
The sidewalk is an essential space for people walking and using wheelchairs and other
personal mobility devices, and it is also the location where many other important activities
take place. Each of the zones described in ‘Sidewalk Zones’ needs to be maintained for
the overall sidewalk space to function as intended.
• P
. roperty owners are responsible for • During snow events, this zone may
maintaining all sidewalk zones abutting be designated for snow storage,
their property, not just the Building but must not impact the Primary
Pedestrian or Enhancement Zones.
Frontage Zone. The City shall enforce per
City Ordinance/Policy. • The Building Frontage Zone between
the Primary Pedestrian Zone and the
• Maintaining a firm, stable, and slip
abutting property may be utilized by
resistant surfaces is necessary for
businesses for outdoor cafe seating
people walking or rolling to traverse
by permit along commercial corridors,
this zone without risk of tripping,
and occupied by landscaping or other
slipping or otherwise uneven footing.
natural screening in residential areas.
• Regular sweeping ensures the zone is
• Outdoor seating shall not occupy
kept free of natural debris and litter.
the Primary Pedestrian Zone or
• Routine maintenance of sidewalk inhibit travel along the sidewalk.
damage due to tree roots, freeze-
• Landscaping in the Building
thaw, etc. is the responsibility of
Frontage Zone should be maintained
abutting property owners.
in a manner similar to landscaping
• The Amenity Zone is where street in the Amenity Zone. Landscaping
furnishing are located, where people should be maintained by property
are often picked up and dropped off, owners so as not to encroach on
where mail is delivered, and where other the Primary Pedestrian Zone.
loading/unloading happens. It’s the
• The Enhancement Zone must be
space where trees and landscaping are
maintained for the following uses:
planted, and where street lighting and
bike facilities, vehicle parking, curb
other utilities are located. This zone
extensions, and bike parking.
must be maintained properly to ensure
access to this area and all of these • Street sweeping and snow/ice
curbside uses are possible. removal should be conducted per
maintenance schedule and following
• Vegetation in the Amenity zone
significant weather events to help to
should be regularly maintained by
ensure intended use of this space.
the City so as not to encroach
Snow must not be stored in bikeways
87
City of Rochester Design Resource Guide
DRAFT
Colored pavement within a bicycle lane may be used to increase the visibility of the
bicycle facility, raise awareness of the potential to encounter bicyclists, and reinforce
priority of bicyclists in conflict areas. In 2021, MnDOT received statewide Interim Approval
from FHWA for the use of green-colored pavement for bike lanes (IA-14). MnDOT must
maintains a list of locations using the green colored pavement.
Typical Application
• Streets with on-street parking and a such as retail or hotels, and cannot be
separated bikeway along the same relocated to adjacent block faces or
block face. alleys.
• Where ADA-accessible spaces are
desired, either due to proximity to Colored Pavement Treatment
nearby building entrances, street Within a weaving or conflict area to
grades, or other factors. identify the potential for bicyclist and
• Where loading and garbage pick-up motorist interactions and assert bicyclist
zones are desired along the same side priority.
of the street as a separated bikeway
due to adjacent commercial users
88
Pedestrian-bicycle Operations And Maintenance
DRAFT
A B
Green colored conflict striping indicates the path of travel A passenger loading zone allows pedestrians to cross the
of people on bicycles, and alerts people intending to turn separated bike lane to access the loading island. These
across the bike lane to yield when bicyclists are present. designs should also incorporate truncated domes to alert
people walking with vision disabilities of the crossing.
89
City of Rochester Design Resource Guide
DRAFT
90
Pedestrian-bicycle Operations And Maintenance
DRAFT
In this poor example, the existing bike lane ends abruptly This existing bike lane was repurposed as a pedestrian
and forces people to ride in the adjacent vehicle travel travelway, but people riding are forced to merge into
lane. The existing bike lane is also covered in gravel the adjacent travel lane. Options for accommodating
and debris, increasing the likelihood of crashes. Options bike riding through the area could include: widening
for accommodating bike riding through the construction the pedestrian travelway sufficiently (8-10’, depending
zone include: strictly limiting the encroachment into on the number of expected users) to create a shared
the bike lane so it can still be used; requiring daily use path of travel; tapering to a single travel lane while
sweeping; narrowing the travel lanes so the bike lane providing a bike lane; providing a well-routed bike only
can continue. If the posted speeds are 20 - 25 mph, detour. If the roadway travel lanes are posted 20 or 25
another option would be to create a shared lane by mph, another option would be to add proper merge
providing merge pavement markings and signage, areas, signing, and temporary retro-reflective sharrows.
shared lane pavement markings, and signage. Setting a construction speed limit may help to reduce
roadway travel speeds and create a safer transition.
that does not obstruct the designated
path of travel for people walking Further Considerations
and bicycling. Signage mounts and
• Contractors should be made aware of
footings should not pose a hazard for
the needs of people on bikes, and be
bicycle wheels nor a tripping hazard for
properly trained in how to safely route
anyone walking, caning, or traveling in a
bicyclists through or around work zones.
wheelchair.
• Detour paths of travel and routing,
• Steel plates used to cover trenches
detour signage, and path of travel and
tend to have a 1”-2” vertical raised lip
closure signage should be included on all
over the roadway surface. Because
bikeways where construction activities
the plate is not flush, it can cause a
occur. Signage should also be provided
person on a bicycle to lose control
on all other roadways.
as they come into contact with it.
Require temporary asphalt (cold mix) • Require both temporary and final
around steel plates to create a smooth repaving to provide a smooth surface
transition. Require steel plate in use without abrupt edges
signs. • Use warning signs where steel plates
• Use steel plates only as a temporary are in use. These plates can be slippery,
measure during construction, not for particularly when wet. Applying traction
extended periods. to the surface of the plate can reduce
the likelihood of slips.
91
City of Rochester Design Resource Guide
DRAFT
D
C
A B
E
F
92
Pedestrian-bicycle Operations And Maintenance
DRAFT
93
City of Rochester Design Resource Guide
DRAFT
94
Pedestrian-bicycle Operations And Maintenance
DRAFT
A parking protected bike lane in Salt Lake City, UT after a snow plow operation. Photo Credit: Travis Jensen
bike facilities. Additionally, identifying a Use the Wide Bike Lane Buffer
minimum parkstrip width based on snow
storage requirements also needs to be By providing a wide, painted bike lane
taken into consideration. The width of buffer, snow plow operations may be
the snow storage space will depend on able to store snow in the buffer between
equipment capabilities, width of roadway motor vehicle lane and the bike lane. This
and typical snowfall conditions. requires the roadway plow to plow snow
to the right, and the bike lane plow to
When right of way is restricted to such plow snow to the left. This method may
an extent that only curb-tight sidewalk be useful where there is insufficient snow
without snow storage space is available, storage area between the bike lane and
one of the following techniques needs the sidewalk. Considerations for this
to be deployed for that segment of the method include snow melt. During the day,
corridor. the stored snow can melt and sheet flow
across the bike lane, resulting in a very icy
bikeway surface condition. This needs to
be countered with a deicing operation.
95
City of Rochester Design Resource Guide
DRAFT
A recessed thermoplastic bike lane Vertical delineators help inform snow plow
marking in Minneapolis, MN. drivers of obstacles such as cycletracks, raised
medians and bulb-outs in Bozeman, MT.
96
Pedestrian-bicycle Operations And Maintenance
DRAFT
97
City of Rochester Design Resource Guide
DRAFT
greater fuel efficiency of smaller vehicles.3 attachment will change the clearance
On the other hand, utilizing existing width and turning radius of the unit,
maintenance vehicles such as pickup affecting where it can be used. Among the
trucks with mounted snow blades may options currently available on the market,
prove to be much more cost-effective and clearance widths range from 4 ft - 12 ft
time-efficient than purchasing smaller with many vehicles being approximately 5 -
vehicles which operate at slower speeds 5.5 ft. NACTO reports a good rule of thumb
and have smaller plow blades. Regardless, for estimating the right size plow for a bike
the design of shared use trails and bicycle lane: the biggest one that isn’t too big.4
facilities will need to consider how the
snow removal vehicles will access the Fleet Size and Composition
facility. The downsized street maintenance vehicle
fleet size and composition are different
Small Snow Plow Vehicle
for every city and depend on climate, use
Classes
cases, and existing (and planned) active
Due to their wide ranging application, transportation network size. Boston,
downsized street maintenance vehicles for example, owns 21 compact sweeping
come in many different shapes and sizes. and plowing vehicles from 6 different
Many small utility vehicles such as pick- vendors (each providing unique functions
up trucks, tractors, ATVs, mini-loaders, and utility) - in large part because of the
bombardiers, skid-steers, and even lawn number of pedestrian plazas in the city
mowers can be equipped with snow combined with its bike network. Salt Lake
removal devices. City however, needs only one sweeper
for its protected bike lanes (3 miles) and
Typically these small vehicles are either 2 compact plows and for the rest of its
equipped with snow plows, snow brushes bike network. The City of Waterloo, which
(effective for removing light snow) or snow is similar in size to Rochester, maintains
blowers (effective for heavy snow). Many its network of sidewalks, trails, and raised
small snow removal vehicles can also be cycle tracks with 8 trackless compact
equipped with de-icing applicators as well, plows (in addition to other larger vehicles).
such as briners and drop spreader salters.
Even more specialized attachments Recommendations
can include rotary sweepers and power
When procuring downsized street
washers, which extend the vehicle’s utility
maintenance vehicles, the City should
year round.
consider the following factors.
The combination of vehicle and
4 Ibid.
3 Downsized Street Maintenance Vehicles
Case Studies. 2018. NACTO.
98
Pedestrian-bicycle Operations And Maintenance
DRAFT
Test Training
• A “try before you buy” strategy is • The City should provide annual vehicle
recommended to make sure the training for operators, and work to
vehicles meet particular needs, both share the vehicles with other
including size, maneuverability, traction, departments to maximize their utility.
capacity, reliability, and attachment This will require sustained and robust
customization and modification. coordination, as some departments
struggle to handle an increased
• Before the acquisition process begins,
volume of clearing work without a
it is important that maintenance staff
corresponding increase of resources.
demo the equipment personally in order
to familiarize themselves with the new
vehicles and gain understanding for
the benefits of compact equipment.
Other cities report that staff buy-in
is particularly important for a smooth
deployment of a winter maintenance
program.
Comfort
• The City should consider features that
make using the vehicles safer and
more comfortable, such as heated
cabs, windshield wipers, and larger
cab interiors to accommodate larger
drivers as this will help staff complete
longer shifts.
Timing
• The City should time the purchase and
delivery of the vehicles (which may take
a significant amount of time) so that
they can be used immediately in the
upcoming winter in order to maximize
their value (i.e., avoid a springtime
delivery).
99
City of Rochester Design Resource Guide
DRAFT
100
Pedestrian-bicycle Operations And Maintenance
DRAFT
LARGE 8 - 12 FT TRACTOR
101
City of Rochester Design Resource Guide
DRAFT
The major bikeway network and winter maintenance program need to focus on major local
destinations. If roadway clearing and de-icing begins first thing in the morning, primary
routes leading to schools, commercial corridors and business districts, and other major
destinations should be cleared first.
Snow storage spills out onto a separated bike lane reducing the path of travel along this block in Salt Lake City, Utah.
Coordination between agencies and • Class B routes are plowed within 4 hours
departments responsible for on- of 5 cm of snow accumulation and de-
street bikeways and shared use trails is icing treatments are applied as needed.
necessary to ensure the major bikeway Plowing is done before 7am when
networks are plowed in an organized, snowing at night.
complete, and timely matter. • Class C routes are plowed after class B
In Järvenpää, Finland, Class A routes, the routes and plowing is done before 10 am.
main bikeway routes from residential areas
Sand and road grit is cleared from Class A,
to the city center and through the city
center, are cleared first. This is followed by B and C bikeways in Järvenpää every year
Class B routes, bikeways along other major before the 1st of May.
roads, and Class C routes, those along
residential streets and through parks. Wisconsin DOT offers guidance on the
prioritization of snow removal from shared
• Class A routes are plowed within 4 hours use trails (Wisconsin Bicycle Facility Design
of 3 cm of snow accumulation and de-
Handbook, 2009 p. A-4, A-5):
icing treatments are applied before
7am. Plowing is done before 7am when
snowing at night.
102
Pedestrian-bicycle Operations And Maintenance
DRAFT
103
DRAFT