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HomeMy WebLinkAboutTwin Bluff Middle School SRTS Plan FINAL The following key people/entities participated in the Safe Routes to School (SRTS) plan efforts for Twin Bluff Middle School. Their creativity, energy, and commitment were critical to the success of this planning effort. Karsten Anderson, Superintendent of ISD256. Lisa Bayley – Red Wing City Council Member Ashlyn Christianson - Goodhue County Health & Human Services Kevin Johnson - Red Wing Public Schools ISD256 Michelle Leise - Live Healthy Red Wing Coordinator Jay Owens - City Engineer, City of Red Wing Chris Palmatier - Principal of Twin Bluff Middle School - Red Wing Public Schools ISD256 Brian Peterson - Planning Director, City of Red Wing Patti Roberts - Principal of Sunnyside Elementary School – Red Wing Public Schools ISD256 Michael Schultz – Red Wing City Council Member Safe Routes to School (SRTS) is a program with a simple goal: helping more children get to school by walking and bicycling. Envision active kids using safe streets, helped by engaged adults (from teachers to parents to police officers), surrounded by responsible drivers. Safe Routes to School programs use a variety of strategies to make it easy, fun and safe for children to walk and bike to school. These strategies are often called the “Five Es.”  Education: programs designed to teach children about traffic safety, bicycle and pedestrian skills, and traffic decision-making.  Encouragement: programs that make it fun for kids to walk and bike. These programs may be challenges, incentive programs, regular events (e.g. “Walk and Bike Wednesdays”) or classroom activities.  Engineering: physical projects that are built to improve walking and bicycling conditions.  Enforcement: law enforcement strategies to improve driver behavior near schools.  Evaluation: strategies to help understand program effectiveness, identify improvements, and ensure program sustainability. Safe Routes to Schools programs directly benefit schoolchildren, parents and teachers by creating a safer travel environment near schools and by reducing motor vehicle congestion at school drop-off and pick-up zones. Students that choose to bike or walk to school are rewarded with the health benefits of a more active lifestyle, with the responsibility and independence that comes from being in charge of the way they travel, and learn at an early age that biking and walking can be safe, enjoyable and good for the environment. Safe Routes to Schools programs offer ancillary benefits to neighborhoods by helping to slow traffic and by providing infrastructure improvements that facilitate biking and walking for everyone. Identifying and improving routes for children to safely walk and bicycle to school is also one of the most cost-effective means of reducing weekday morning traffic congestion and can help reduce auto- related pollution. In addition to safety and traffic improvements, a SR2S program helps integrate physical activity into the everyday routine of school children. Health concerns related to sedentary lifestyles have become the focus of statewide and national efforts to reduce health risks associated with being overweight. Children who bike or walk to school have an overall higher activity level than those who are driven to school, even though the journey to school makes only a small contribution to activity levels. Active kids are healthy kids. Walking or bicycling to school is an easy way to make sure that children get daily physical activity.           Although most students in the United States walked or biked to school pre -1980’s, the number of students walking or bicycling to school has sharply declined. Statistics show that 48 percent of students between 5 and 18 years of age walked to school in 1969, with 87 percent walking or bicycling within a mile of school. In 2009 fewer than 14 percent of all students walked to get to school1. This decline is due to a number of factors, including urban growth patterns and school siting requirements that encourage school development in outlying areas, increased traffic, and parental concerns about safety. The situation is self-perpetuating: As more parents drive their children to school, there is increased traffic at the school site, resulting in more parents becoming concerned about traffic and driving their children to school. According to a 2005 survey by the Center for Disease Control, parents whose children did not walk or bike to school cited the following barriers:  Distance to school 61.5%  Traffic-related danger 30.4%  Weather 18.6%  Crime danger 11.7 %  Prohibitive school policy 6.0%  Other reasons (not identified) 15.0% A comprehensive Safe Routes to School program addresses the reasons for reductions in walking and biking through a multi- pronged approach that uses education, encouragement, engineering and enforcement efforts to develop attitudes, behaviors and physical infrastructure that improve the walking and biking environment. 1 National Safe Routes Partnership, 2009 The planning process for Safe Routes to School (SRTS) at Twin Bluff Middle School has received broad support and enthusiasm from local partners, and is characteristic of the City of Red Wing’s commitment to supporting bicycle and pedestrian mobility. Live Healthy Red Wing (LHRW), a program which started in the fal l of 2008 with a grant through the YMCA of the USA’s Pioneering Healthier Communities, has emerged as a strong partner for Red Wing’s SRTS program. LHRW is a collaboration which represents the local support for SRTS, with local partners including the Red W ing School District and the City of Red Wing, as well as local health, business, and non-profit organizations. Specifically, local support for SRTS has come from LHRW, the City of Red Wing, Red Wing School District, and the Director of Building and Grounds/Technology for Red Wing Schools. Additionally, Twin Bluff was included in the MnDOT SRTS grant which provided planning assistance from the state and consulting agencies in the fall of 2012. Current conditions were assessed during a walking audit and observations of the dismissal process on October 29, 2012 wherein planning consultants met with school and City staff. During the walking audits, comprehensive observations and accounts of the infrastructural assets and barriers facing Twin Bluff Middle School were made as a collaborative effort between local partners and SRTS experts. Additionally, LHRW has completed surveys and inventories of crosswalks and other issues for Twin Bluff Middle School, as well as a parent survey, counts, and observations of student walkers and bikers in the fall of 2011 and the spring of 2013. The district is in the process of discussing its bussing routes and policies, including the current walk zones, with the potential for more students walking and biking to school. Sidewalk policy in the City of Red Wing has had a mixed history, resulting in well-connected sidewalk networks in older parts of the city, and more sporadically connected networks in newer parts of the city, especially those parts which were developed during the 60’s and 70’s. However, there are generally good sidewalks around Twin Bluff, with the exception of a couple of small gaps. Twin Bluff Middle School will receive implementation support from LHRW, the Red Wing School District, the City of Red Wing. In 2012, the City of Red Wing received a grant from the Minnesota Department of Transportation Safe Routes to School Planning Assistance program to help further the goals outlined above. This funding is given to schools that need to complete a Safe Routes to School plan to help analyze existing conditions, gather public input and identify potential infrastructure and non-infrastructure solutions at K-8 schools. This plan is a result of that funding and builds on the existing information and enthusiasm already present for Safe Routes to School at Sunnyside Elementary School. In the spring of 2013, the City of Red Wing received a MnDOT Non Infrastructure Implementation Grant to help support Safe Routes to school programs at Twin Bluff Middle School. The grant will provide funds for a Safe Routes to School Assistant, Walk and Bike to School maps and posters, National Bike-Walk to School Day incentives, Park & Walk signs, and bike parts for the Fix a Bike Program." The following plans, programs, and efforts have taken place in Red Wing separate from this SRTS planning process, and may have important implications for student walking and biking to area schools:  The City of Red Wing Comprehensive Plan (2007) A healthy and active community was one of the guiding principal identified in the planning process. The Comprehensive plan process included substantial analysis about walking access to services and community assets – or walkability. The plan identified that 21% of households lived within a half mile of the schools, but noted that not all households have safe and completed facilities for connecting to the school.  Complete Streets Policy Resolution (2010) Red Wing passed a resolution to declare its commitment to maintaining a “safe, efficient, balanced, and environmentally sound city transportation system and to support and promote active lifestyles and a vibrant/healthy community.” The resolution goes on to state that “early consideration of all modes for all u sers will be important to the success of this Policy. Those planning and designing street projects will give due consideration to bicycle, pedestrian, and transit facilities from the very start of planning and design work.”  Bicycle and Pedestrian Master Plan (2007) The 2011 plan documented existing conditions and future needs for bicycle and pedestrian infrastructure in the areas of engineering, education, enforcement, encouragement, and evaluation. Safety of pedestrians and bicyclists in neighborhoods with schools was identified as a key concern by citizens. In addition the safety of crossings and connectivity of the walking and bicycling network were noted as priorities. A number of intersections that serve schools were identified as difficult crossings. Those that directly serve Sunnyside and Twin Bluff include Pioneer Rd/Twin Bluff Rd and Pioneer Rd/ Burton Fork.  Sustainability Report (2008) This report identifies a number of community indicators for sustainability that directly relate to SRTS, suc h as bicycle and pedestrian safety and connectivity of the sidewalk network. Increased bicycling and walking to school is aligned with the City’s sustainability objectives.  Policy Change: The Mayor's Task Force on Streets and Sidewalks for a Healthy Red Wing (2014) This effort, funded by an Active Living for All contract from the Center for Prevention of Blue Cross Blue Shield of Minnesota, brings together a local Community Advisory Committee, a staff support team, and the engineering firm Stantec to work on an 18-month initiative that will improve Complete Streets policies citywide. The Task Force will research best practices regarding transportation policies and ordinances, sidewalks assessments, and design standards (especially those related to Safe Routes to School); create action plans around steps outlined in the Bike-Pedestrian Master Plan; and work with City Council to approve changes in 2014 and 2015. The year- long planning process for this SRTS Plan included building a SRTS team; gathering data and information about existing conditions; developing recommendation for the 5 E’s; and developing a written document that set forth a path for the SRTS program at Twin Bluff Middle School. The graphic below depicts key milestones in the planning process. This SRTS plan provides an overview of Safe Routes to School with specific recommendations for a 5 E’s approach to improve the safety and the health and wellness of Twin Bluff Middle School students. The specific recommendations in this plan are intended to support infrastructure improvements and programs over the next 4-6 years. It should be noted that not all of these projects and programs need to be implemented right away to improve the environment for walking and biking to school. The recommended projects and programs listed in this plan should be reviewed as part of the overall and ongoing strategy for Twin Bluff Middle School. Some projects will require more time, support, and funding than others. It is important to achieve shorter-term successes while laying the groundwork for progress toward some of the larger and more complex projects At the heart of every successful Safe Routes to School comprehensive program is a coordinated effort by parent volunteers, school staff, local agency staff, law enforcement and community advocates, such as, public health. The following paragraphs highlight the unique contributions of key partners in Safe Routes to School. can use this report to understand the conditions at their children’s school and to become familiar with the ways a SRTS program can work to make walking and biking safer. Concerned parents or city residents have a very important role in the Safe Routes to School process. Parent groups, both formal and informal have the ability and the responsibility to help implement many of the educational and encouragement programs suggested in this plan. Parent groups can also be critical to ongoing success by helping to fundraise for smaller projects and programs that are implementable without serious effort on behalf of the district or local agency. staff can use this report to prioritize improvements identified on District property and develop programs that educate and encourage students and parents to seek alternatives to single family commutes to school. District officials are perhaps the most stable of the stakeholders for a Safe Routes to School program and have the responsibility for keeping the program active over time. District staff can work with multiple schools sharing information and bringing efficiencies to programs at each school working on Safe Routes. have an important role in implementing the recommendations contained within this SRTS Plan. This plan is unique to Twin Bluff Middle School; as such the impetus for change and improvement must be supported by the leadership of the school. School administrators can help with making policy and procedural changes to projects that are within school grounds and have the responsibility to distribute informational materials to parents within school publications. can use this report to identify citywide issues and opportunities related to walking and biking and to prioritize infrastructure improvements. City staff can also use this report to support Safe Routes to School funding and support opportunities such as: MnDOT Safe Routes to School (SRTS) grants Federal Safe Routes to School (SRTS) grants Future Statewide Health Improvement Program (SHIP) For all infrastructure recommendations, a traffic study and more detailed engineering will be necessary to evaluate project feasibility, and additional public outreach will be conducted before final design and construction. For recommendations within the public right-of- way, the responsible agency will determine how (and if) to incorporate suggestions into local improvement plans and prioritize funding to best meet the needs of each school community. staff can use this report to understand issues related to walking and biking to school and to plan for and prioritize enforcement activities that may make it easier and safer for students to walk and bike to school. The Police Department will be instrumental to the success of the enforcement programs and policies recommended in this plan. The Police Department will also have a key role in working with school administration in providing officers and assistance to some of the proposed education and encouragement programs. staff can use this report to identify specific opportunities to collaborate with schools and local governments to support safety improvements and encourage healthy behaviors in school children and their families. Twin Bluff Middle School is a Grade 5-7 school located on Twin Bluff Road in Red Wing, a small town/exurban community of 16,459 people about 45 miles southeast of St. Paul along the Mississip pi River. The school is immediately surrounded by low density single family housing on the south and east sides. To the west is the Billings Tomfohr Conservation Area. The average age of Red Wing residents was 41.8 years at the time of the 2010 U.S. Census, above the state average of 37.4 years. Median household income in Red Wing is $49,145, below the statewide average of $58,476, based on 2007-2011 American Community Survey 5-Year Estimates. School enrollment for the 2012-2013 school year was 601 students. In October and December 2012, head counts of students were collected for Twin Bluff School. Teachers and volunteers counted student walking and cycling to school. In October, staff counted 70 walkers (12%) and 30 bicyclists (5%). In December, staff counted 43 walkers (7%) and again 30 (5%) bicyclists. Additional baseline data should be collected using the in classroom hand tallies for all grades in Fall of 2013. In June of 2013, a paper survey was distributed to parents in students' take-home folders. The survey included questions about parent attitudes, opinions, and behaviors regarding walking and cycling to school. The survey was completed in by 151 Twin Bluff parents (of students in grades 5 - 7). Respondents reported that traffic speed, traffic volumes, intersection safety, the distance from home to school, and weather, in that order, were the issues that most affected parents’ decision to allow their children to walk or bike to school. 81% of Twin Bluff parents who responded to the survey thought walking or biking to school was either healthy or very healthy, and 19% were neutral. Twin Bluff Middle School is located on the southern end of Red Wing. The site is bordered by Pioneer Rd/County Blvd 66 to the south, Twin Bluff Rd to the east, and a large bluff around the rest of the site. The western portion of the site is occupied by play fields, a track, and tennis courts, as well as a large bus parking lot/loop. The staff and visitor parking lot is located on the east end of the site, and the school building in the center. The parent car loop is in front (south) of the school and is very heavily striped in order to control car movements. Congestion still creates issues for pedestrians here, however, and turning movements of parents exiting the loop creates complications and conflict with pedestrians and cyclists trying to cross. Sidewalks are present on the south and east sides of the school building, and along the bus staging area and tennis courts. Bike racks can be found near the main entrance as well as at the bottom entrance of the school adjacent to the bus staging area. The area surrounding Twin Bluff Middle School is primarily low density residential neighborhoods with many families and students. Across Pioneer Rd/County Blvd 66 is Bevans Circle-Pine Ridge Park which is a green space that has been used for school and association athletics. Pioneer Rd is a wide two lane road with fast traffic but wide shoulders. To the west the school on Pioneer Rd is a trailer park and adjacent medium density housing. A sidewalk on the north side of Pioneer Rd connects the school to the trailer park. To the north of the school campus is a significant bluff which is now owned by the school. Sidewalks can be found on at least one side of the road on all of the major roadways around the school, as well as on many of the neighborhood streets. It should be noted that on Launa Ave, the sidewalk ends abruptly heading northeast. No designated bike routes exist in the area surrounding the school; however, wide shoulders on Pioneer could be used as a biking route for stronger cyclists. Bike racks can be found at the front entrance to the school as well as the bottom entrance near the bus staging area. Currently there are no crossing guards employed by the school. However, a crossing guard pilot (with a daily data report and post-program evaluation survey) will be implemented from February to June 2014 in a collaborative effort between the school district and Live Healthy Red Wing. The school and surrounding neighborhood is located in a relatively flat area of Red Wing, making walking and cycling easier for students. The parent pickup/drop off loop is located on the front/east side of the school with both its entrance and exit on Twin Bluff Rd. The loop is a one way in and out and is heavily striped to control traffic flow. Marked waiting spaces for cars are found along both sides of the loop, while traffic in motion uses the middle portion. A crosswalk at the center of the loop leads to a planted island with no pedestrian facilities. Cars turning into and out of the loop can create difficulties for pedestrians and cyclists crossing at adjacent crosswalks. The bus staging area can be found in the southwest portion of the campus, between the tennis courts and the play fields. It is a large, one-way loop with its entrance on Twin Bluff, and its exit on Pioneer Rd/County Blvd 66. An auxiliary parking lot adjacent to the bus loop is used by high school athletes at the end of the day, many of whom arrive during dismissal and complicate traffic with buses and pedestrians. For this plan, current conditions were assessed during a walking audit and observation of the arrival process on October 29, 2012, during which planning consultants met with school and City staff. During the walking audits, comprehensive observations and accounts of the infrastructure assets and barriers facing Twin Bluff Middle School were made as a collaborative effort between local partners, and SRTS experts. Key issues identified include:  The intersection of Pioneer and Twin Bluff, where significant skew and multiple turning movements create long crossings for pedestrians and bicyclists and many possible points of conflict.  The mid-block crossing to the east of the school campus on Twin Bluff Rd. The existing condition includes a marked crosswalk and flashing warning light. There are ongoing conflicts, including cyclists riding in the road the wrong way, low compliance of drivers yielding to pedestrians at the crosswalk during school pick up and drop off times. Parked cars on either side of the crosswalk contribute to the conflicts as well by reducing visibility.  High motorist speeds on Twin Bluff Road – impacting both Twin Bluff Middle and Sunnyside Elementary.  Entrance to the bus loop. At the bus entrance location a turn lane from Pioneer Rd converges with Twin Bluff Rd. Just east of the entrance, approximately 20-30 feet, is the exit to the parent pickup/drop off loop. In between these converging roadways and driveways is a marked crosswalk with a pedestrian crossing sign and a yellow flashing light. Students attempting to cross here must compete with buses turning into their lot, parents turning out, and cars from Pioneer Rd turning right and left onto Twin Bluff. The initial study yielded specific recommendations to address the key identified barriers to walking and biking at Twin Bluff Middle School. This plan does not represent a comprehensive list of every project that could improve conditions for walking and cycling in the neighborhood – but rather the key conflict points and highest priority infrastructure improvements to improve walking and cycling access to the school. The recommendations range from simple striping changes and school signing to more significant changes to the streets, intersections and school infrastructure. Short term projects that should be addressed in the 2013-2014 school year are noted in the One Year Action Plan at the end of the infrastructure and programmatic recommendations. Some of the more significant recommendations for changes to streets and intersections may require policy changes, additional discussion and coordination, engineering and significant funding sources. Recommendations for Twin Bluff Rd from Pioneer Rd to Maple St overlap with issues that impact students at Sunnyside Elementary School and collabora tion will be beneficial during the design and construction of improvements to this segment of both Twin Bluff and Pioneer Rd. All recommendations are described in Table 1 with locations shown on the Recommended Improvements Map. It should be noted that funding is limited and all recommendations made are planning level concepts only. Additional engineering studies will be needed to confirm feasibility and final costs for projects. The MNMUTCD guidelines (7C.2), encourage the use of crosswalks and signing on school routes in areas where there are likely to be conflicts and/or the need to delineate student travel paths. While existing traffic controls may meet standards for average traffic volumes on the roadway, the presence of school aged children should be considered a mitigating factor in selecting appropriate traffic control infrastructure. Crossings and key access points on school routes should be enhanced to provide increased legibility of desired travel patterns and behavior for all modes. School routes and crosswalks should be prioritized for maintenance. To ensure high visibility crosswalks maintain their effectiveness, review all crosswalks within one block of the school each year. If there is notable deterioration, crosswalks should be repainted annually. In addition, crosswalks on key school walk routes should evaluated annually and repainted every other year or more often as needed. While walking and cycling diminish during the cold winter months, it is particularly important t o prioritize snow removal and maintenance of school routes. Snow removal is a critical component of pedestrian and bicycle safety. The presence of snow or ice on sidewalks, curb ramps, or bikeways will deter pedestrian and cyclist use of those facilities to a much higher degree than cold temperature alone. Families with children will avoid walking in locations where ice or snow accumulation creates slippery conditions that may cause a fall. Curb ramps that are blocked by ice or snow effectively sever access to pedestrian facilities. Additionally, inadequately maintained facilities may force pedestrians and bicyclists into the street. Identified routes to school should be given priority for snow removal and ongoing maintenance. This toolkit is intended to provide an introduction to the specific infrastructure improvement commonly used for Safe Routes to School. It is included directly in the plan in effort to make it an easily available reference point for all parties using this plan. Not all treatments are appropriate at every school location. In all cases engineering judgement should be exercised when determining the best infrastructure solution. The School Sign (S1-1) is used to warn drivers that they are approaching a school area, or to identify the beginning of a designated school zone. The School Sign may be combined with small plaques to indicate specific crossing locations. A school sign combined with an AHEAD plaque (W16-9p) creates a School Advance Crossing Assembly, used to warn road users that they are approaching a crossing where schoolchildren cross the roadway. At specific crosswalks or crossing locations, a School Crossing Assembly indicates the location of the crossing point where schoolchildren are expected to cross. It includes a School sign (S1-1) and a diagonal downward arrow (W16-7p) must be included. A School Zone Speed Limit Assembly identifies a speed limit for used in a specific geographic area. Speed limits may apply over limited time frames or conditions as indicated on the sign. As a supplement to a marked crosswalk, the SCHOOL word marking may provide additional warning to drivers about the potential presence of school children. Active warning beacons are user-actuated flashing lights that supplement warning signs at unsignalized intersections or mid-block crosswalks. Rectangular Rapid Flash Beacons (RRFBs), a type of active warning beacon, use an irregular flash pattern similar to emergency flashers on police vehicles. In-street pedestrian crossing signs reinforce the presence of crosswalks and remind motorists of their legal obligation to yield for pedestrians in marked or unmarked crosswalks. This signage is often placed at high-volume pedestrian crossings that are not signalized. On streets with multiple lanes in each direction, additional treatments such as median islands or active warning beacons may be more appropriate. The simplest form of marked crosswalk is two transverse lines, indicating the crossing area. A marked crosswalk signals 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 especially on multi-lane roadways. A marked crossing typically consists of a marked crossing area, warning signs and other markings to slow or stop traffic. When space is available, a median refuge island can improve user safety by providing pedestrians and bicyclists space to perform the safe crossing of one half of the street at a time. Median refuge islands are protected spaces placed in the center of the street to facilitate bicycle and pedestrian crossings. Crossings of two-way streets are simplified by allowing bicyclists and pedestrians to navigate only one direction of traffic at a time. This may also functions as a traffic calming technique when configured to manage access to streets. Pedestrian hybrid beacon are traffic control signals commonly used to stop traffic along a major street to permit safe crossing by pedestrians or bicyclists. The signals provide very high levels of compliance by using a red signal indication, while offering lower delay to motorized traffic than a conventional signal. The Minnesota Manual on Traffic Control Devices permits Pedestrian Hybrid Beacon installation at both mid-block and intersection locations. (Section 4F.2) The Minnesota MUTCD says: “If installed at an intersection, appropriate side street traffic control should be considered.” This may include STOP or YIELD signs as determined by a traffic engineer. Raised crosswalks are crossings elevated to the same grade as the multi-use trail. Raised crosswalks may be designed as speed tables, and have a slowing effect on crossing traffic. A raised crossing profile design known as a sinusoidal profile may be selected for compatibility with snow removal equipment. Curb ramps 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. Although diagonal curb ramps might save money, they create potential safety and mobility problems for pedestrians, including reduced maneuverability and increased interaction with turning vehicles, particularly in areas with high traffic volumes. Advance stop bars increase pedestrian comfort and safety by stopping motor vehicles well in advance of marked crosswalks, allowing vehicle operators a better line of sight of pedestrians and giving inner lane motor vehicle traffic time to stop for pedestrians. Bicycle lanes designate an exclusive space for bicyclists with pavement markings and signage. The bicycle lane is located adjacent to motor vehicle travel lanes and bicyclists ride in the same direction as motor vehicle traffic. Bicycle lanes are typically on the right side of the street (on a two-way street), between the adjacent travel lane and curb, road edge or parking lane. Buffered bicycle lanes are conventional bicycle lanes paired with a designated buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. Countdown pedestrian signals are particularly valuable for pedestrians, as they indicate whether a pedestrian has time to cross the street before the signal phase ends. Countdown signals should be used at all signalized intersections. Signals should be timed to provide enough time for pedestrians to cross the street. The MUTCD recommends a longer pedestrian clearance time in areas where pedestrians may walk slower than normal, including the elderly and children. Curb extensions are areas of the sidewalk extended into the roadway, most commonly where a parking lane is located. Curb bulbs help position pedestrians closer to the street centerline to reduce crossing distances and improve visibility and encourage motorists to yield at crossings. A leading pedestrian interval is a condition where a pedestrian signal displays a WALK signal for pedestrians prior to displaying a green signal for adjacent motor vehicle traffic. This early display gives pedestrians a head start and may increase the percentage of drivers who yield to crossing pedestrians. 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. No Turn on Red restrictions prevent turns during the red signal indication to reduce motor vehicle conflicts with bicyclists and pedestrians using the crosswalk. Shared Use paths may be used by pedestrians, skaters, wheelchair users, joggers and other non-motorized users. These facilities are frequently found in parks, or as neighborhood cut-throughs to shorten connections and offer an alternative to busy streets. Reducing speeds or volumes along streets improves the pedestrian environment by limiting exposure, enhancing drivers’ ability to see and react, and diminishing the severity of crashes if they occur. Common traffic calming techniques include speed humps, neighborhood traffic circles, chicanes, and pinch points. Warning signs call attention to unexpected conditions on or adjacent to a street or bicycle facility. Around schools, the School Crossing Assembly is the most common type of warning sign, used to warn drivers to expect and anticipate bicycle crossing activity. The Safe Routes to School movement has been a leader in acknowledging that infrastructure changes are a necessary but insufficient condition for shifting school travel behavior. While engineering improvements like sidewalks, crosswalks, and bikeways are important, equally important are education programs to make sure children and families have basic safety skills, encouragement programs to highlight walking and biking to school as fun and normal, enforcement against unsafe and illegal motorist behavior, and evaluation of the impact of investments and non-infrastructure efforts. Middle school students are a great audience for a Safe Routes to School program, because they have more developed cognitive ability than elementary school students, allowing them to judge unsafe conditions and understand why they need to exhibit safe behavior. Children this age are also likely to have a more comprehensive understanding of road rules and have the peripheral vision development to judge the speed of cars. Further, middle school students have an expanded awareness of social, cultural, and environmental issues and are more likely to understand the values of walking and bicycling. Planning educational and encouragement activities for middle school students presents opportunities and challenges. This age group is seeking and gaining more independence, but is vulnerable to self-consciousness and peer pressure. Bicycling and walking are viable options for many children this age and may help provide their sought - after independence, but children may perceive walking and bicycling to school as “uncool” or they may be concerned about gaining peer approval. Fortunately for Twin Bluff Middle School, biking to school is already a popular activity, and encouragement and education programs can build on this positive behaviour. The success of educational and encouragement programs lies in providing middle school students with opportunities for self-expression, hands-on learning, and playing a role in the implementation of their own Safe Routes to School programs. Students can design and create outreach materials, coordinate logistics for assemblies or publicity campaigns, and use technology and other skills to understand and share their understanding of the value of walking and bicycling. The following six programs have been identified as priority programs for Twin Bluff Middle School. For each program concept, the recommendation includes the primary intended outcomes, potential lead and partners, a recommended timeframe for implementation, resources and sample programs, and a short description. Additional program recommendations not identified as priority are listed in a subsequent section. The City of Red Wing will direct funds from a 2013 grant to these programs. Walk and Bike to School Day is an international event that attracts millions of participants in over 30 countries in October of each year. The event encourages students and their families to try walking or bicycling to school. Parents and other adults accompany students, and staging areas can be designated along the route to school where groups can gather and walk or bike together. These events can be held for one or more days. Walk and Bike to School Day events are often promoted through press releases, backpack/folder/electronic mail, newsletter articles, and posters. Students often earn incentives for participating, such as healthy snacks, buttons, or stickers. The event planning team can work with local businesses, such as grocery stores, to provide donations to students participating in the events. There can also be a celebration at school following the morning event, such as an awards ceremony, lunch time party, or a raffle. Some schools have recruited “celebrity” walk leaders, such as local high school football team members, the mayor, police officers, etc. This can greatly increase participation. Staff at Twin Bluff Middle School are on board to walk or bike to school on International Walk and Bike to School Day in support of the event, and the assistant princ ipal is prepared to ride from his home 40 miles away. Students will make posters to promote the event. This fun event will help demonstrate to kids and parents that walking and biking are encouraged and that students and their families can feel proud to pa rticipate. Walk and Bike to School Day will also be a kick-off to the Walking Wednesdays expansion, noted below. One obstacle currently keeping kids from walking or biking is the perceived notion by parents that it takes too much time or is too dangerous. In truth, a high percentage of students live within two miles of their school (or shuttle school), and most streets and sidewalks near schools are safe for walking and biking. The “Open Your Front Door” maps will start to break down those perceptions by showing preferred routes through neighborhoods; distance and average travel time by foot and by bike; difficulty level based on the topography; locations of crosswalks, stop signs, and bike racks; and high-traffic areas where extra caution is needed. The Walk and Bike to School Maps may also show park and walk locations, traffic signals, bikeways, paths/trails, school entrances, and crossing guard locations to encourage walking and biking to school. Parent education and encouragement tips will be included on the maps, along with contact information for coordinating a walking school bus. These can be tailored to be directed towards the students themselves as well. With a range of student ages at Twin including both information for students and parents is appropriate. Maps will complement the look of the community-wide "Open Your Front Door" campaign that Live Healthy Red Wing is leading in 2013, which includes a visual marketing campaign and maps of walking routes through neighborhoods, downtown, and business districts. Based on the resources available, the lead agency will determine whether the maps will be distributed electronically or in paper form, as well as how the maps will be produced (e.g., using mapping or drawing technologies, such as GIS or Adobe Illustrator). The lead agency will also address a ny liability concerns and get approval from the district and administration. Based on any liability constraints, the lead will also determine whether the map will show suggested routes or just factual information that allows families to choose their own routes. Enforcement tools are aimed at ensuring compliance with traffic and parking laws in school zones. Enforcement activities help to reduce common poor driving behavior, such as speeding, failing to yield to pedestrians, turning illegally, parking illegally, a nd other violations. Law enforcement actions include school zone speeding enforcement, crosswalk stings, and other enforcement activities. Higher than safe speeds are a constant problem at Twin Bluff, and administration lists traffic congestion and traffic that’s too fast as top safety issues. This enforcement “wake-up call” will act as a reminder to drivers about safe school-zone driving expectations. It will also be a positive media event in an effort to start changing driving behaviors. It’s planned that by fall of 2013, lower school speed zones will be implemented, and the City of Red Wing will provide the electronic monitors to ensure drivers are obeying the law. Red Wing’s law enforcement bike patrol officer will engage in speed zone “stings” on high priority streets at the beginning of September and various days throughout the year. The “Kids on the Move!” newspaper series described below will begin the first day of the sting. This program is designed to encourage families to park several blocks from school and walk the rest of the way to school. Not all students are able to walk or bike the whole distance to school; they may live too far away or their route may include hazardous traffic situations. This program allows students who are unable to walk or bike to school a chance to participate in Safe Routes to School programs. It also helps reduce traffic congestion at the school. The team leading the effort will identify appropriate park-and-walk locations within a quarter mile of the school, typically parking lots that are vacant or underutilized during school drop-off and pick-up times. Once identified, the team will work with property owners to receive permission to use the parking lots for the park -and- walk activities. On Wednesdays, Twin Bluff Middle School will encourage parents to drop their children at a spot at least a quarter mile from school. To expand the reach, school buses would also drop students off at a park -and-walk location on Wednesdays so those students can walk a quarter mile before school. Parent park-and-walk locations will be recommended on the Open Your Front Door maps, and school bus park-and-walk locations will be designated for the school. Extra crossing guards will be in place to assist with crossing streets within a quarter mile of the school. Bicycle safety training is generally most appropriate beginning in or after the third grade and helps children understand that they have the same responsibility as motorists to obey traffic laws. In-school curriculum often includes three parts: in-class lessons, mock street scenarios or skills practice, and on-street riding. Various existing curricula are available online from a number of sources at no cost, or schools may choose to develop one on their own. Currently, Twin Bluff Middle School does not provide bike safety training to students. Red Wing does, however, have a bike patrol officer who can provide bike safety training during physical education classes, and Twin Bluff is ready to open time for that training. Once the first grade of students receive introductory bicycle safety training in elementary school and move on to Twin Bluff, the curriculum can be modified to be a review of introductory lessons followed by an advanced bicycle safety unit. Students participating in the training will receive “door prizes” and reflective stickers for jackets, backpacks, or bikes. Some Red Wing residents still view kids on our streets as irregular. The strongest Safe Routes to School efforts are those that, over time, begin to make change to the community culture by normalizing walking and bicycling. One of the ways to help promote walking and bicycling as normal, everyday activities is to disseminate consistent, ongoing communications to the school and surrounding community. Live Healthy Red Wing has created publicity around walking and biking to school in the last 18 months with success, but more is needed. Live Healthy Red Wing will spearhead a campaign in April 2014 that includes newspaper articles, radio spots, Facebook posts, and videos on YouTube and local access Channel 6. The campaign will give information about the benefits of walking and biking to school and how residents can work as a community to help students feel safe on our streets and sidewalks. Three new newspaper segments will be fun and eye-catching, while educating residents about benefits, providing quotes from kids about why they love walking and biking to school, and showing ways residents can help students feel safe on our roads. The following additional programs are recommended as lower-priority options for Twin Bluff Middle School. Increased walking and bicycling; youth empowerment Red Wing’s bus system involves frequent bus stops (sometimes every block or two), which means students spend long periods sitting on their rides and less time moving before and after school. This initiative’s goals are to shorten bus rides and create an environment that’s convenient, fun, and safe for more walking. We hope to capitalize on our many safe and pleasant neighborhood parks and make them “bus hubs.” All students living within a half mile of a park would be required to walk there to be picked up. Consequently, with less stops, rides would be shorter and students would get more activity (walking and playing at the park while waiting). At least one bike rack will be available at each park. Volunteers may need to supervise if a bus hub is particularly busy. This system will start as a pilot to measure successes and challenges and make recommendations before expanding across the city. Increased bicycling; youth empowerment Wheels for Winners Program: http://www.wheelsforwinners.org/curriculum.pdf Community Cycling Center (OR) Bike Club: http://www.communitycyclingcenter.org/index.php/programs-for- youth/bike-club/ With poverty numbers growing rapidly in Red Wing (on average one-third of the district’s students are on the free- and-reduced lunch program), many children don’t own a bike. Most neighborhoods, however, are relatively safe for riding, and the police department and high school mechanics students are ready to partner on this program. The program will begin as a small pilot in which select middle school students will work with volunteers and high school students to learn how to fix bikes from the community’s bike retrieval storage, where hundreds of stolen youth bikes are now being stored. Students will be able to keep the first bike they fix; future bikes will go to other students in need. The program will include an education segment in which students learn safety, maintenance, and routes in their neighborhoods. Most importantly, at-risk students will attain bikes, and the “mechanics in training” will gain pride, ownership, mentors, and confidence. Evaluation is an important component of any Safe Routes to School effort. Not only does evaluation measure a program’s reach and impact on a school community, it can also ensure continued funding and provide a path forward for ongoing and future efforts. Evaluation can measure participation and accomplishments, shifts in travel behavior, changes in attitudes toward biking and walking, awareness of the Safe Routes to School program, and/or the effectiveness of processes or programs. Safe Routes to School evaluation is beneficial in the following ways:  Indicates whether your SRTS efforts are paying off. Evaluation can tell you what’s working well, what’s not, and how you can improve your program in the future.  Allows you to share your program’s impact with others. Evaluation can demonstrate the value of continuing your program, with school faculty and administration, the district, parents, and elected officials.  Provides a record of your efforts to serve as institutional memory. The nature of Safe Routes to School teams is that they change over time, as parents and their children move on to other schools and as staff turns over. Recording and evaluating your efforts provides vital information to future teams.  Tells you if you are reaching your goals. Evaluation can confirm that you are accomplishing or working towards what you set out to do. On the other hand, evaluation efforts can reveal that there is a mismatch in your efforts and your goals or that you need to correct course.  Encourages continued funding for Safe Routes to School programs. Data collected and shared by local programs can influence decisions at the local, state and national level. In part, today’s funding and grant programs exist because of the evaluations of past programs. At a minimum, SRTS evaluation should include the standard classroom hand tallies and parent surveys expected in order to be consistent with the national Safe Routes to School program. Evaluating the programs can - and should where possible - delve beyond this, but it need not be burdensome. Evaluating the program can be as simple as recording what you did and when you did it, and counting or estimating the number of students who participated or were reached. Recording planning efforts and taking photos is also helpful for the legacy of the program. In most cases, it is beneficial to measure more, such as school travel mode split and/or miles walked/biked, from which the school, district or city can estimate environmental, health, and other impacts. There are two kinds of information that can be collected: quantitative data (numbers, such as counts, logs, and survey results) and qualitative data (words/images, such as observations, interviews, and records). Further, there are several different ways to collect information. This includes the following: 1. Conducting tallies/counts 2. Keeping logs (such as for mileage tracking) 3. Conducting surveys and interviews 4. Conducting observations and audits 5. Keeping planning and process records Regardless of how elaborate you make your evaluation, it is important to pl an ahead for measuring and tracking results. When you are designing your program, consider how you are going to evaluate it from the beginning, so that you can build in mechanisms for collecting the necessary data. For example, if showing changes in travel behavior over time is important to your effort, you will need to start by collecting baseline data s you know how students are getting to school currently in order to be able to demonstrate any change later. Below is a series of basic steps to take in designing and executing your program evaluation: 1. Establish your goals and plan the specific program. 2. Decide what, how, and when to measure. 3. Collect baseline information, if necessary. 4. Conduct the program and monitor progress. 5. Conduct any post-program data collection, if necessary. 6. Interpret your data. 7. Use and share your results. More resources for evaluation can be found on the National Center for Safe Routes to School’s website here: http://guide.saferoutesinfo.org/evaluation/index.cfm. Sunnyside has been tracking participation in ongoing programs and this existing data can serve as a partial baseline for programs such as Walking Wednesdays. At the beginning of each year establi sh which programs and improvements will be made and what needs to be done to complete basic steps 1-3. The Action Plan is based on a one year forecast of reasonably attainable goals as determined by the SRTS Team. The Action Plan is meant to complement the recommendations. The table should be updated periodically with new goals as the previous goals are met or new opportunities arise. It is important to note that while the overall Safe Routes to School Plan has a will support action for five years, the Action Plan provides specific recommendations for the first year of the plan. Annual evaluation should be part of the Safe Routes Programs. Each year the Action Plan should be updated with recommendations that have been accomplished removed and new annual projects and programs added. Some education, encouragement and enforcement programs will be ongoing and the action plan should represent those programs that need increased resources or attention. MEMO To: Jay Owens, P.E., City Engineer, City of Red Wing From: Colin Harris, P.E., Project Engineer, Community Design Group Cc: Brian Peterson, City of Red Wing Dana Dickman, Senior Planner, Alta Planning + Design Antonio M. Rosell, P.E., AICP, Director, Community Design Group Date: December 11, 2013 Re: Safe Routes to School - Twin Bluff Middle School - Concept Designs for the Intersection of Twin Bluff Road and Pioneer Road Twin Bluff Middle School - MnDOT Safe Routes to School Planning Concept Designs for the Intersection of Twin Bluff Road and Pioneer Road This memo presents concept intersection design options for Twin Bluff Road and Pioneer Road in front of Twin Bluff Middle School in Red Wing, Minnesota. Three potential solutions that aim to address safety concerns at this intersection are provided. The three concepts, along with the existing condition, are presented as on the following pages. The concepts and alternatives are: •Alternative 1: Existing Conditions; •Alternative 2: Squared Intersections; •Alternative 3: Single Roundabout; and •Alternative 4: Double Roundabout. The approximate right-of-way boundaries—shown in blue dashed lines—are based on aerial imagery from a mill and overlay plan done by the City of Red Wing in 2009. Geometry for the roundabout is for a single lane design. Pioneer Road and Twin Bluff Road are each two-way roadways with a single-lane of traffic in each direction. community design group a people-centered, asset-based approach to urban planning, policy and design Community Design Group, LLC | 212 3rd Avenue North, Suite 515, Minneapolis, MN 55401 | 612-354-2901 | www.c-d-g.org 1 Alternative 1: Existing Conditions 2 Alternative 2: Squared Intersections Pioneer Road Twin B l u f f R o a d Pioneer Road Twin B l u f f R o a d Alternative 3: Single Roundabout 3 Alternative 4: Double Roundabout Pioneer Road Twin B l u f f R o a d Pioneer Road Twin B l u f f R o a d Contact For questions regarding this memo please contact: Colin Harris, P.E. Project Engineer, Community Design Group, LLC 212 3rd Avenue North, Suite 515 Minneapolis, MN 55401 Email: charris@c-d-g.org Office: 612-354-2901 | Mobile: 612-499-3646 Web: www.c-d-g.org Attachments •Image - Alternative 1: Existing Conditions; •Image - Alternative 2: Squared Intersections; •Image - Alternative 3: Single Roundabout; and •Image - Alternative 4: Double Roundabout. 4 Twin Bluf Recomme     Project: Introduc Twin Blu Reconstr geometry that can b Twin Blu for pedes improvem Pioneer R Road to a Need: Cu crossing amount o eastboun Twin Blu faster veh unsafe cr pedestria lot. Recomm 1. R 2. R In 3. R 4. R In uff Middle Sc endations Pl Twin Bluff ction: Alta P uff Middle S ructing the P y on Twin B be further ex uff Middle S strians acces ments includ Road/Twin B add on-stree urrently the for pedestria of time it tak nd vehicles fu uff Road are hicle speeds rossings for p ans accessing mended Imp Recommen Reconstruct P Reconstruct P ntersection Re-stripe Twi Roundabout a ntersection chool lan Middle Sch Planning + D School that w ioneer Road luff Road to xpanded upo School, howe sing the sch de reconstruc Bluff Road in t bike lanes. intersection ans difficult. kes pedestria urther decrea 40 feet wid and require pedestrians. g the school provements: nded Improv Parking Lot Pioneer Rd/T in Bluff Rd at Pioneer R ool Safe Rou Design have will improve d/Twin Bluff o add bike lan on. These rec ever, additio ool via Pion cting the sch ntersection a of Pioneer R . The north/ ans to cross t ases safety a e with one la longer cross The followi as well as im ements Twin Bluff R and Pioneer Rd/Twin Bluf MnDOT Sa ute to Schoo provided sev safety for p f Road inters nes and redu commendatio nal improve neer Road an hool parking and re-stripin Road and Tw /south crossw he roadway. at the crossin ane in each d swalk length ing recomme mproving bu L Rd Rd ff Rd afe Routes to ol Plan veral recomm edestrians tr section and r uce parking a ons will be p ements can b nd Twin Bluf lot, further r ng both Twi win Bluff Ro walk is also . The channe ng. Addition direction. W hs. Both thes endations fo us/vehicle cir Pro Low X o School Pla mended imp raveling to a reconfigurin are two reco positive imp be made to in ff Road. The refining the in Bluff Roa oad is skewe skewed whi elized right t nally, both P Wide roadway se factors co ocus on impr rculation thr oject Cost Le Medium anning Assis provements f and from sch ng the lane ommendation rovements f ncrease the s ese reconstructi ad and Pione ed which mak ch increases turn for Pioneer Road ys encourage ontribute to roving safety rough the par evel High X X X tance   for hool. ns for safety ion of eer kes s the d and e y for rking h Twin Bluf Recomme     1. R Descript crossing Bluff Ro crosswalk longer be recomme further in be constr pavemen northern graphical Pros:  Im b  In  O p  Im Cons:  H  C uff Middle Sc endations Pl Reconstruct P tion: To crea for pedestria ad be closed k on Twin B e a midblock ended by Alt ncrease the v ructed with d nt markings b driveway an l depiction o mproved saf lock crosswa ncreased par One-way flow icking up mproved flow Higher constr Change in tra chool lan Parking Lot ate better flo ans it is reco d and a new d Bluff Road. B k crossing wh ta Planning + visibility of t direct access be added so nd exiting fro of the recomm fety for pede alk on Twin rking for veh w in parking w in and out ruction costs affic pattern ow for vehicl ommended th driveway en By relocating hich makes a + Design, a r the crosswal s from the ne that traffic f om the exist mended imp strians trave Bluff Road hicles lot improve t of school e s could create MnDOT Sa les and buse hat the existi ntrance be ad g the drivew a safer more rapid flashin k on Twin B ew driveway flows in one- ting southern provements. eling to and f es circulation ntrances for e confusion f afe Routes to s, additional ing northern dded adjacen way next to th e visible cros ng beacon sh Bluff Road. A y entrance. It -way circula n driveway. from school n for buses a r buses and v for drivers in o School Pla l parking, an n driveway a nt to the exis he crosswalk ssing for ped hould also be An additiona t is also reco ation, enterin Figure 1 pro that use the and vehicles vehicles nitially anning Assis nd a safer ccess on Tw sting midbloc k it will no destrians. As e installed to al parking lo ommended th ng from the n ovides a existing mid dropping of tance   win ck s o ot can hat new d- ff and Twin Bluf Recomme     2. R Descript and Twin recomme perpendi the skew recomme channeliz which inc depiction Pioneer R Another a roundab reduce ve to be unf to be obt as discus Pros:  Im  D  S Cons:  H  R uff Middle Sc endations Pl Reconstruct P tion: Alta Pl n Bluff Road ended a high cular to Pion of the inters ended that th zed right turn creases the s n of both Alt Road/Twin B alternative f bout, this wa ehicles speed feasible. The ained which ssed above is mproved saf Decreased rig horter crossw Higher constr Right turn is chool lan Pioneer Rd/T lanning + De d be reconfig h visibility cr neer Road. T section woul he west leg o n is closer to safety for pe ta Planning + Bluff Road in for the inters as also recom ds and incre e skew of the h would be v s a better alte fety for pede ght turning v walk distanc ruction costs still channel Twin Bluff R esign have re gured to rem rosswalk wit The southwe ld make the of the interse o the intersec destrians in + Design’s a ntersection. ection of Pio mmended by ase safety fo e intersection ery costly. R ernative for t strians trave vehicle speed ce s lized which m MnDOT Sa Rd Intersecti ecommended move the sout th ADA ram st triangle le eastbound ri ection be rec ction. This w the crosswa and HR Gree oneer Road a y Alta Planni or pedestrian n would requ Reconstructin this intersec eling to and f ds makes crossi afe Routes to ion d that the int thwest triang mps on either eg cannot be ight turn mo onstructed s would slow r alk. Figure 1 en’s recomm and Twin Bl ing + Design ns and vehicl uire a signifi ng the eastbo ction. from school ing difficult o School Pla tersection of gle leg. They r side be plac e removed en ovement very so that the ea right turning 1 provides a mended impro luff Road wo n. A roundab les. This opt ication amou ound channe t anning Assis f Pioneer Ro y have also ced ntirely becau y difficult. It astbound g vehicles do graphical ovements at ould be to pu bout would tion was dec unt of right a elized right t tance   oad use t is own the ut in ided away turn,   TW I N  BL U F F  MI D D L E  SC H O O L   RE C O M M E N D E D  IM P R O V E M E N T S   Fi g u r e  1  N  T W I N   B L U F F   R D   LAUNA AVE   3           1  2  4  PI O N E E R  RD     1 Install Rapid Flashing Beacon (as Recommended by Alta Planning + Design)  2 Install High Visibility Crosswalk  3 Remove Driveway Access  4 Change Bus and Parent Drop off Traffic Flows  Twin Bluf Recomme     3. R Descript increases roadway. on-street lanes wo school. T of Red W future on Network of Red W Pedestria Currently also an is reduce cr re-stripin improvem Pedestria stated ear and impr work wit Bicycle a Pros:  S  L  Im Cons:  R  V uff Middle Sc endations Pl Re-stripe Twi tion: Curren s pedestrian/ . Alta Planni bike lanes a uld help to s This will be a Wing’s Bicyc n-street bike Long Term Wing to estab an Master Pl y, Pioneer R ssue on this r rossing dista ng Pioneer R ment for Pio an Master Pl rlier, narrow rove access f th the City o and Pedestria lower vehicl Lower cost op mproved saf Reduced park Vehicles wou chool lan in Bluff Rd tly, the high /vehicle conf ing + Design and restrict p slow down v a positive im cle and Pede route. A cop Plan is attac blish an impl an. Road has two roadway. Al ances on Pion Road to add o neer Road a an (2011) w wing travel la for bikes trav f Red Wing an Master Pl le speeds ption fety for pede king on Twin uld have to sh and Pioneer h amount of p flicts and the n have recom parking to on vehicles and mprovement strian Maste py of the Cit ched. The Tw lementation travel lanes lta Planning neer Road. I on-street bik and is also in which identifi anes and add veling to and to establish lan. strians and b n Bluff Road hare the road MnDOT Sa Rd parking alon e wide cross mmended tha ne side only. improve acc for Twin Blu er Plan (2011 ty of Red Wi win Bluff M plan that adh s with wide s + Design ha In addition to e lanes is rec n line with th ies Pioneer R ding bike lan d from schoo an impleme bikes travelin d dway with b afe Routes to ng Twin Bluf section prom at Twin Bluf . Narrowing cess for bike uff Road and 1) which ide ing’s Existin Middle school dheres to the shoulders on ave recomme o adding bum commended he City of Re Road as a fut nes would he ol. The Twin entation plan ng along bot bikes o School Pla ff Road in fr motes speed ff Road be re travel lanes es traveling t d is also in l entifies Twin ng and Futur l should wor city’s Bicyc n either side. ended addin mp outs at th d. This will b ed Wing’s B ture on-stree elp to slow d n Bluff Midd n that adhere th roadways anning Assis ront of the sc ding along th e-striped to a and adding to and from line with the n Bluff Road re Bicycle rk with the C cle and Speeding i ng bump outs he crosswalk be a positive Bicycle and et bike route down vehicle dle school sh s to the city’ s tance   chool he add bike City d as a City s s to ks, e. As es hould ’s Hay Creek Cannon R i v e r T r o u t Broo k S p ri n g Creek B u lla rd Cree k S p ring Creek Cannon R i v e r Spring Creek 7 T H 4 T H PION EER MILL NSP HIGHWAY 19 5 T H COUN TY 18 3 R D 282ND LEESON HIGHWAY 58 EAST MT CAR MEL 6TH SPRING CREEK W E S T C O L L I S C H A N BEN CH PARK COUNTY 1 HIGHWAY 61 TYLER 287 T H LEVEE T I L E HAY CREEK BUSH PLUM LOCK AND DAM SEVASTOPOL C A N N O N D A L E AS P E N NEAL 12TH IDE 21ST 9TH MAPLE R E D F O X PEPIN OLD WEST MAIN ED OKA FRENN HI PARK SPRUCE L E H R B A C H KAFF ITZ 280TH ST URGEON LAKE MAIN COUNTY 21 ROSE H A LL Q UIS T CHAKYA BR INK BLUFF H IL L FERN HALLSTROM PER LICH GRAVES C A D Y OL D TYL ER TWIN BLUFF BU NC H G A D I E N T PI N E 285TH 15TH PIN E RID G E COUN TY 53 C O L L E G E LORI OLD HIGHWAY 19 W E S T W O O D HIGH WAY 63 KOSEC MOUNDVIEW GRACE LAUNA 8TH QU ARRY SKYLINE WAKON ADE S O U T H O A K ALVINA LAKE SPAT E S BR O O KS COUGAR F E A T H E R S T O N E DOYLES CUTLER HILL D A K O T A SALA C H E R R Y G O L F L I N K S F U L T O N VER A BU RTON GO O D HU E OAK 28 9 TH REDING BAYVIEW SO U THV I E W NORWOOD C E N T R A L SERVICE IKATA COUN TY 31 LANGSDORF POTTERLEARNING BRYAN HILLSIDE COUNTY 41 FRAZIER PEACEFUL RIDGE MASON 17TH DEBRA FRANC ES RED WING HIGHWAY 292 CAROL CARDINAL WESTWOOD HILLS CLEVELAND LEE 290TH SNOWBIRD VI L L AG E WR IGH T POPLAR 235TH ST JOHNSON CANNON BOTTOM RIEDELL CEDAR FAIRVIEW 11TH ARROW W O O D L A N D SU NS E T ST URTEVAN T PATCH OAK HILL M A L M Q U I S T L A R S O N O A K W O O D C E M E T E R Y GERNENTZ BO H M BACH 227TH AVENUE S W E E T B RIA R H I G H W O O D S TECHNOLOGY CLAY CHALET HEDIN OLD ZUMBROTA COTTON WOOD A U R O R A LIDBERG C L O V E R JACKSON WASHINGTON RHAME A R K I N DANIELSON 5TH 3 R D C A N N O N B O T T O M GOLF LINKS LAKE SERVICE FAIRVIEW MAPLE 7TH BEN CH HIGHWAY 61 TYLER 6TH HIG H W A Y 61 2 8 5 T H KOSEC 7TH 3RDTYLER BUSH 280TH Existing and Future Bicycle NetworkLong Term Plan (DRAFT) Existing Mu lti-use Trails Paved ! !! ! !Future Multi -use Trails Paved ! !! ! !Future Multi -use Unpav ed Trail Existing On -street Bike Route ! !! ! !Future On-S treet Bike R outes .1 Miles Sources: This map document was created from a variety of sources, including City of Red Wing and Goodhue County. Projection: Lambert Conformal Conic Data Disclaimer: The City of Red Wing assumes NO liability for the completeness of this map OR any responsibility for any associated direct, indirect, or consequential damages that may result from its use or misuse. Map updated August, 2011 City of Red Wing Copyright 2011