Training workshops, consultation and local assessments from U-Connect at the University of MN Extension.
Health impact data show that air pollution from vehicle traffic is most intense within 300 meters (~1000 feet) of a busy road (defined as any road segment with annualized average daily traffic greater than 10,000 vehicles). See map estimates of the number and percent of Minnesota residents, within each Minnesota census tract (generally between 1,200 and 8,000 people), living within 300 meters of busy roads and consider design and mitigation measures along corridors such as pollutant-trapping trees and vegetation, minimized idling via roundabouts, building air filtration, and residential zoning beyond 300 meters.
Work with community members in establishing design goals or designs standards, publish the standards, and ensure that the standards are provided to everyone proposing development in the corridor/cluster; plan for at least 1 EV charging station.
Adopt an overlay district; in the public process to set design standards, use visual preference tools (such as a door-to-door iPad-enabled survey) to develop both goals and designs; zone residential beyond 300 meters of a corridor with annualized average daily traffic greater than 10,000 vehicles.
Require or provide incentives (design assistance, permit fee reductions, etc) for new development and redevelopment to adhere to the goals and designs.
Who's doing it
Inver Grove Heights - 3 star
Date action report first entered:
Date of last report update:
Year action initially completed: 2010
In 2010, the Northwest Area Collector Road Study incorporated community feedback to outline where major roads would be within this area. The community was involved through the mail, local newspaper, city newsletter, special meetings, and public hearings.
The City of Inver Grove Heights requires new developments to adhere to the goals and designs of the City code. The head engineer and planner at the City meet one on one with the developers and share a packet of information regarding the city codes requirements.
The City has adopted additional design standards for the B-2 and B-3 Zoning Districts, which are primarily located along County Road E and Lexington Avenue and are two of the main commercial corridors in the City. The design standards address architectural, landscaping, and site design in order to accomplish harmonious and high-quality commercial development. The design standards also emphasize the importance of designing for pedestrian and bicycle access and safety.
Burnsville completed design guidelines for the Interstate 35W corridor as it enters Burnsville from the north, also known as Burnsville's North Gateway District. For the North Gateway Design Guidelines indicates that there were numerous community visioning and planning initiatives that spanned 2 decades including Partnerships for Tomorrow and Vision for Tomorrow (See attached North Gateway Design Standards). When the actual guideline manual and zoning district was developed in 2006, the affected property owners were also involved in the process. The city had also done community wide visioning that concentrated on this north gateway area of the community in preparation for the 1990 and 2000 comp plan updates.
A visual preference study was also done for the North Gateway design guidelines similar to the Heart of the City Design Guidelines process and many of the graphics included in the design manual are from the visual preference presentations that were done as part of the guideline and zoning development process for the North Gateway. (See attached guidelines).
Columbia Heights adopted new design guidelines for the City in 2003. This included guidelines for the Central Ave (Hwy 65) corridor. The Central Ave street-scaping project was also completed in 2003 which included wider sidewalks, safer pedestrian crosswalks, and new tree/shrub plantings.
In 2014, Coon Rapids plans to reconstruct over nine miles of streets. Plans include removing and replacing pavement, damaged curb, driveway aprons and sidewalks. Repairing and placing storm sewers, sanitary sewers and water main facilities is also planned. A major portion of the project includes Coon Rapids Blvd which is a very busy area near businesses and has set design goals. The city website updates residents of current work regularly and provides details.
Part of the City's 2030 Vision Issues and Projects includes specific transportation areas and goals related to work done in the City. Goals include making streets safer for bikes and pedestrians, increased access to public transit, utilizing urban design standards and evaluating intelligent transportation systems.
The City of Fridley alongside Anoka County and the City of Coon Rapids developed a corridor study for East River Road (CSAH 1) between Highway 610 in Coon Rapids and Interstate 694. This corridor study is intended to address increased pressure on on East River Road as a result of development and population growth as well as to improve transit and trail connection, improve visual quality, and increase safety.
Goals for the public involvement process included:
Facilitate active and
by local units of government
2. Help the public to feel
comfortable with the proposed
project and the process of
3. Collect public input to make a
A series of three public open houses were hosted as well meetings in each "neighborhood" along the corridor to gather public opinion.
Isanti has started to create corridor overlay design goals by providing specific requirement for signage along two of its main corridors which include State Highway 65 and a County Road 5. Signage along these corridors is guided to reduce clutter and as well as encourages economic development that fits the character of the roadway and protects the overall character of the community. The City also participates in the North Trunk Highway 65 Coalition
The City of Lake Crystal adopted a Strategic Plan with design goals for a auto-oriented corridor. An Action Step of the Plan includes, 'Develop industrial park near highway'. The focus areas for achieving this includes: redevelopment of an existing site. The action steps in the strategic plan were developed based on community engagement by the Region 9 Development Commission with a community survey and public open house, as well as meetings with the Economic Development Commission.
Outcome measures/metrics/money saved:
A work plan was developed within the strategic plan that will allow the City to measure success of implementation.
Mankato utilizes adopted Highway Gateway Overlay District for established corridors.The HGT, Highway Gateway Overlay District, is intended to promote high quality design in Mankato's gateways. The areas included within this district are located at major entryways into the City. Requirements include exterior treatments, specialized setback standards, signage, architecture, and landscaping.
Maplewood has been actively working on the design goals for the highway corridors of Highway 36 and 61. In 2009, the City of Maplewood prepared an application for federal funding for the construction of the interchange at English Street. In the spring of 2010 it was announced that the project was successful and awarded $7 million in federal funding for construction in 2014. A visual preference survey was conducted to engage the public and agencies in the design process to refine the design.
the English Street project has been completed with the Living Streets policy included in its plan and construction measures.
The city of Maplewood has begun to require the implementation of the Living Streets policy during the planning and the construction of all new construction and renovation street projects except for Principal Arterial roads e.g. 694, Highway 36. Each classification of road will receive a different approach that follows general design standards designated in the Living Streets policy.
Other projects that will be affected by these design goals include the 694 south interchange project, and the County Road B improvement project. Previously completed projects include the Arkwright-Sunrise area renovation, and the Bartelmy/Meyer street project.
The City of Minnetonka adopted the PID, Planned I394 District to provide a comprehensive, planned framework for development within the I394 corridor. The PID district encourages high quality development standards for structures within the corridor as these properties are among the most visible within the city. Additionally, the district promotes flexibility in land development and redevelopment in order to utilize newly developed techniques in building and land development while promoting more efficient and effective uses of land. Per the ordinance, master development plans are required for all properties subsequent to its adoption. Additionally, the city has determined that future growth within the PID district should be managed under a framework of development parameters. As such, a development limitation based on p.m. peak hour trip generation is established for all new development. Due to the high visibility of the properties and the evolving redevelopment opportunities, building materials should incorporate facades materials of brick, dimension natural or man-made stone, glass and architectural-grade metal panels and limit the use of stucco and exterior insulated finishing systems.
In 2006 the New Brighton City Council approved a resolution agreeing to the terms and conditions of the Routes of Regional Significance program from the Minnesota Department of Transportation (Mn/DOT) State Aid for Local Transportation Group for Project 07-3, Old Highway 8 NW Reconstruction. To coincide with planned and implemented highway improvements the New Brigton Exchange (aka Northwest Quadrant) framework plan was created with design guidelines. To implement these guidelines new zoning regulations were created.
Outcome measures/metrics/money saved:
he purpose of the NBE New Brighton Exchange District is to provide an area for an intensely developed mixed use center that will be a vibrant and active place where people can live, work, shop, play and be entertained. The mixture of land uses and design specifications in this ordinance are designed to implement the
principles and guidelines established in the 1999 New Brighton Comprehensive Plan and the Northwest
Quadrant Framework Plan and Design Guidelines, including the placement of buildings, streets, parking areas,sidewalks, and open space. It is acknowledged, that in order to respond to market demands, not every element of the Design Guidelines can be implemented into each development but that every development will meet the spirit and intent of the Design Guidelines. Therefore, flexibility is provided within this Article for the City Council to approve site standards that may vary from the described standards in this Article, but only if it is found that the spirit and intent of the Design Guidelines have been met.
The City has prepared master plans for two highway corridors: Cedar Ave (MN Hwy 77) and I-494. The vision of the I-494 Corridor/77th Street Plan (12/6/05) is "aimed at helping the community shape future development in the corridor to be more unique and identifiable, urban in character, pedestrian-friendly, economically sustainable and ultimately, more livable." The plan establishes design goals and standards. The City added the Mixed Use Districts in the Zoning Code specifically to implement these policies. All new development projects are required to adhere to road/transportation goals and standards, overseen by the City's Administrative Review Committee.
The City of St. Cloud 2003 Comprehensive Plan identifies design goals for five highway/entryway corridors into the City. The five highway corridors include States Highways 15, 10, and 23, Interstate 94 and CSAH 74. The design goals are a part of the Target Area Plans identified in the 2003 Comprehensive Plan. The design goals include creating a strong sense of arrival into the community, enhancing the corridors with landscaping, lighting, signage and architectural features, including gateway monuments, and landscaping to screen industrial areas and to promote the open space and natural wetlands, prairie and wooded areas surrounding the community. The Comprehensive Plan was developed following extensive meetings with community members and stakeholders to gather input and recommendations before the Plans adoption.
As part of the upgrade of Cedar Avenue to accommodate bus rapid transit (BRT), a public process was undertaken and design goals were developed that guided the work of the corridor. The completed Cedar Avenue corridor will have landscaping, streetscape elements, decorative lighting, tree plantings, benches, and way finding at key intersections.
Through its membership and partnership with the met council and under its own volition, the city has established design goals and standards to account for highway and auto-oriented as published in the city's 2030 Transportation and 2008 Comprehensive Plan.
The Imagine Hutchinson and Transportation Plans were developed to guide the future growth, redevelopment, and utilization of prime corridors through the City. Extensive public meetings were held to collect input from stakeholders, citizens, and businesses that both utilize and inhabit the areas.
Corridor Highway. Our Comprehensive Plan indicates an improvement to one of city streets which connects two State Highways. The plan calls for an adjacent corrider for pedestrian and bicycle traffic. Additionally we will be making arrangements for storm water runoff that will return water to the soil. The design work is completed and funding is in place. the construction of a new roadway with an adjacent 11 foot trail and storm sewer will be constructed in 2015. The plans call for a storm sewer that returns the rainwater to the aquifer using a large french drain as opposed to running the water to the river.
Outcome measures/metrics/money saved:
We have been in negotiation with the county to obtain a CSAH status for this city street to be re-built to our standards. We have scheduled a public hearing on this project in July 2011. Itasca County has agreed to designate this street as CSAH. The street will be redesigned to include a safe pedestrian and bicycle corridor and rebuilt in accordance with community input and in accordance with the Comprehensive Plan. The county has agreed to make this street a county state aid roadway and has agreed to reconstruct the roadway in conformance with our comp plan. The county has contracted with our city engineer to design the road and as of 01/01/13 the design work is underway. Once the design work is complete, we will have public meeting. That meeting is scheduled for February 13.
The City included goals for highway development in the 2030 Comprehensive Plan. Additionally, the goals are outlined in Chapter 36, Article V of the City Code. Finally, there are design goals for the MX-3 Transit Oriented District.
Rochester recently did work on County Road 104.the Rochester-Olmsted Council of Governments (ROCOG) has identified in its Long Range Transportation Plan (LRTP) a network of future arterial corridors which will be needed to ensure the safety and mobility of the traveling public. County Road (CR) 104/60th Avenue has been identified in the LRTP as a key future corridor. It has been identified as part of the outer beltway system around the City of Rochester's urbanized area that is expected to be developed over the next 25 to 30 years. There were 5 design policies created to define the grade and layout of intersecting streets and lots adjacent to the corridor. Policy #1 Design speed- desired speed will be 55 MPH. #2 Design standards- County state aid standards will be followed for lane widths, curvatures, grades and shoulder widths. #3. Median type- Throughout the corridor the predominant median design would be a depressed median with median crossovers limited to one every 1/4 mile. On approached to major intersections a compressed intersection design with raised medians will be considered to facilitate turn lanes and pedestrian crossing and create refuge areas for pedestrians. #4Typical cross section design-The basic design for the corridor will incorporate open ditches on the outside of the travel lanes and a grassed, depressed median to separate the travel lanes. Exceptions to this would be considered at future signalized intersections where pedestrian and bicycle crossing is encouraged. #5 Site grading- Owners or developers who, through a proposed development, site expansion or change of use are initiating grading activity on a property, will be required to grade the site to match the proposed center line profile and cross section for 60th ave. based on the ultimate cross section for the corridor.
The Comprehensive Plan (2030) states in the Transportation Section (Chapter 5-2), Policy 3.2 "that major traffic volumes should be channeled onto community collector streets, arterials, thus discouraging traffic from passing through residential areas on local streets."
The 2009 improvements and construction along U.S Highway 169 through Saint Peter sought to address
six primary goals:
1. Improve pedestrian safety and accessibility
2. Improve vehicle safety
3. Improve mobility and system connectivity
4. Enhance appearance of corridor and community
5. Reinforce historic context of downtown
6. Rehabilitate roadway pavement
Raised medians were installed between the north and southbound lanes to improve both vehicle and pedestrian safety and mobility. "Bump-outs" were also added to define parking lanes and reduce pedestrian crossing lengths, while controlled intersections received pedestrian timers. To improve vehicular travel patterns, crossing accesses at Park Rowand Grace Street were removed, redirecting vehicles that wish to cross 169 to alternative controlled intersections. Benches and bike racks were also added along the street, improving the general aesthetics of the 169 corridor. In 2009, the City of Saint Peter joined other municipalities, counties, townships, private industry and individuals as a charter member of the U.S. Highway 169 Corridor Coalition.
The City has established design and performance standards for its Golden Spike commercial corridor with its C-3 highway commercial district ordinance. In addition, the City's Comprehensive Plan also identifies design standards for the Golden Spike corridor as well as the 2nd Street North and the County Road 29 corridors.
The goals and policies that follow are intended to strengthen the system by improving accessibility for residents through transportation choice. Highway 96 was a state highway that was turned back to Ramsey County (probably 15 to 20 years ago). When this turnback occurred, the County facilitated a design process involving the Highway 96 communities. Shoreview engaged a citizen group and sought public input in the design of the roadyway through the City. As a result, the Highway 96 Corridor study was completed which provided some transportation and land use guidelines for the road reconstruction. Many of the design features that are present in the Shoreview segment of the corridor are a result of that study.
The West Business Park District is a corridor along Highway 36, that has established design guidelines and goals. Design guidelines have been developed to ensure consistent quality design throughout the district. The guidelines are used to review new development proposals and any proposed changes.
The City of Woodbury has developed landscaping guidelines for the City’s major roadway corridors that are implemented for all major roadway construction projects. The City has also developed roadway corridor design principles for major roadways, which includes multimodal transportation considerations, impervious surface controls, and boulevard tree planting requirements.
The Skyline Parkway Corridor Management Plan was created in 2002 and updated in 2015 to help guide the development and maintenance of Duluth's historic Skyline Parkway. The report was created with help from a Citizens' Task Force to get the community's input on the future of the 25 mile scenic highway. A Skyline Parkway Overlay was created in the Unified Development Code that dictates building standards within 200' of the parkway with an emphasis on reducing view obstruction and maintaining the historical characteristics of the route. The majority of the 25 mile drive goes through either Residential zones ranging from rural to urban or designated green spaces. There is 1 public EV charging station located only blocks from the parkway, with 5 additional chargers within 2 miles of the route.