Best Practice Action Detail

The Arlington City Council Adopted Ordinance 305 establishing a Complete Streets Policy. The Complete Streets Policy defines a process to ensure future street and transportation projects give ample consideration to all future users and incorporate features as necessary to fulfill the City's vision of Complete Streets. The City views each street and transportation project as unique, this means design features will likely differ from street to street, yet each street may still be considered "complete". The policy consists of narrative standards and a map illustrating focus corridors.

The Living Streets Policy was approved by City Council on Aug. 20, 2013, and Living Streets Plan development is underway. The Living Streets Plan will address how the Policy will be implemented by providing more detailed information on street design, traffic calming, bike facilities, landscaping and lighting, as well best practices for community engagement during the design process.

The City of Fridley's Active Transportation Plan- 2nd edition contains a Living Streets policy as well as living streets worksheet. The Living Streets worksheet will be completed by the project manager of every road project and included within the project's feasibility report which is presented to the City Council.

The City adopted a Sustainable Infrastructure Policy in July 2020. The resolution directs the city to utilize a sustainable infrastructure process to provide a guide to emphasize transportation projects that accommodate for pedestrians, bicyclists, motorists, transit riders, and disabled persons through the ongoing creation of a multi-modal transportation network and to ensure designs that reduce environmental impacts by reducing impervious surface, managing stormwater, and providing shade.

Maplewood has developed a complete green street policy called "Living Streets" to address safety and accessibility for all the users of the roads, trails and transit systems, including pedestrians, bicyclists, transit riders, motorists, commercial and emergency vehicles and for people of all ages and abilities. The City Council adopted the Living Streets Policy on January 28, 2013.

The goals of the Living Streets Policy include:
•Enhance biking and walking conditions
•Enhance safety and security of streets
•Calm traffic
•Create livable neighborhoods
•Improve stormwater quality
•Enhance the urban forest
•Reduce life cycle costs
•Improve neighborhood aesthetics

As of May 2016 there have been three City road projects constructed using the Living Streets Policy.

Council passed our Complete Streets Policy on July 17, 2012.

The purpose of this Policy is to design surface transportation corridors that balance the
needs of all users while implementing the principles of the Comprehensive Plan of
enhancing Northfield's sense of place and creating a highly connected multi-modal
transportation network. As part of developing pedestrian and bicycle infrastructure
through the implementation of this Complete Streets, Northfield intends and expects to
realize long -term cost savings in improved public health, better environmental
stewardship, reduced fuel consumption, and reduced demand for motor vehicle
infrastructure through the implementation of this Complete Streets policy. Complete Streets also contribute to walkable neighborhoods which can foster interaction, create a sense of community pride and improve quality of life.

The City adopted a complete streets policy and has been implementing it. Policy 1 states: "The City of Richfield seeks to enhance the safety, access, convenience and comfort of all users of all ages and abilities, including pedestrians (including people requiring mobility aids), bicyclists, transit users, motorists and freight drivers, through the design, operation and maintenance of the transportation network so as to create a connected network of facilities accommodating each mode of travel that is consistent with and supportive of the community’s values ...." This is a part of the City's 'Sweet Streets' program.

The City adopted Resolution no. 7241 on July 16, 2023: "A Resolution approving a policy supporting complete streets in accordance with Active Living Hennepin County."

The City was awarded a TIGER II planning grant from the US Department of Transportation (US DOT) to develop a Complete Streets Plan that focuses on creating tools to implement the complete streets policies the City passed as part of the 2010 Comprehensive Plan.
Street Design Manual
The City of Saint Paul is currently developing a Street Design Manual to illustrate street design best practices and to implement adopted complete streets policies. Complete streets policies require that the needs of all street users, of all ages and abilities, be considered in the process of street design. This is the first Street Design Manual for the City and is intended to help streamline the City’s internal street design processes by developing a toolbox for street design and by providing a clear framework for street design processes. The draft Street Design Manual is available here for view.

Several pilot street design workshops were completed in 2013 as part of the Street Design Manual project. Projects were selected from identified in completed citywide or neighborhood plans and studies. The workshops focused on a particular street, intersection, or area, and resulting in a preliminary design with prioritized street improvements. The goals of the pilot projects are to test the Street Design Manual in a workshop setting to create an opportunity to refine it before it is finalized, and to advance complete streets design in a variety of locations throughout the city.
The complete draft Street Design Manual was introduced to the Transportation Committee on July 14, 2014. The draft manual will continue to be edited until it is released for public comment and a public hearing date is set by Planning Commission.

South St. Paul has long included many elements that are found in a Complete Streets Policy when adding, reconstructing or modifying roadways. The City official adopted the Complete Streets Policy in October of 2019.

The City of Winona approved a Complete Streets and Pedestrian & Bicycle plan on Dec. 4, 2017. The plan provides guidance for implementing more pedestrian and bicycling features with road construction projects.

As part of the city’s commitment to sustainability and the update to the city’s Comprehensive Plan, the city created a task force that completed a 15-month study of roadway corridor needs and their potential impacts. The resulting street design principles document balances the environmental impacts caused by roadways and impervious surface with the need to create space for trees, alternative transportation needs for pedestrians and bicyclists, and incorporate both complete streets and context sensitive design principles.

The final document has been used to create templates for all city street corridors and has been used as a model of how cities in the region might approach the move toward Complete Streets.

The Task Force sought to balance four significant goals in roadway corridor design. Traditionally, roadway design has been based on the twin principles of safety and mobility. As Woodbury has continued to mature and seek a leadership role in areas of quality of life, those two principles alone are insufficient to capture all the aspects that today’s roadway design needs to encompass. After extensive discussions with the Design Principles Task Force, it became clear that two more principles besides safety and mobility need to be added — Sustainability and Livability. Therefore, the city’s more complete list of design principles is as follows:
- Mobility
- Safety
- Sustainability
- Livability

The approach used differed in significant ways from traditional approaches to roadway design, including the following:

The smallest size corridor necessary to meet functional requirements and to accommodate projected traffic will be the starting point for roadway design on city, county, and state projects

As a design feature, four-lane undivided roadways have been replaced with a three-lane design with center turn lane; which functions as well for mobility, but reduces the pavement area. Three-lane sections also typically have many fewer crashes when compared to four-lane undivided roadways.

Minimizing the crossing width for pedestrians to the degree possible

Including flexibility in the designs to add transit or other alternatives in the future

Including pedestrian and bicycle facilities and landscape elements as integral components of each of the roadway templates, but not necessarily including on-street bicycle lanes; on-street bicycle lanes and bicycle routes will be evaluated on a case by case basis on city roads as part of the preliminary engineering report

An updated plant schedule for corridors was included to provide high level aesthetics and environmental enhancement while minimizing maintenance costs and interference with infrastructure.

Section 27-27 (a) through (h) of the City’s Environmental Management Ordinance lists the requirements for stormwater management when sites develop. Linear public roadway projects are specifically addressed in Section 27-27 (i) and are required to meet the objectives, although flexibility in the location of the BMPs to handle roadway runoff is allowed. A recent example of this is the County Road 19 reconstruction project, where the required volume reduction is being accomplished by rainwater reuse systems that will be installed on two golf courses that abut the roadway. Although the actual runoff from the road may not be treated, additional runoff from other drainage areas will be treated and counted towards the roadway stormwater management.

City Ordinance 129(t) was adopted by the Albert Lea City Council in 2009 declaring that all subdivisions will be designed with complete streets.

Completed and passed by City Council at 6/4/12 meeting

This policy was adopted in 2010. The City of Big Lake only does road construction every 10 years, the last being in 2008. Therefore, we are currently planning for road construction in 2018, and the complete streets policy will be a part of that plan.

Attached is the City's complete streets policy, which was adopted by City Council on February 27, 2012.

The City of Brainerd adopted resolution NO. 11:15 in March of 2015, providing a Complete Streets Policy. This Complete Streets Policy incorporates the simple and basic concept that a network of streets and roadways should be designed and operated to be safe and accessible for all transportation users whether they are pedestrians, bicyclists, transit riders or vehicular motorists. Transportation shall include all multi-modal users regardless of age or ability.

The City of Brooklyn Park has adopted a Complete Streets policy

In 2012, Burnsville adopted a Sustainable Infrastructure Policy that addresses street trees and storm water management.

The City of Coon Rapids has highlighted several goals and objectives into their newly adopted 2040 comprehensive plan that set plans to promote sustainable street and highway designs that accommodate multiple modes of transportation. It also states that the City will adopt policies that accommodate street trees and enhance stormwater quality management where appropriate, which would take the form of a Complete Street Policy. The City’s Sustainability Department along with the Engineering Department plan on completing the final policy within the next year. However, characteristics of Complete Streets are already being implemented in past, present and future reconstruction projects.

The City of Falcon Heights adopted a complete streets policy in October 2011 after receiving input from the city's Environment Commission.

The City of Fergus Falls adopted Resolution #141-2012, a resolution establishing a complete streets policy on August 6, 2012. The resolution does address street trees and stormwater issues.

On March 15, 2011 City Council passed a resolution to support complete streets and direct staff to continue to use established plans and policies supporting transportation systems for all users.
The Transportation Chapter of the 2030 Comprehensive Plan addresses implementing bicycle and pedestrian facility improvements including conditions and connectivity as well as the integration of future pedestrian and bicycle facilities with roadway improvements.
In 2016, a bicycle and pedestrian task force was assembled to assess routes and connectivity in Golden Valley and a bicycle and pedestrian section will be incorporated to the 2040 comprehensive plan expressing the City’s intent to facilitate multi-modal transportation.

A Complete Streets policy addressing street trees and stormwater was passed at the December 22 2015 City Council meeting.

A Complete Streets Policy was enacted in 2019. This policy addresses landscaping and stormwater drainage, along with an array of other facilities and amenities.

Through recent years, the City of Mendota Heights has consistently pursued opportunities to integrate alternative transportation modes and promote sustainability on transportation projects. This includes efforts such as identifying and implementing trails at lacking connections and installing curb cut rain gardens into projects. A resolution has been drafted to formally apply these practices and is on the agenda to be approved by City Council at their April 2. 2024, meeting. This resolution will apply to all new transportation projects and reflects the city’s dedication to include transportation opportunities to all users while improving on quality of life components for the community. Practices within the policy include commitments to identifying opportunities to include underserved transportation modes, promote a sustainable future through encouraging non-vehicular travel modes and electric vehicle infrastructure, and improving stormwater quality by use of raingardens, sump manholes, and other best management practices. The implementation of this policy will be facilitated through the utilization of the Living Streets Worksheet, an integral component embedded within the policy framework as an appendix, designed to guide staff and planners in the comprehensive review and integration of these principles into the street design and planning processes.

Updated Policy considerations from 2004 in 2010. Multi-Modal connections and complete streets aimed at making Moorhead accessible via all modes of transportation including bikes, pedestrians, transit, and individuals of all age ranges.

The city adopted a Complete Streets policy in January of 2011. The policy addresses both street trees and stormwater. Examples of streets that have been altered to follow the complete streets philosophy include Boone Ave N & 49th Ave N, Winnetka Ave from Bass Lake Rd to 62nd Ave N, and Xylon Ave N & 45th Ave N (2015).

The policy was adopted by the New Ulm City Coucil at their regular meeting held on October 18, 2016

Introduction
The goal of complete streets is a transportation system that is accessible, equitable, and adapted to serve the needs of individuals regardless of how they choose to travel. Complete streets is a transportation network approach that considers the needs of all users, including:

Bicyclists
Commercial and emergency vehicles
Motorists
Pedestrians
Transit users
Vision & Purpose
The City of New Ulm's Complete Streets Policy will assist in the establishment of transportation corridors that are safe, functional, encourage active transportation, and aesthetically attractive for all users. This Policy will help guide decision-makers in planning, designing, and constructing transportation networks to reasonably accommodate all anticipated users.


Policy
The City of New Ulm will consider the safety and accessibility of users of all abilities and transportation modes through the design, operation, and maintenance of the transportation network. This approach will help create a connected network of facilities that accommodates each method of transportation that is consistent with and supportive of the local community. The Policy recognizes that streets are different and the needs of various users will be considered in a balanced and flexible manner.


Improvements
Transportation network improvements may include facilities and amenities that contribute to Complete Streets. This includes but is not limited to street and sidewalk lighting, sidewalk and pedestrian ramp construction, and bicycle infrastructure improvements.

Early consideration of all transportation modes will be important for this policy to succeed. Those that plan and design roadway improvement projects will give consideration to all users from the beginning of the planning and design process to its conclusion. This will require interested individuals and groups to provide input through the New Ulm Safety Commission at least 6 months in advance of the yearly Capital Improvement Program development process.


Project Development Process
The project development process will include consideration of the land use and transportation context of the project along with relevant information from the Comprehensive Plan for the City of New Ulm. Gaps and deficiencies in the transportation network for various user groups will be considered and an assessment made of the tradeoffs necessary to balance those needs. Review and input from the City's Safety Commission and other interested individuals or groups will be taken into consideration during the project development process. A Complete Streets segment may be achieved through a single improvement project or through a series of improvement projects over a period of time. Factors that may be given high priority include whether:

The corridor is in an area where a high amount of active transportation and pedestrian traffic can be anticipated
The corridor provides primary access across a natural or man-made barrier such as a river or highway
The corridor provides primary access to a significant destination such as:
Employment Centers
Grocery Stores
Health Care Facilities
Parks
Recreation Centers
Schools
Shopping Centers
Nearby routes that provide a similar level of convenience and connectivity already exist
A road corridor provides important continuity or connectivity links for the existing recreational trail network

The City’s Comprehensive Plan (Transportation Chapter 7) express the intent to facilitate multi-modal transportation, and to create a Sustainable Transportation Network by encouraging the use of transit and non-motorized transportation. The City looks to connect neighborhoods, parks, and businesses to create a walkable Roseville. All of our street construction or reconstruction projects are "complete streets" and have been that way for decades. We narrow roads where feasible during reconstruction (to save mature trees and reduce impervious surfaces), and have implement stormwater best management practices to promote water quality and reduce volume and rate.

Several sections of the City's Comprehensive Plan provide the over-arching policies for "Great Streets" for the City. In summary, the City views Great Streets as an integral part of the City’s vision for transportation opportunities for all modes. Great Streets and Active Living were two priority themes for the 2030 Comprehensive Plan update. A well-designed transportation system will allow for options. As we move into the future and explore requests for redeveloping and repositioning the downtown, we expect to continue to enhance multi-modal opportunities.

“Great Streets” Concept. The Vision chapter of the Apple Valley Comprehensive Plan states that the City should be a place of “great streets”. A great street extends beyond the street surface to the sidewalks and landscaping in the adjacent right-of-way.
A great street provides for the safe and efficient movement of vehicles while encouraging travel by bicycles and pedestrians. A great street supports and enhances land use. A great street adds to the quality of life and identity of Apple Valley. The street system should be designed to avoid unintended traffic patterns and volumes. Therefore, the City will consider the “great streets” concept when planning future improvements to transportation corridors such as CSAH 23 (Cedar Avenue), CSAH 42, and the Downtown Ring Route.

Transportation in Apple Valley involves more than
driving a car. An aging population, rising energy
costs and desires for an active and healthy community encourage a transportation system that provides meaningful ways for people to travel by bus, foot, bicycle, and wheelchair.

The City of Belle Plaine's Current Comprehensive plan approved in 2009, has guidance regarding the construction of trails in conjunction with certain types of roadways to allow for multi-modal transportation within the city. This guidance can be found in Chapter 7 page 7. The Comprehensive Plan of 2009 also outlines pathway standards in Chapter 8 starting on page 9. The comprehensive plan also contains a Greenway Trail Plan.

The City of Bemidji passed a Complete Streets Resolution on January 11, 2011 (see attached file).

Cottage Grove Comprehensive plan goals include providing safe, high-quality, and cost effective multi-modal transportation systems within the community as well as focus on expanding transit options serving cottage grove. These options include increased bus routes, express bus service and commuter rail via the Red Rock Corridor.

In the City's Comprehensive Plan Update 2040, the plan includes the following policies regarding living streets, including landscaping and stormwater:

- take advantage of low cost opportunities to improve non-motorized transportation opportunities, including designating striped shoulders or parking lanes as bike lanes and adoption of an official sidewalk, trail and bike lane map.
- In some areas where a multi-use trail is desired, it may be more practical to utilize a combination of sidewalk and bike land
- Explore potential to create additional non-motorized transportation opportunities where remnants of pre-development landscape remain.
- Streetscape improvements should be used to enhance the visual appeal of the community. Enhanced streetscaping should be a consideration for any major new roadway construction or existing roadway reconstruction project.

Over 2017-2018, the City rewrote and updated the City Code, including updates to the storm water management and erosion control provisions, illicit discharge, etc.

In 2018, the City completed replacement of all sanitary sewer manhole lids with solid covers, one of our efforts to reduce inflow and infiltration.

2019 Update: While an official policy was never passed, considering all users in the design of right of ways is considered "working policy" in the city. City staff are regularly trained as new complete-streets techniques and strategies emerge.

The City of Duluth adopted resolution 10-1028 in 2010, providing for a Complete Streets Policy.

The 2030 Eagan Comp Guide Plan has a stated goal to develop a multi-modal transportation system in which autos,trucks, rail, transit, bicycles and pedestrians are adequately served
and can safely co-exist. A Complete Streets resolution, which states the City's ongoing commitment to Complete Streets principles and lists numerous examples of Complete Street efforts completed within the City, was approved by the City Council on September 6, 2011.

A formal policy is adopted in the Major Center Area (MCA) of the city. The city also completed a MCA Streetscape Master Plan. Both documents address street trees and stormwater.

On 3/25/12 the Metropolitan Council approved our Livable Communities grant request for approximately $45,000 to fund the Town Center storm water analysis project.

Complete streets standards are evaluated on a project by project basis in other areas of the city.

The City’s Comprehensive Plan states that a transportation system that supports non-vehicular movement is an important element in the future vision of Elk River. Sidewalk, trails, bike lanes and other improvements that provide for non-vehicular movement should be viewed as integral components of the transportation system. The plan promotes these improvements in several ways:
• Developers are encouraged to provide sidewalks, trails, and bike lanes in new subdivisions
• Sidewalks, trails, and bike lanes should be included in the plans for improvements to collector and arterial streets in Elk River
• Other street improvement projects consider options for enhancing non-vehicular movement
The Plan also outlines a well-defined system of sidewalks and trails to encourage pedestrian and other non-vehicular movement within the Old Town area of Elk River. These connections are designed to link downtown, the school campus, Loin’s Park, the River, Handke School and the Library.

More recently, in 2010, the City Council adopted a Focused Area Study (FAST) on the 171st Avenue area of Elk River. The FAST outlines a course for change responding to both the near and long term development and transportation realities impacting the site. The area of which the study focuses on encompasses land surrounding major routes of transportation including HWY 10/169 and the Northstar Commuter Rail Station. The FAST stresses that creating a pedestrian environment and trail/sidewalk links will be critical for development of this area. The attached maps diagram planned transportation and green infrastructure including trees and stormwater for the area.

Comprehensive Plan
http://www.elkrivermn.gov/vertical/sites/%7B18493844-E9A7-4BC5-BA1B-5149BB77ECC4%7D/uploads/%7B54AB0630-8AE6-439B-B479-6EBE534B43AC%7D.PDF

Focused Area Study- 171st Ave
http://www.elkrivermn.gov/vertical/Sites/%7B18493844-E9A7-4BC5-BA1B-5149BB77ECC4%7D/uploads/FAST_Final_Plan_6-24-10.pdf

See Comprehensive Plan for the "1 star" rating. A comp/strategic plan direction has been adopted and is revisited periodically so that continual improvements can be made.

The City operates under a complete streets policy for decisions on streets and sidewalks. The "Ely Tree Board," made up of urban foresters, manage all public/urban trees.

The City has worked with MnDOT and the County to identify needs for pedestrian and bicycle infrastructure, and then created a complete street system in the downtown area that includes bike paths along Hwy 61, painted bike lanes on the streets throughout the downtown, and bike parking throughout city.

The City applied for and is receiving a Transportation Alternatives Grant to address street gaps/lack of connectivity/safety. County Rd 5 currently has no pedestrian use access adjacent to a major roadway. In recent years, traffic has increased making pedestrian walking and biking in the road very unsafe. Not only does a new trail address this safety concern, but it further connects homes up on a hill to a trail system that leads into the downtown business area or remedying a street-trail gap that has been identified.

The City's comprehensive plan, adopted in 2021, specifically calls out complete streets, as well as the following:
"Identify and enhance pedestrian crossings to promote safety and walkability.
This looks like:
• Considering opportunities for additional bicycle and pedestrian friendly infrastructure.
• Improving and expanding bicycle lanes, sidewalks, crosswalks, and multi-use trails."

and

"Review and enhance design of roads, trails, sidewalks, and crossings to provide safe and easy navigation for all users (pedestrians, wheelchairs, bikes, motorized vehicles where allowed/authorized).
This looks like:
• Working with local community groups to upgrade trees and lighting in the city parks.
• Promoting bike trails, north country hiking trails, and cross-country ski trails in the winter (Deep
Portage and Heartland Trail)
• Being an official preferred stop on the Paul Bunyan trail"

The City does not have a formal “complete streets” policy, However, we have routinely addressed this matter in every infrastructure project we perform that involved street construction/reconstruction, by reviewing the City’s comprehensive sidewalk and trails plan to determine if facilities were prescribed for the project area. We also take note of any apparent needs for adding pedestrian and/or bicycle facilities through observation as well as project stakeholder feedback.

Council Report 2010-115
Resolution 2010-067
Complete Street Policy

Our practices have been modified to be in accordance with the policy. The city is completely built out and no new streets are anticipated.

The 2030 Inver Grove Heights Comprehensive Plan reflects the planning period of 2010 – 2030. This document, “looks to the future and prescribes a plan and implementation strategy that is intended to provide guidance for decision making for the next 10 to 20 years”. Transportation planning is discussed throughout multiple sections, which are highlighted in the documentation below. Chapter 2: Land Use, states that Community Commercial Area Policies, “Ensure pedestrian connectivity via trails and sidewalks within community commercial districts as well as to adjacent and nearby neighborhoods”. Chapter 5: Transportation, states a goal of the transportation plan is to, “Provide a transportation system that supports multi-modal transportation whenever and wherever feasible and advantageous. Chapter 6: Parks and Recreation, is lists several key elements from the 2008 Comprehensive Park Plan and Development Guide that are used to guide the implementation and development of the Inver Grove Heights Park and Recreation System, one being, “Enhancing trail and bikeway connectivity”. This section identifies that, “A complete and connected trail system of trails and bikeways is highly valued by residents for leisure use and for transportation” and also states a goal of Inver Grove Heights trail system is to, “Promote safe, convenient and coordinated facilities for alternative means of transportation throughout the City of Inver Grove Heights”.

Kasson develops new streets when brought up by developers and holds those streets to design standards like landscaping and stormwater. The City also applies standards that ensure connectivity throughout the community.

Mankato recognizes the importance of multi-modal mobility options and identifies them as a focus point in the Strategic Plan (see page 5 in provided linked document). Mankato is working towards establishment of a formal Complete Streets policy and staff hopes to have the policy refined and adopted by late 2014.

City of Maple Grove’s 2008 Comprehensive Plan recognizes the importance of planning and investment for Multi-modal transportation. The following implementation strategies have been identified in the Comprehensive Plan for this goal:

a. Promote the evaluation of light rail and other modes of transit.

b. Continue to build transportation, transit, pedestrian and bicycle connections between work places, residences, retail, services and entertainment facilities, especially creating safe paths to schools.

c. Continue to create and take advantage of opportunities to address transportation issues such as park and rides, local transit service and express bus service.

d. Plan land use patterns to support transit development. Continue to support the integration of land uses enabling shared parking and transit oriented developments. Plan for the concentration of jobs and housing around transit hubs and daily conveniences as evidenced by the ongoing growth in the Gravel Mining Area.

e. Make more efficient use of the regional transportation system by encouraging flexible work hours, telecommuting and ridesharing.

Since becoming a Level 1 GreenStep City in 2012 the City of Marshall has demonstrated a commitment to the Complete/Living Streets standards by implementing a number of practices to improve and encourage safe, multimodal transportation in the community. The city partnered with Marshall GreenStep, Healthy56258, and the Southwest Regional Development Commission to conduct an extensive Health Impact Assessment in 2015 in an effort to look at the sidewalk and biking/walking path infrastructure, and to determine gaps. The study also looked at some problem intersections in the community. Input was sought from community members and several listening sessions were held to gather information. The final report and recommendations were presented to the City Council and received very favorably. In the past 5 years the number of miles of paved trails has more than doubled. Marshall now has 12.73 miles of on-street and 14.34 of off-street bike/walking paths, and in 2015 completed a 14 miles off-street path that connects the City of Marshall with the City of Lynd and Camden State Park. A Safe Routes to Schools application has also been written and submitted by a partnership that is concerned about making sure students can get to and from schools efficiently and safely. One of the most recent examples of commitment to Complete/Living Streets was the redesign of one of the most dangerous intersections in the Minnesota for motorists, cyclists and pedestrians. The Saratoga Street segment and Highway 23 intersection were redesigned to include “J-Turns” to reduce right angle car crashes. A large pedestrian bridge and bike/walking trail were constructed to provide convenient and safe biking and walking access to several neighborhoods that were separated by dangerous levels of traffic.

The City of Minnetonka's 2008 Comprehensive Plan recognizes the importance of planning for Multi-modal transportation. The City's Comprehensive Plan has sections on the future of the City's Transit System and Bicycle and Trail System. Furthermore, within the City's Comprehensive Plan, the following policies have been identified to support multi-modal transportation: Policy No. 2: Recognize the interrelationship of land use and transportation, and anticipate impacts of the location and intensity of planned land uses on the transportation system, Policy No. 6: Encourage, with other government agencies, the expansion of multi-modal and transit services in the city to support resident and business transportation needs, Policy No. 7: Plan for trails and pedestrian ways as a transportation mode and provide a network of trails and pathway connections to schools, commercial areas, parks, activity centers, and access to transit services.

The City of Mountain Iron has adopted a green streets policy and is implementing aspects of the policy as they present themselves.

The City of New Brighton recognizes the importance of facilitating multi-modal transportation and has identified existing conditions and needs for pedestrian and bicycle pathways in the 2008 Parks and Recreation Strategic Plan. The plan focuses on areas of improvement that would help residents and visitors safely travel throughout the city and add value to surrounding properties. In addition, the plan identifies connecting pedestrian and bicycle trails to Arden Hills and Shoreview to expand residents’ transportation access. City Trail standards, best trail surfaces, and safety are all considered in the planning and implementation process. In 2010 the City initiated a Safe Routes to School project that provide a safe north south crossing on Silver Lake Road over 694. In 2015 the City worked with MnDOT and Ramsey County to install east west multi-use pathways on 10th Street NW, the route to Mounds View High School, and Highway 96 over 35W which will provides access to Long Lake Regional Park for Arden Hills residents. In 2016 the City worked with MnDOT and Ramsey County to install an east west multi-use pathway on County Road E2 into Arden Hills, home of Valentine Hills Elementary.

New Brighton has been a Tree City USA for 35 years. In order to qualify as a Tree City USA community, New Brighton meets the following four standards: maintaining a tree board or department, establishing a tree care ordinance, documenting at least $2 per capita toward the planting, care, and removal of city trees, and passing and reciting an official Arbor Day proclamation.

New Brighton established a surface water management plan in 2012 that focused on storm water management and pollution prevention. Through incorporation of this plan, the City protects, preserves, and uses natural surface and groundwater storage and retention systems while minimizing public capital expenditures. New Brighton also offers a Rain Garden credit to residents who choose to build a rain garden on their property.
New Brighton is working towards establishing a formal Complete Streets policy and hopes to have the policy adopted by City Council sometime in 2018.

The City Council approved a Complete Streets Policy at its June 21 City Council meeting.

In the Oakdale 2030 Comprehensive Plan, the City Council outlined the following goals for the city's transportation systems:

Goal 1. Collaborate with federal, state, regional agencies, and local jurisdictions on transportation issues to increase connectivity and achieve alternative forms of transportation.

Goal 2. Develop and maintain a safe, efficient, and environmentally sensitive transportation system.

Goal 3. Promote a multi-modal transportation plan that is fully integrated with land use planning. Adopt and enforce access and mobility standards tied to a functional classification system for all of Oakdale's roadways.

The chapter also specifies that the city is to approach transportation in a comprehensive manner giving attention to all modes and related multimodal facilities. Special attention is paid to separating bicyclists and pedestrians, constructing missing links in trail systems, and creating sidewalks in areas that do not currently have one as part of street reconstruction projects. Tree plantings are also part of reconstruction projects.

The city is also currently in the process of creating its' first neighborhood strategic plan, which among other things will focus on creating further multi-modal transportation connections throughout the city. This neighborhood plan will ultimately end up in the city's next comprehensive plan update.

The city adopted a Complete Streets policy but it's not specifically a Complete "Green" Streets policy - We do have a fairly aggressive Urban Forestry program and we are currently updating our Stormwater Management Plan as well.

Rochester has implemented a Complete street policy. The complete streets policy is adopted to encrouage the development of roadway improvement projects that are planned, designed, constructed and maintained to integrate walking, bicycling and transit use while promoting safe and efficient operations for all users. Streets that support and invite multiple uses- including safe, active, and adequate space for pedestrians, bicycles, and public transit- are more conducive to the public life of an urban community and efficient movement of people and goods than streets designed primarily to move automobiles. The preservation and addition of boulevard trees (street trees) is a major priority with this policy as well. Rochester has a very defined policy on boulevard trees.

The 2003 Comprehensive Plan includes a goal to promote alternative transportation such as bicycling, walking, transit and rail. The St. Cloud Area Joint District Plan also states a regional goal to create an interconnected system of open spaces, parks and trails reflective of the Central Minnesota Regional Parks and Trails Plan. Also, the St. Cloud Metropolitan Area 2035 Transportation Plan includes a chapter on non-motorized transportation discussing initiatives, goals/objectives, regional efforts, key infrastructure, multimodal funding, and facility maintenance and development. The City of St. Cloud is working to coordinate such efforts into a City complete streets policy. The development of the policy is expected to begin in Summer, 2011.

On June 17th 2013, the Saint Louis Park City Council adopted a complete street resolution in transportation planning and community design. This includes considering the needs of motorists, pedestrians, transit users, bicylclists, vehicles, commercial vehicles and emergency vehicles when planning new streets.

The 2003 Comprehensive Plan promotes alternative transportation like walking, transit, bicycling, and rail with strategies and goals. The new comprehensive plan (scheduled for approval in 2015) addresses alternative transportation in even further detail with more goals.

Sartell adopted a resolution of support in 2010 for the St. Cloud Area Sustainability Plan (2014)This plan encourages transportation planning that is sensitive to the natural environment and surrounding neighborhoods. Another Best Practice identified in the plan includes sustainable multi-modal transportation.

The 2040 St. Cloud Area Planning Organization has an entire chapter devoted to non-motorized transportation.

Comp 2040 plans mentions following complete streets policy. Pg. 42
Will be approved by Council in Aug (6 month Met Council review)

The 2040 Comprehensive Plan intends to address local transportation issues and connect the city with the larger Twin Cities region by maintaining and enhancing a multi-modal transportation system. Approximately half of the street network within Shakopee lacks sidewalks with the city’s historic core being most complete, newer residential developments including sidewalks on one side, and residential areas and light industrial areas, mostly north of US Highway 169 lacking sidewalks. Many streets without sidewalks are residential streets with slow vehicle speeds and low volumes that can accommodate pedestrians in a shared street environment. Shakopee has utilized the Transit Advantages program to install bus-only shoulder lanes planned at U.S. Highway 169 between CSAH 83 and State Highway 13 and County Road 21 from U.S. Highway 169 to County Road 42. Additionally, an MNPass lane is planned both north and southbound U.S. Highway 169 from Marschall Road north to Interstate 494.

Downtown Shakopee’s primary barrier to pedestrian and bicycle circulation in this area is 1st Avenue (CSAH 101) with two lanes in each direction as well as a center turn lane. Downtown Shakopee has sidewalks on both sides of most streets and commercial building frontages are generally adjacent to the sidewalk. Traditional Neighborhood Street Grid typically (but do not always) include a sidewalk with a buffer to the motor vehicle travel lanes. Grid and Curvilinear Streets with Cul-De-Sacs contain residential street intersections may be uncontrolled or stop controlled with pedestrian crossings of arterial streets occur at widely spaced signalized intersections. Low Density Curvilinear Streets with Cul-De-Sacs contains blocks that are frequently long and irregular with sidewalks existing on one side of the street, if they’re present. Rural Road Grids have no sidewalks present.

Figure 4.25

Figure 4.45

Shakopee has over 80 miles of recreation and transportation trails typically paved with asphalt and are at least 8-feet in width to allow bike and pedestrian travelers to pass easily. Most of the city’s multi-lane streets include a trail on one side of the street and a traditional sidewalk on the opposite side. Many of the city’s parks are connected via the trail system. The Scott West Regional Trail connects Cleary Lake Regional Park and Spring Lake Regional Park in Scott County; when completed, the trail will connect to the MN Valley State Trail and nearly connect to the MN River Bluffs LRT Regional Trail with the former connection running through Downtown Shakopee providing access to the short bike lane on 10th Avenue and bicycle boulevard along Holmes Street. As Scott County makes roadway improvements, the current standard within Shakopee’s city limits is to include a 10-foot-wide side path along both edges of county roads. The Metropolitan Council has designated one Tier 1 Alignment in the Regional Bicycle and Trails Network and multiple Tier 2 Alignments and Corridors.

Mass transit services are orientated around local circulation within Shakopee and peak-period commute to Downtown Minneapolis. “Reverse commute” and “suburb to suburb” fixed routes now connect to major employment opportunities at the Amazon distribution facility and Mystic Lake Casino with three park and ride facilities; the centrally located Marschall Road Transit Station, Southbridge Crossing, and Eagle Creek serving as operational hubs providing commuters with timed transfers between express, local and shuttle services. Shakopee also utilizes SmartLink Transit and Land to Air Express to provide additional transit services.

Figure 4.26

Shakopee’s Comprehensive Plan has multiple Transit Market Areas as defined by the Metropolitan Council in the 2040 Transportation Policy Plan to aid in the distribution of transit funding within the transit investment plan and are composed of four Market Areas. Emerging Market Area II is identified as a focus area for future dense development that will be connected to areas of higher transit intensity. Market Area III is characterized by lower density and transit-supportive with pockets of higher density, so primary transit usage is express and commuter service with limited local service. Market Area IV is characterized as consistently lower density development patterns that can’t support local transit service; service in this area is mainly peak-period commuter and express service. Market Area V is defined as areas dominated by agricultural and rural residential land uses that makes the area not suited for transit service aside from limited peak-period express or commuter service.



Shakopee also has easy access to regional transportation networks and is identified as a growing freight cluster, with tier one truck routes on U.S. Highway 169 and Canterbury Road, and tier three truck routes on Highways 41 and 101.



The City of Shakopee has identified a 1.5-mile gap with no crossings between Marschall Road and Eagle Creek Boulevard where limited crossings concentrate vehicle traffic on arterial roads. Staggered construction of individual developments has resulted in self-contained neighborhood subdivisions with cul-de-sacs and limited access to arterials leading to a disconnected street system focuses vehicle traffic on major arterial roadways. Highway 101 and the railroad are barriers for all transit modes, but most intersections downtown are stop-controlled and building entrances are mostly accessible from the sidewalk.

Two specific goals from our Comprehensive Plan (Transportation Chapter) express the city's intent to facilitate multi-modal transportation:
D. The transportation system should integrate and achieve a mix of all transportation modes. Consequently, all projects should be evaluated as to the impact on each mode.
E. Continue to establish and maintain an interconnected affordable network of roadways, transit services, and pedestrian facilities between neighborhoods, recreational and community
facilities, employment and commercial centers.

All of our street construction or reconstruction projects are "complete streets" and have been that way for decades. We have kept narrow roads narrow during reconstruction (to save mature trees and reduce impervious surfaces), and have implemented the best green infrastructure BMPs out there when it comes to stormwater”.

The City of West St Paul has been using elements of Complete Streets for years, by using it's ADA Transition Plan and Pedestrian & Bicycle Master Plan to help guide road reconstruction projects. The City Council formally adopted a Complete Streets Policy in March 2021. This policy will be used to help guide all future road reconstruction projects. It looks at all aspects of road design to come up with the best use for all users and modes of transportation.

Resolution 11378, Resolution Supporting the Development of a Complete Streets Policy and Implementation Plan, was passed by City Council on April 22, 2014. The resolution is supported by staff and environmental commission, and also specifically addresses street trees and storm water.