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Board, criteria and a program are alw determin� <br />ed for allocation of Fetleral Aid Urban funds. <br />Over 80 percent of the ezisting street system in <br />the urbanized Metropolitan Area (that is, almost <br />all local streetsl are safe and suitable for bike <br />riding. Low traffic volumes, relatively good <br />pavement conditions and proximity to the rider's <br />origin (and often destination as wel1) make this <br />street system the most comprehensive bicycla <br />system feasibie in an urbanized area. Most <br />municipalities have recognized this in their <br />bikeway pianning, and many of the bikeways <br />planned and built by municipalities are signad <br />routes on local streats. <br />As af summer of 1975, over 40 municipalities in <br />the MetroOOlitan Area had some sort of bicycle <br />plan at various stages of implementation, <br />although not all were officially adopted by their <br />respective governing bodies. Maps of these <br />plans were collected by the Minnesota Depart- <br />ment of Natural flesources and by the <br />MetropoliWn Council staff. Most of the <br />bikeways were on-street facilities (signed routes <br />or lanesl :ather than separeted bike paths. <br />National studies have shown the average bicycle <br />trip to be app�oximately two miles. The average <br />petlestrian trip is much shorter and is often <br />made in conjunctian with another mode, such <br />as the automobile or transit. This short averaga <br />tlistance does not lustify planning at a <br />metropolitan level of an extensive system for <br />pedestrians. In most portions of the Fully <br />Developed Area', pedestrian sidewalks are <br />available. In eddition, most of the local street <br />system in tha Metropolitan Area, with its low <br />treffic volumes, is elso sefe fot pedestrian trevel. <br />However, existing conditions for pedestrians in <br />areas of regional or subregional impor[ance, <br />such as the Metro Centers' or major activity <br />centers, requira some regional reco9�ition of the <br />neetl for improvement. <br />'The "Fully Oeveloped Area" is the <br />Council'S Development Framework <br />designation for the part of the Metropolitan <br />Area consisting of Minneapolis, St. Paul <br />,,,,/ and 14 firsFring suburbs. <br />"'Metro Centers" is another Development <br />Framework term, referring ta the two cen- <br />trol ci[y downtowns and immediately adja� <br />cent development. <br />t"'�l <br />NEEDS <br />Needs tor improving the pedestrian facilities I� <br />the Metro Centers and malo� activity centere <br />have been identifiad in the Transportation Policy <br />Plan IPOlicies 4, 28, 36 and 421. The two basic <br />needs for improving bicycle faciliNes are tha <br />need for coniinuous facilities, including the <br />remova� of physical barriers and enwring system <br />continuity across politicai boundaries, a�d [he <br />need to provide for increasnd safety of the bicy- <br />cle and its user, i�cluding safe parking faciliriea <br />and protected, separate bicycle facilities in areas <br />of potentially great bicycle/motor vehicle con- <br />flicts. <br />A majo� drawback to the use of local s4reets for <br />bikeways is e lack oi continuity, inctuding <br />physical and psychological barriers, and [he in- <br />ability to reach a destination entirely by use of <br />local streets. Psychological barriere are primarily <br />busy streets which are physically possible to <br />cross at-grade, but the perceived difficulty of <br />this crossing creates a barrier in the biker's <br />mind. These are more difficult to identify due to <br />varyin9 Pa«BP�ions, and therefore more diflicuit <br />to overcome. <br />Studies done in the Twin Cities area indicate a <br />significant potential for 6icycle ridership even in <br />a climate where, for about four and a half mon- <br />fhs, the bicycle is not an attrac[ive means ot <br />transportation? Riders can be cateporized by <br />their skill antl the distances they oke� trevel in <br />the bicycle made. Skill, trip purpoae, end length <br />of trip affect the type of facility they prefer to <br />use. Oth�r factors that aHect bicycle trips are <br />weather, safe parking at destinations, riding sur- <br />face, Iength of days Idarkness is a hindrancel, <br />trip time anA trip distance. <br />METROPOLI7AN BICYCLE SVSTEM PLAN <br />The plan map O�esented in this amendment is <br />limited to bicycle tacili[ies since the short <br />average distance oi pedestrian trips does not <br />justify planning or mapping of an extensiva <br />regional system. The Bicycle Syatem Plan map <br />provides a guidelinc to ihe esta6liahment anA <br />location of bicVCle tacilities forming the <br />metropolitan system. The map daes not <br />designate specifie slraols but shows deoirad cor- <br />'Carl E. Ohrn, "Estimating Potential Bicycle <br />Use and PuUlic Invastment". Barton• <br />Ascl�man Associatee, Inc. 1973. <br />C <br />