HomeMy WebLinkAboutCC WS PACKET 01132026CITY OF SAINT ANTHONY VILLAGE
WORK SESSION AGENDA
Tuesday, January 13, 2026 at 5:30PM
Members of the public who wish to attend the meeting may do so in person.
Minutes
Approval Of CC WS Meeting Minutes
CC 12 -09 -2025 WORK SESSION.PDF
Work Session Topics
Active Transportation Plan Draft
Minette Saulog, Sustainability Coordinator, presenting.
ACTIVE TRANSPORTATION WS MEMO.PDF
ACTIVE TRANSPORTATION PLAN PRESENTATION.PDF
ACTIVE TRANSPORTATION PLAN - DRAFT.PDF
Future Work Session Dates, Times And Agenda Items
Future Agenda Items
FUTURE AGENDA ITEMS.PDF
Adjournment
If you would like to request special accommodations or alternative formats, please contact the City
Clerk at 612 -782 -3334 or email city@savmn.com . People who are deaf or hard of hearing can
contact us by using 711 Relay.
Our Mission is to promote a high quality of life to those we serve through
outstanding city services.
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A.
Documents:
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Documents:
3.
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CITY OF SAINT ANTHONY VILLAGEWORK SESSION AGENDATuesday, January 13, 2026 at 5:30PMMembers of the public who wish to attend the meeting may do so in person.MinutesApproval Of CC WS Meeting MinutesCC 12 -09 -2025 WORK SESSION.PDFWork Session TopicsActive Transportation Plan DraftMinette Saulog, Sustainability Coordinator, presenting.ACTIVE TRANSPORTATION WS MEMO.PDFACTIVE TRANSPORTATION PLAN PRESENTATION.PDFACTIVE TRANSPORTATION PLAN - DRAFT.PDFFuture Work Session Dates, Times And Agenda ItemsFuture Agenda ItemsFUTURE AGENDA ITEMS.PDFAdjournment
If you would like to request special accommodations or alternative formats, please contact the City
Clerk at 612 -782 -3334 or email city@savmn.com . People who are deaf or hard of hearing can
contact us by using 711 Relay.
Our Mission is to promote a high quality of life to those we serve through
outstanding city services.
1.A.Documents:2.A.Documents:3.A.Documents:4.
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City of Saint Anthony
CITY COUNCIL WORK SESSION
Minutes
DECEMBER 9, 2025
Present:
Mayor & Council:
Mayor Wendy Webster, Councilmembers Lona Doolan, Jan Jenson, and Nadia Elnagdy.
Absent: Thomas Randle.
Staff:
City Manager Charlie Yunker and Assistant City Manager Ashley Morello.
Others: None.
Call to Order:
Mayor Webster called the Work Session to order at 5:31 p.m.
1.Approval of CC WS Meeting Minutes
A.November 25, 2025, City Council Work Session Minutes
Motion by Councilmember Jensen, seconded by Councilmember Doolan, to approve City Council Work
Session Minutes of November 25, 2025, as presented.
Motion carried 4-0.
2.Work Session Topics.
A.Goal Setting Preparation.
Ms. Morello provided an overview of the upcoming Goal Setting Retreat scheduled for January 14-16.
The group reviewed the 2025 Pyramid and the goal definitions established by the 2025 Goal Setting
process. Ms. Morello explained that for this year, the group will dive deeper into their definitions of the
goals to promote strategic actions and consensus. The Goal Setting Retreat will not revisit the City’s
Vision, Mission and Core Values.
The group reviewed the 2026 draft Goal Setting Retreat Agenda.
Ms. Morello then described the worksheet. Each Councilmember is asked to review the worksheet and
fill it out independently based on their considerations of the City’s goals. Ms. Morello explained that in
addition to the worksheets, the group would have greater opportunity to diver deeper to process their
intentions for the goals at goal setting. City Council will focus primarily on the action headings, and staff
will finalize the action items. The group then had the opportunity to discuss some of their preliminary
thoughts, including refining the actions to be more action-oriented. The group discussed the importance
of practical actions and transparency of outcomes.
Adjournment:
Motion by Councilmember Doolan, to seconding by Councilmember Elnagdy to adjourn the Work
Session.
Motion carried 4-0.
The meeting adjourned at 6:41 p.m.
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MEMORANDUM
To:Saint Anthony Village City Council
From:Minette Saulog, Sustainability Coordinator
Date:January 13, 2026
Request: Review and Discussion of Active Transportation Plan Draft
BACKGROUND
In January 2025, the City was awarded by MnDOT as a recipient of their Active Transportation (AT)
Planning Assistance grant. This grant does not directly provide dollars to the City, but is funding
allocated by MnDOT to hire consultants to assist a community with the development process of their
own Active Transportation Plan. MnDOT’s Active Transportation program aims to make walking, biking
and rolling more comfortable in communities.
Staff met with consultants monthly starting in June. A “local planning team” was assembled consisting of
City staff, a Parks & Environmental Commission representative, a Planning Commission representative,
community members, representatives from Public Works at Hennepin and Ramsey Counties, and the
school district. Several meetings were scheduled with the local planning team to discuss priority areas
and the vision for the AT Plan, based on their experiences and knowledge of the community. One
significant meeting was a Community Bike and Walk Audit exercise that allowed team members to
experience current biking and walking conditions in the city.
Community engagement was also conducted through the late summer and fall months. An online survey
and interactive map to collect public feedback was open from August through early October and
received more than 100 responses. The City also hosted a series of listening sessions and open houses in
the community, co-hosting events with the schools, Saint Anthony Village Wine & Spirits at Silver Lake
Village, and Hayden Grove Senior Living. The feedback gathered helped inform and identify areas to
prioritize in the AT Plan.
Staff are now sharing the draft AT Plan for City Council discussion and review, with the goal to present
the final AT Plan for formal adoption subsequently.
REQUEST
Staff are seeking City Council’s input and comments on the Active Transportation Plan Draft, specifically
the Projects, Program and Policy Actions. This feedback will be incorporated into the Plan’s final revision
which will be presented to Council at a future regular meeting.
ATTACHMENTS
Presentation
Active Transportation Plan Draft
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ACTIVE TRANSPORTATION
PLAN DISCUSSION
City Council
Work Session
January 13, 2026
ACTIVE TRANSPORTATION PLAN PROCESS
STEPS2025
Notification of Active Transportation grant award by MnDOTJanuary
Preliminary grant activitiesFebruary-May
Kick-off meeting with City staff, MnDOT and consultantsJune
Kick-off meeting with Local Planning Team (virtual)July
Online interactive map and survey for public input goes liveAugust
Active Transportation information shared at City’s VillageFest boothAugust
Bike and Walk Audit with Local Planning TeamSeptember
Listening Sessions and Open Houses for engagementSeptember-October
Local Planning Team Action Planning Workshop – identifying priority areas (in person)October
Local Planning Team Planning Workshop – Plan Projects review (virtual)December
AT Plan Draft review by staff; Work session with Council for review, Regular session approval and adoption of planDecember-January
2026
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REMINDERS
Overview
MnDOT provides Active Transportation grants and programs to make improvements to walking, biking
and rolling in communities
MnDOT Grant is for planning assistance and provided consultants to assist the City in the process of
developing this Plan (no funds have been exchanged between City and MnDOT).
All proposed projects have been identified throughout the public and local planning team engagement
process. The Plan summarizes these opportunities but does not commit any funds or greenlight any of
those projects at this time. It is a “plan to plan.”
The Active Transportation Plan will be a document used to support future applications for funding and
to highlight priority areas in the city when working with external partners. applicable to projects listed
in AT Plan.
DRAFT REVIEW –
ACTIVE
TRANSPORTATION PLAN
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PLAN CONTENTS
PLAN VISION
A safe, connected, sustainable and equitable active
transportation network that promotes mode choice,
improves quality of life and environmental outcomes
that serves people of all ages and abilities.
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PROJECT ACTIONS – HIGH PRIORITY
Time PeriodAction StepsActionProject
Short-term:
2026-2028
Long-term:
2031-future
•Coordinate with Hennepin
County and the City of
Minneapolis on striping
timelines and maintenance
roles.
•Consider demonstration
project to add bike lane and
buffer.
•Identify longer-term funding
opportunity to support
sidewalk development.
Short-term: Support striping
bike lanes in the existing
County right-of-way and
explore a low-cost protective
buffer (such as paint and
bollards).
Long-term: Support addition
of a sidewalk on the east side
of Stinson Blvd and
permanent separation (such
as concrete medians or
plantings) for bike lanes.
Stinson
Boulevard NE:
Saint Anthony
Boulevard to
37th Avenue NE
PROJECT ACTIONS – HIGH PRIORITY
Time PeriodAction StepsActionProject
Short-term:
2026-2028
Medium-term:
2031-future
•Convene both counties to
discuss a corridor study
for the full Silver Lake Rd
corridor, including parking
utilization.
•Support development of a
concept design for bike
facility in existing right-of-
way, in partnership with
Hennepin County.
Short-term: Support exploration
of a corridor approach to speed
management and school
crossings, potentially including
more speed feedback, traffic
calming, and quick-building
crossing opportunities.
Medium-term: Support a
separated bike lane retrofit or
(long-term) off road shared-use
path along Silver Lake Rd.
Silver Lake
Road: Saint
Anthony to 37th
Avenue NE
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PROJECT ACTIONS – HIGH PRIORITY
Time PeriodAction StepsActionProject
2029-2030•Identify any upcoming
capital improvement
timing.
•Support a vehicle traffic
count and engineering
study to understand
potential traffic calming
opportunities.
Support opportunities for
traffic calming and
separation for people
walking/biking from traffic.
Silver Lake
Road: 37th
Avenue NE to
northern city
limit
PROJECT ACTIONS – HIGH PRIORITY
Time PeriodAction StepsActionProject
Short-term:
2026-2028
Medium-term:
2029-2030
•Short-term: Study
intersection and/or
test designs through
a demonstration
project.
•Medium-term:
Identify funding for
intersection
improvements.
Short-term: Study this intersection to
better understand conflicts between
people driving and people walking or
biking. In coordination with the school,
explore a demonstration project to
test out visibility improvements.
Medium-term: improve crossing
infrastructure, potentially through
pavement markings, advanced warning
signage, bump-outs, or medians.
33rd Avenue
at Rankin
Road
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PROJECT ACTIONS – HIGH PRIORITY
Time PeriodAction StepsActionProject
2026-2028
2029-2030
•Invite Hennepin County
Commissioner to join a
walk audit at this site, align
with bike bus crossing or
school activity.
•Coordinate with Hennepin
County staff around this
location as a vital SRTS
connection and better
understand crosswalk
guidance considerations.
•Coordinate with Ramsey
County on upstream traffic
configuration study.
•Advocate for improved crossing
infrastructure at this location as part of
a corridor approach to Silver Lake Road
(school crossing corridor), potentially
including a raised crossing, median
island, advanced warning signage, or
other treatments consistent with the
existing crossing at 34th Avenue NE.
•To support crossing, conduct an
engineering study of upstream traffic
behavior (southbound) and lane
configuration. Specifically, explore
potential to make a southbound lane of
Silver Lake Road NE Right-Turn Only at
37th Avenue NE, and have one lane carry
through the intersection southbound.
Silver Lake
Road NE at
36th
Avenue NE
PROJECT ACTIONS – HIGH PRIORITY
Time PeriodAction StepsActionProject
2029-2030•Continue coordination
with Hennepin County
around previously
developed project scope.
•Coordinate with
Minneapolis Park and
Recreation Board (MPRB)
on Grand Rounds
consistency through the
area.
Support County exploration
of double roundabout design
for two existing intersections
along Saint Anthony Blvd.
Saint Anthony
Boulevard at
Kenzie Terrace
and New Brighton
Boulevard
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PROJECT ACTIONS – MEDIUM PRIORITY
Time PeriodAction StepsActionProject
2026-2028•Review parking
reallocation impacts along
this segment.
•Coordinate with City
striping and road
maintenance efforts to
program this roadway for
2027.
•Coordinate with MPRB on
Grand Rounds consistency
through the area.
•Stripe road to add
bikeable shoulder and
narrow lanes on both
sides.
•Explore using bollards as
short-term separation
until long-term MPRB
off road shared-use path
is implemented.
Saint Anthony
Boulevard: Stinson
Boulevard NE to
Silver Lake Road
NE
PROJECT ACTIONS – MEDIUM PRIORITY
Time PeriodAction StepsActionProject
Short-term:
2026-2028
Medium-term:
2029-2030
•In close coordination with
Hennepin County, explore
a demonstration project
at this site to test new
treatment(s).
Short-term: Use a
demonstration project to test
out traffic calming and/or
crossing treatments, potentially
including a mini
roundabout/traffic circle, curb
extensions, or a crossing island.
Medium-term: Support
recommendations that arise
from a demonstration project.
Silver Lake
Road at 29th
Avenue NE
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PROJECT ACTIONS – MEDIUM PRIORITY
Time PeriodAction StepsActionProject
2029-2030•Coordinate with Hennepin and
Ramsey County to conduct
turning movement counts.
•Work with agency partners to
explore an alternative that
prioritizes people walking and
biking across 37th Avenue NE.
Explore removing the free right
turn from westbound 37th
Avenue NE to northbound
Silver Lake Road.
Silver Lake
Road at 37th
Avenue NE
PROJECT ACTIONS – MEDIUM PRIORITY
Time PeriodAction StepsActionProject
2026-2028•Identify set of possible
crossing treatments based
on existing infrastructure
and design guidance.
•Incorporate new crossing
locations into existing City
maintenance processes
for roadway paint and
signage.
•Consider signage and
incremental low-cost/quick-
build infrastructure
improvements to designate a
neighborhood bike route
system.
•Explore crossing improvements
along the proposed network at
busier cross-streets, such as
29th Ave NE and 33rd Ave NE.
Neighborhood
Bike Route
System and
Improved
Crossings
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PROJECT ACTIONS – MEDIUM PRIORITY
Time PeriodAction StepsActionProject
2029-2030•Coordinate with Ramsey
County to secure
dedicated staff time for
an engineering study.
Coordinate with Ramsey
County on an engineering
study to identify crossing
improvements for people
walking and biking through this
intersection, to address long
crossing distances and
challenging signal timing.
29th Avenue NE
/ County Road C
W at New
Brighton
Boulevard /
County Road 88
PROJECT ACTIONS – LOW PRIORITY
Time PeriodAction StepsActionProject
2031-future- Long-term, pursue
regional solicitation or
other active
transportation funding
to connect this gap in
the network.
•Explore formalizing a grade-
separated railroad crossing
along MacAlaster Drive NE.
•If the long-term vision for a
rail-with-trail along this
corridor is realized, leverage
that construction to create a
connection north and south at
MacAlaster Dr NE.
Railroad
Crossing at
MacAlaster
Drive NE
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POLICY ACTIONS
Time PeriodAction StepsActionPolicy
2026-2028•Seek City Council
approval of the
Complete Streets
resolution attached to
this plan.
Adopt a Complete Streets
resolution modeled on elements
of Hennepin County’s Complete
and Green Streets Policy that align
with City values and priorities.
Complete
Streets Policy
POLICY ACTIONS
Time PeriodAction StepsActionPolicy
2026-2028•Establish a shared understanding
among City staff about existing
Police Department Toward Zero
Deaths efforts.
•Educate around and advance a
Toward Zero Deaths goal for all
road users within a set timeframe
with the Mayor, City Council and
City Manager.
Make an official and public
commitment to a Toward
Zero Deaths goal to achieve
zero traffic fatalities or
severe injuries among all
road users within a set
timeframe.
Toward Zero
Deaths
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PROGRAM ACTIONS
Time PeriodAction StepsActionProgram
2029-2030•Work with school partners
to apply for MnDOT
planning, boost
infrastructure grants to
enact this Action Plan and a
SRTS Plan.
Conduct a citywide SRTS Plan
and continue to support local
SRTS program efforts, such as
the parent/caregiver organized
Bike Bus.
Safe Routes
to School
(SRTS)
PROGRAM ACTIONS
Time PeriodAction StepsActionProgram
2026-2028•Assign staff to review
other communities’
traffic calming programs
and draft program
recommendations.
Create a traffic calming
program, including an
implementation budget for
public works.
Neighborhood
Traffic Calming
Program
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PRACTICE ACTIONS
Time PeriodAction StepsActionPractice
2026-2028•Continue to review evolving
design guide(s) and active
transportation best practices
to be used by city staff and
consultants on street projects.
Continue to review evolving
national or state street design
guides and active
transportation best practices.
Design
Guidance
NEXT STEPS
DetailsStep
Final draft of Active Transportation Plan will be presented to
Council for approval and formal adoption.
Upcoming Council Meeting
Planning and executing a temporary demonstration project that is
included with planning assistance grant activities (MnDOT
budgeted $10,000-$15,000)
Spring/Summer 2026
Hennepin and Ramsey Counties, other agency partners as
indicated in the plan.
Initiate Conversations
Funding opportunities applicable to projects listed in AT Plan.Ongoing Monitoring
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QUESTIONS?
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January 2026
Active Transportation
ACTION PLAN
Saint Anthony Village
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Acknow
ledgem
ent
Active Transportation
Committee:
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The Action Plan was funded
through the Minnesota
Department of Transportation’s
(MnDOT) Active Transportation
Program.
Learn more:
www.dot.state.mn.us/active-
transportation-program
Ashley Morello
Assistant City Manager, City of
Saint Anthony Village
Minette Saulog
Sustainability Coordinator,City of
Saint Anthony Village
Charlie Yunker
City Manager, City of Saint Anthony
Village
Jeremy Gumke
Public Works Director,City of Saint
Anthony Village
Steve Grittman
City Planner, City of Saint Anthony
Village
Justin Messner
City Engineer,City of Saint Anthony
Village
Tom Musick
Toward Zero Death Coordinator,
Hennepin County Public Works
Kevin Roggenbuck
Transportation Planner, Ramsey
County
Katie Koscielak
Project Manager Engineer, City of Saint
Anthony Village
Dan Kunitz
Resident, Saint Anthony Village
Citizens for Sustainability Committee
Mark Grimes
Resident, Saint Anthony Village
Citizens for Sustainability Committee
Tim Anderson
Executive Director of Operations and
Human Resources, Saint Anthony –
New Brighton Schools
Jim South
Sergeant,Saint Anthony Police
Department
Connie Bernardy
Director,Active Living Ramsey
Communities
Barbara Anderson
Member, Planning Commission
Bonnie Brever
Saint Anthony Kiwanis Organization
Glenn Burns
Bike Advocate
Kristine Schwintek
Dean, Saint Anthony Village Middle
School
Amal Younis
Assistant Principal, Wilshire Park
Elementary School
Renee Corneille
Superintendent, Saint Anthony – New
Brighton Schools
Natalie Synhavsky
Parks and Environment Commission for
City of Saint Anthony Village
Acknowledgements
MnDOT Consultant Team
Terra Soma, LLC
Alta Planning + Design
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Contents
1.Introduction
Why an Active Transportation Action Plan, how the
Plan was developed, and guiding principles
2.Vision and Goals
Plan vision and goals
3.Where We Are - Our Streets Today
Existing conditions, current plans and policies, and
key insights from the planning process
4.Where We’re Going - Our Streets
Tomorrow
Priority projects and action steps: from quick wins to
longer-term projects, policies, programs and
practice recommendations
5.Implementation Next Steps -
Putting Our Wheels in Motion
Incremental steps to move the Plan into action,
framework for measuring progress, and call to
action
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Executive Summary
The Active Transportation Action Plan is the result of a seven-month
collaboration from June 2025 to December 2025. A diverse Local Planning
Team came together to set direction, co-create strategy, and lead
numerous listening sessions, a walking audit, bicycle audit, and action
planning workshop, and gather public input via an online survey and map.
The Action Plan serves as a living guide. It establishes clear, evidence-
based, and action-oriented priorities to guide future investments in making
walking and bicycling safer and more accessible. The Plan identifies priority
routes within the City that are most in need of improvements.
Taking the steps towards a more walkable and bikeable city takes more
than simply building sidewalks, trails, and marked crosswalks. Changes to
programs, policies, and procedures that address education,
encouragement, enforcement, and evaluation are critical to getting more
people walking and making it safer for people of all ages and abilities to
reach the places they want to go.
The Plan builds on existing plans, conversations with residents, lessons
learned from other cities, and careful observation to establish
recommendations that can help Saint Anthony Village become a place that
welcomes people traveling by all modes of transportation.
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A safe, connected, sustainable, and
equitable active transportation
network that promotes mode
choice,improves quality of life and
environmental outcomes, and serves
people of all ages and abilities.
PLAN VISION
GOALS SUMMARY
•All Ages & Abilities Facilities
•Complete & Green Streets
•Safe Systems Approach
•Transportation Choice/Mode Shift
•Agency Partnerships
•Quality of Life & Health/Well-being
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Executive Summary
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WHERE WE ARE - OUR STREETS TODAY
Saint Anthony Village is a compact community
with great potential for walking and
biking.Many of the busiest roads in Saint
Anthony Village are owned and maintained by
Hennepin and/or Ramsey Counties (like the
central north-south corridor, Silver Lake
Rd).Residents voiced that they would like to
walk, bike, or roll to destinations within the City,
but are worried about being hit by a car.
WHERE WE'RE GOING - OUR STREETS
TOMORROW
The planned bikeway network developed
through this plan includes three types of
bikeways: off road shared-use paths, on road
separated bicycle lanes, and on road bicycle
boulevards. Priority projects include
improvements for people walking and biking
along Stinson Blvd and Silver Lake Rd, as well as
at key intersections.
IMPLEMENTATION NEXT STEPS -
PUTTING OUR WHEELS IN MOTION
There are multiple actions Saint Anthony Village
can take within the first 100 days of plan
adoption, as well as over the next one, three,
and five years. The City will track progress
around infrastructure equity and safety,
community experience and use of biking and
walking improvements, and capacity and
implementation readiness.
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146 residents contributed to the plan via an
online survey.
•Over 60% of respondents said they walk for
exercise or leisure daily or almost every day.
•63% of respondents said they would like to walk,
bike, or roll to parks in Saint Anthony Village but are
currently unable to.
•Half of respondents said they felt unsafe biking or
riding a bike-like mode in Saint Anthony Village.
•The top motivation for walking and biking was "It's
good for my physical health." The top barrier to
walking and biking was "I'm worried about being hit
by a car while riding or walking."
•The top road in the city that respondents would
choose to improve for walking, biking, or rolling was
Silver Lake Rd.
Executive Summary
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“Crossing Silver Lake at 36th Ave is
important to get to school and feels
very dangerous—cars drive too fast,
uncomfortable having my kids cross
on their own.”
“I wish there was a bike path (similar
to the one happening on Lowry) for all
of Silver Lake, from the SAV mall to
Silverwood Park. This would connect
the majority of schools, parks, and
businesses in one fell swoop...”
“Extremely important that there is a
safe bike trail along Silver Lake Road
to connect neighbors north of 37th to
the schools"
“Biking 33rd Ave feels unsafe, but is
an important connector to churches,
daycares, schools and parks from the
west side”
“Would love the completion of the
bike lane on St. Anthony Blvd, would
ensure pedestrians, cars, and cyclists
would all be able to share and enjoy
this space!”
Residents took the time to write 128 online
comments about where they experience problems
and the solutions they would like to see.
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Over 100 residents shared their thoughts at
in-person listening sessions
•Residents want more places to bike separated from
vehicles, more public transit, more accessible
sidewalks, and better connections between parks,
schools, and businesses.
•Residents shared challenges with crossing major
intersections while walking, biking, and rolling and
asked for crossing improvements.
•The volume and high speed of cars was noted as a
challenge, especially during peak congestion times
and on main streets.
Executive Summary
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Executive Summary
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Shared-use paths are two-way facilities that are physically
separated from motor vehicle traffic. They may be within
parkland, natural areas or adjacent to roadways. They are used by
people walking and bicycling.
Separated bicycle lanes are bike lanes with some form of both
horizontal and vertical separation from motor vehicle traffic. They
are separated from pedestrian spaces and can be for one-way or
two-way travel.
Bicycle boulevards are streets that give priority to people walking
and biking, while sharing space with vehicles. Treatments can
include speed management and crossing treatments such as
diverters, speed bumps, curb extensions, median refuge islands,
and traffic circles.
Recommended Active Transportation Network
Public input and technical analysis informed the development
of the recommended active transportation network. Network
recommendations were developed to connect to bikeways in
surrounding communities and to key community destinations.
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Executive Summary
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Priority Infrastructure Projects
Most recommendations will require close coordination with partners
at Hennepin and Ramsey Counties. In some instances, short-term
actions are identified to start making progress while longer-term,
more resource-intensive improvements are developed.
2
1
3
4Silver Lake Rd – Short-term, explore a
corridor approach to speed
management and school crossings.
Medium-term, support a separated
bike lane retrofit or (long-term) off
road shared-use path along Silver Lake
Rd.
Stinson Blvd – Short-term, support
striping bike lanes and installing low-
cost physical separation.Long-term,
support addition of a sidewalk on the
east side of Stinson Blvd and
permanent separation for bike lanes.Saint Anthony Blvd at Kenzie Ter/ Silver
Lake Rd and at New Brighton
Blvd/County Rd 88 – Support
exploration of double roundabout
redesign for two existing intersections
along Saint Anthony Blvd.
36th Ave and 37th Ave at Silver Lake Rd –
Advocate for traffic configuration
adjustments at 37th Ave to allow for
improved crossing infrastructure at 36th
Ave.
1
2
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4
5
33rd Ave and Rankin Rd – Study and
implement walking and biking safety
improvements at the intersection.
5
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SECTION 1
Introduction
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Why an Active
Transportation
Action Plan?
WALK . BIKE . ROLL .
The City of Saint Anthony Village Active Transportation Action Plan serves as a
roadmap for creating a safe and convenient network for people walking and biking.
The Plan uses the term walking and pedestrian broadly to include people of all ages
and abilities walking or rolling, including people who travel by foot, use wheelchair,
stroller, or other assisted mobility device. The term bicycling, biking and bicyclist
broadly refer to people of all ages and abilities riding bicycles both human-powered
and electric-assisted, including devices adapted for use by people with disabilities.
By centering active transportation users, the most vulnerable users, in street design it
ensures streets provide safe options for everyone, regardless of transportation choice.
A connected, safe and comfortable active transportation network means all people
have equitable access and opportunity to contribute to a vibrant, age- friendly and
healthy city.
Walk/roll
photo
Bike photo
What is active transportation?
Why is an Active Transportation
Action Plan important?
What is the community context
for undertaking this work?
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EQUITY
Owning a new car costs roughly $12, 182
per year (AAA, 2023). This is a sharp
increase from 2022 when the average
yearly cost was $10,728. Car ownership
should not be a requirement for getting
around safely and efficiently.
ENVIRONMENT
Minnesota must reduce transportation
related greenhouse gas emissions by 80% and
vehicle miles travelled by 20% by 2050 to
reach its climate goals. Saint Anthony Village
has goals to reduce city-wide CO2 emissions
by 80% by 2040.
Walking and biking networks reduce our
dependence on driving to get around, leading
to cleaner air and reduced climate impacts.
ECONOMY
Active transportation means business; it
stimulates local economies through job
creation, tourism and business
development.
People biking make more frequent trips
than people driving, spending more
money at local businesses.
Why Active Transportation Matters
Cortright, J. (2009). Walking the walk: How walkability raises home
values in U.S. cities. CEOs for Cities.
https://nacto.org/docs/usdg/walking_the_walk_cortright.pdf
Schmitt, A. (2012, December 5). Cyclists and pedestrians can end up
spending more each month than drivers. Bloomberg.
https://www.bloomberg.com/news/articles/2012-12-05/cyclists-and-
pedestrians-can-end-up-spending-more-each-month-than-drivers
Minnesota Department of Transportation. (n.d.). Minnesota Walks:
Statewide Pedestrian System Plan.
https://www.dot.state.mn.us/minnesotawalks/index.html
AAA Newsroom. (2023, August 30). Annual new car ownership costs
boil over $12K. AAA.
https://newsroom.aaa.com/2023/08/annual-new-car-ownership-
costs-boil-over-12k/
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SOCIAL CONNECTION
"Humans are social creatures—we live in
community.Individual health and
wellbeing is intricately tied to the health
of our communities and our interactions
with others.“
Active transportation provides us more
opportunity to interact with our
neighbours and community.
HAPPINESS
Researchers at the University of
Minnesota have found bicycling to be the
happiest form of transportation.
HEALTH & WELLBEING
Active transportation as part of everyday
travel is as effective as structured
workouts for improving health. Active
commuting is associated with a 11%
reduction in cardiovascular risk.
Why Active Transportation Matters
University of Minnesota. (2018, August 20). The
happiest mode of transportation? That would be
cycling. University of Minnesota. https://twin-
cities.umn.edu/news-events/happiest-mode-
transportation-would-be-cycling
Taking Charge of Your Health & Wellbeing. (n.d.). How do
our social networks affect wellbeing? University of
Minnesota. https://www.takingcharge.csh.umn.edu/how-
do-our-social-networks-affect-wellbeing
American Public Health Association. (2010). The
hidden health costs of transportation.
https://www.apha.org/-
/media/files/pdf/topics/transport/apha_active_tran
sportation_fact_sheet_2010.pdf
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How the Plan was Developed
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The Active Transportation Action is the result of a collaborative process led by
the Saint Anthony Village Active Transportation Committee. The committee
came together to host and participate in:
•Walking and biking audits to assess existing conditions
•Action Planning Workshop to define active transportation routes and
connections
•Online engagement through virtual meetings and use of interactive
mapping tools and survey to collect community input
•Five listening sessions, including tabling at the School District Wellness
Fair and Silver Lake Village Liquor Store, hosting discussions at Hayden
Grove Senior Living and Middle School Family Night, and an open house at
City Hall.
The Plan builds on existing plans and policies, community and committee
participation and evidence-based state and national best practices to identify
an active transportation network and action steps to guide future investments
in making walking and bicycling safer and more accessible for all.
Saint Anthony Village received planning assistance to develop this Plan, funded
by the Minnesota Department of Transportation (MnDOT) Active
Transportation Program. The Active Transportation Program aims to increase
the number of people walking and biking to destinations.
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Plan Guiding Concepts
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Foundational to the Plan are several interrelated concepts and approaches:
•Complete Streets: Guiding principles to planning, designing, implementing
and maintaining streets so they are safe, comfortable and inviting for all
transportation users, especially the most vulnerable– people who walk or
bike for any reason, including people with disabilities or low incomes,
children, older adults and people of color.
•Safe System Approach: Traffic -related serious injuries and deaths can be
reduced and eliminated. A Safe System Approach focuses on efforts to
effectively design for all people and manage vehicle speeds by design
through proactive and proven street safety treatments.
•Active Transportation Principles: The principles of safety, comfort,
coherence, directness and attractiveness and the unique needs of active
transportation users informs approaches to network and street design.
•Transportation Equity: Policy, design and practices in the built environment
and transportation system have led to inequities for underserved
communities, especially low-income, people with disabilities and Black,
Indigenous and People of Color. Advancing transportation equity requires
having a better understanding of how the transportation system, services
and decision-making processes help or hinder the lives of people in
underserved communities. It also requires underserved communities share
in the power of decision-making through engagement and design processes.
Attractiveness
CoherenceComfortSafety
Directness
Active Transportation Principles
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Complete Streets
Complete Streets is an approach that integrates people and place in the
planning, design, construction, operation and maintenance of streets. Using
Complete Streets design principles helps ensure a comprehensive and
connected multimodal transportation system that prioritizes safety over speed,
more equitably balances the needs of different modes and supports local land
uses, economies, cultures and natural environments.
Complete Streets look different from street to street, place to place. There is no
“standard,” rather a holistic and context sensitive approach is taken to address
the unique needs of users and characteristics of place. For example, to make
biking safer, more accessible and inviting, a “collector” or “arterial” street might
include buffered or separated bike lanes to account for higher traffic speeds and
volumes. While on a neighborhood residential street people biking and driving
might share the lane and mix due to the low traffic speeds and volumes.
16
MnDOT’s Complete Streets Policy
“MnDOT must follow a complete streets approach
in all phases of planning, project development,
operation and maintenance activities.”
One of the four policy goals is to “increase
bicycling and walking as a percentage of all trips.”
The policy states districts should give higher
priority to opportunities to address identified user
needs on projects that meet the following criteria:
•Equity: Have a higher proportion of people with
disabilities, people of color, older adults,
children or low-income
•Mode Shift: Have a higher probability of
increasing the number of people walking, biking
or taking transit
•Safety: Addresses a significant safety issue for
vulnerable users
•Connectivity: Addresses a gap or barrier
created by prior transportation investments
•Plan Alignment: Are identified in a local or
regional plan
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Safe System Approach
More communities and agencies, including Minnesota Department of
Transportation (MnDOT) and U.S. Department of Transportation/Federal
Highway Administration (USDOT/ FHWA), are following the Safe System
Approach to traffic safety, which aims to eliminate fatal and serious
injuries for all road users, including the most vulnerable users – people
walking, bicycling and rolling.
The Safe System Approach focuses roadway safety efforts on ways to
effectively:
1.Design for the people in the system
2.Manage vehicle speeds by design
3.Employ proactive tools to manage risks across an entire roadway
network, especially for the most vulnerable users
4.Foster integrated, collaborative and coordinated action
[MnDOT] can prevent traumatic life-altering, costly
crashes by focusing on creating low-speed environments
in population centers and around other destinations
where people are likely to walk [and bike]."
- Statewide Pedestrian System Plan Learn more about the Safe System Approach:
https://www.transportation.gov/NRSS/SafeSystem
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Transportation Users and Vulnerability
Transportation user’s risk level, or vulnerability, for serious injury or death when involved in a motor-vehicle related collision.
18
User Description Relative Vulnerability
Pedestrian. People of all ages and abilities who walk or
use assisted mobility devices like wheelchairs, scooters,
skateboards or strollers.
High. Due to the speed and mass of vehicles, people walking are
the most vulnerable. Safety of the most vulnerable users must be
a priority as they are most at risk.
Bicyclist. People of all ages and abilities who ride bicycles
both human-powered and electric-assisted, including
devices adapted for use by people with disabilities.
Medium-High. Less vulnerable than people walking, but more
vulnerable than people driving. There is a broad range of age,
comfort, experience and speed among bicyclists, which affects the
needs and designs for projects.
Transit. People who ride transit. Transit users often walk
or bike to/from transit stops.
High. People taking transit have a similar level of vulnerability as
people walking or biking.
Drivers. People who drive personal vehicles, inclusive of
all drivers and trip types.
Low. People driving are less vulnerable than people walking and
biking because of the relative safety provided by a vehicle (e.g.,
seatbelts, airbags).
Freight. People who drive freight/delivery vehicles.Low. People driving freight vehicles are less vulnerable than
people walking and biking because of the relative safety provided
by a vehicle.
Table adapted from MnDOT Complete Streets Handbook
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Safety is Not Shared Equally
Traffic -related crashes that kill and injure people are a serious transportation
equity and public health concern. Minnesota is seeing a rising share of crashes
involving people walking and biking that result in fatal and serious injuries.
Nationwide, the number of people struck and killed by drivers while walking
increased 45% over the last decade (2010-2019) (MnDOT 2020 Sustainability and
Public Health Report).
State and national trends show that speed-related crashes have increased. There
are differences in equitable access and safety outcomes for all users of the
transportation system. Active transportation users are the most vulnerable,
specifically older adults, people walking in low-income communities, and
American Indian/Alaskan Native, Black/African American, and Hispanic people are
at greater risk of being severely injured or killed due to a motor vehicle while
walking.
Complete Streets and Safe System Approach can help calm traffic, reduce speeds
and improve predictability of movement of all transportation users, especially at
crossings and intersections. As a result, streets become safer for all.
19
U.S. Pedestrian deaths per 100,000 by race & ethnicity (2018-2022)
U.S. Pedestrian fatalities per 100,000 by age (2018-2022)
Source: Dangerous by Design, Smart Growth America, 2024
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Making Safety a Priority Over Speed
Active transportation users are the most vulnerable transportation
user. Reducing driver speeds directly improves the safety of streets
and sense of place.
Why Speed Matters
The negative impact of motor vehicle travel speed on crashes that
involve people walking and biking is well documented. For example, a
person walking has a 95-percent chance of surviving the crash if struck
by a person driving at 20 miles per hour (mph). The chances of survival
decrease by almost 50 percent when the person driving is traveling
only 10 mph faster at 30 mph. Communities throughout Minnesota
are working Toward Zero Deaths as part of the statewide initiative to
achieve zero traffic-related serious injuries and deaths, believing they
are unacceptable and preventable.
Streets with lower posted speeds better support businesses by
increasing visibility. At lower speeds, drivers can see more of their
surroundings and have more time to react, stop for people crossing,
yield to people parking and unparking and to avoid potentially fatal
crashes.
Field of vision at 15 MPH Field of vision at 30 to 40 MPH
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Designing for Safe Speeds
Conventional Street/Highway Design
Proactive Multimodal Street Design
Operating Speed = Design Speed = Posted Speed
Target Speed = Design Speed = Posted Speed
Street Design Influences Behavior
The design of streets directly influences behavior. Most motorists drive
to match the “design speed” of the road, using cues such as lane width,
street texture, the distance between buildings, trees in the public right-
of-way, other edge features and sight-line distances rather than solely
relying on the posted speed limit. In turn, streets should be designed
to promote safety by taking a proactive design approach to ensure
lower “target” speeds—the speed drivers should be going.
Historically, roadways have been designed by observing the operating
speed of the majority of drivers and designing the street for that speed.
This has resulted in design speeds that are often higher than the posted
speed due to wide turn radii, wider travel lanes, clear zones and more.
Today, more communities are using “target speed,” a proactive
approach to multimodal street design, by first identifying the speed
they would like drivers to go and then implementing street design
treatments to ensure the operating speed of motorists is the target
speed. This convention helps ensure vulnerable users like people
walking and biking are considered equitably in the design of the
roadway.
A lower target speed, and thus posted speed, is a key characteristic
of streets in walkable,bikeable,mixed use, neighborhoods and
commercial areas.
This Action Plan provides starter recommendations on how to start
to bring the design speed more in line with safer target speeds of
20-25 mph through narrower lane widths, streetside landscaping,
modern roundabouts and other traffic calming tools to create a
safer and higher quality environment for all.
Read more on target speed: https://nacto.org/publication/urban-
street-design-guide/design-controls/design-speed/.
Adapted from NACTO.org
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In the past, streets were designed to meet a
certain level of service for people driving, often
prioritizing higher traffic speeds. It’s time to focus
on a different value: quality.
Streets designed to support the safety and
comfort of people walking and biking, not only
create places where people want to be, they also
more safely and efficiently manage vehicle traffic.
The pictures (on right) are all the same by
functional classification, arterials.
A people and place focused street design that
supports all transportation users are a win-win
for all.
AUTO FOCUSED PEOPLE & PLACE FOCUSED
Level of Quality
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These Active Transportation Principles
are founded in a Safe System
approach. The significance of each
principle may vary from route to route
and from person to person. For
example, people walking or biking to
the grocery store often prioritize
directness whereas people out for a
recreational bike ride value
attractiveness and comfort more than
a direct route. Regardless of trip type,
safety is critical for all users, especially
when ensuring children and elders
have safe routes to school, parks and
other places they want to go.
To provide transportation choice, equity and encourage active trips, routes must be:
SAFE
Does the route minimize risk of injury and danger (both traffic and personal safety)?
COMFORTABLE
Does the route appeal to a broad range of age and ability levels and are there
user amenities (e.g., places to sit, protection from the weather)?
COHERENT
How easy is it to understand where to go? How to navigate a crossing or an
intersection? How connected is the network?
DIRECT
Does the route provide direct and convenient access to destinations?
ATTRACTIVE
Is the route green, well-maintained and celebrate local identity?
Active Transportation Principles
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People walking and biking have unique needs. This Plan seeks to center active
transportations users and their needs in future street improvements to ensure all people
have safe and reliable access to the places they want and need to go.
People Walking: Everyone is a pedestrian at some point in their day because every trip
begins and ends with walking. Walking is a key component of successful public transit,
supports vibrant business districts and healthy people, reduces carbon footprint and
contributes to safer neighborhoods by putting more eyes on the street.
An average of 22% of all trips taken within communities are less than one mile – a
distance that takes the typical person 15 to 20 minutes walking (National Housing Travel
Survey, 2017). To encourage more walking trips, it is critical that pedestrians are
prioritized in transportation projects and streets are made more welcoming, accessible
and safer.
Who Are We Designing For?0’1’2’3’
Basic Movement: People in motion require
3-4 feet for strolling width. This accounts
for movement such as arm or baggage
swing, swaying, pushing a stroller or using
a walker. It does not account for people
passing one another, moving around or
over obstacles.
0’1’2’3’4’
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Who Are We Designing For?
0’1’2’3’4’5’6’0’1’2’3’4’5’6’
Social Movement: Two people in motion require more strolling width for walking with others
and socializing (6 feet).
0’1’2’3’4’5’6’
A 6-foot sidewalk
provides minimum
space for children to
walk in a group.
The landscape boulevard or strip (grass)
provides added comfort by creating
greater separation between people
walking and people driving.
Graphic by Terra Soma, LLC
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People Biking: Biking is a key component of successful business districts, healthy people,
carbon reduction, economic vitality and safer neighborhoods.
An average of 46% of all trips taken within communities are less than three miles – a
distance that takes the typical person 18 to 20 minutes biking (National Housing Travel
Survey, 2017).
Lack of bike lanes and physical separation from motor vehicles, challenging intersection
crossings and snow and ice are just some of the reasons why people do not feel
comfortable biking today. Today, most of the city’s bike network caters to the “highly
confident” bicyclist who will ride regardless of roadway conditions and bicycle facility.
Highly confident riders represent the smallest category of people willing to bike. To make
biking, in all its forms, a feasible option for more people, the Plan establishes the need,
and incremental steps, to prioritize the “interested but concerned” type of bicyclist to
create a low stress, all ages and abilities network.
Many improvements that prioritize bicyclists also do the same for people walking. The
strategies and actions in this Plan often support or are linked to each other.
INTERESTED BUT CONCERNED BICYCLIST
“This is the bicyclist
user profile that
MnDOT typically
considers when
selecting a bicycle
facility type.”
- Minnesota Bicycle Facility
Design Guide
Low volume, low speed residential streets become
nice shared walking and biking streets with traffic
calming tools such as neighborhood traffic circles.
Who Are We Designing For?
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Comfort Types of Bicyclists
5-9%4-7%51-56%
Low Stress Tolerance High Stress Tolerance
INTERESTED BUT CONCERNED ENTHUSED &
SOMEWHAT CONFIDENT
HIGHLY
CONFIDENT
People in this group would like to bike more, but do not
feel safe on busy streets with fast moving traffic nearby. Biking on
streets with fewer and slower-moving cars, or a space separated
from vehicles, would help them feel more comfortable. National
research has found that over half of the population are interested
in bicycling more often but are concerned about having to share
the road with motor vehicles. They would like lower stress street
environments to bike.
People who will ride
regardless of roadway
conditions and bicycle
facility. Highly confident
riders represent the
smallest category of
people willing to bike.
NO WAY
NO HOW33%
People
will not
bike out of
disinterest
or inability
to do so.
People who have been
biking for transportation
for some time. They are
sometimes comfortable
sharing the street with
drivers but would prefer to
ride on streets with bike
lanes or separated paths.
Graphic adapted from AASHTO Guide for the Development of Bicycle Facilities
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Comfort Types of Bicyclists
Low Stress Tolerance High Stress Tolerance
INTERESTED BUT CONCERNED HIGHLY
CONFIDENT
WHAT IS TRAFFIC STRESS?
Bicycle Level of Traffic Stress (LTS) is a way to evaluate the stress a
person bicycling may feel when they ride on a road close to traffic. It
assigns a stress level to streets and bikeways based on factors such as:
•Traffic speed
•Number of travel lanes
•Number of vehicles
•Frequency of on-street
parking turnover
•Ease of intersection
crossings
•Presence of bike lanes
•Presence of physical barrier
to bike lane
LTS 1
LTS 2
LTS 3
LTS 4
Most children will feel safe bicycling on these streets.
The “interested but concerned” adult population
will feel safe bicycling on these streets.
Streets that are tolerable to “enthused and confident”
riders who still prefer having their own dedicated space.
High stress streets with high-speed limits, multiple travel
lanes and limited or non-existent marked bikeways.
ENTHUSED &
SOMEWHAT CONFIDENT
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LTS
LEVEL DESCRIPTION
HIGHLY
CONFIDENT
BICYCLIST
WILL RIDE
ENTHUSED &
SOMEWHAT
CONFIDENT
BICYCLIST
WILL RIDE
INTERESTED BUT
CONCERNED
BICYCLIST WILL RIDE
LTS 1 YES YES YES
LTS 2 YES YES
Inviting to most
adults, but
demands more
attention than
might be
expected from
children
LTS 3 YES
Often, but
more
variability in
level of
comfort
NO
LTS 4 YES NO NO
Chart adapted from MnDOT Bicycle Facility Design Guide
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Safe System: When to Mix, When to Separate?
SELECTING BIKEWAY FACILITIES
A key aspect to ensure safer roads by design is separating users in the street
space.
The greater the vehicle speed and the higher the vehicle traffic, the greater
the physical separation needs to be between people driving and people biking
(and walking).
Separate and protect people from moving traffic when vehicle speeds are
above 20 mph. This can be done visually with painted bike lanes or buffered
bike lanes or physically with bikeways fully separated by curbs, street trees, on-
street parking and more.
A shared street environment, where users are mixed, can be created for
people biking and driving when target speeds are at or below 20 mph and
vehicle volumes are relatively low. This can be true for people walking,
especially in smaller cities or rural communities. This is a common
environment on neighborhood residential streets.
Chart adapted from Federal Highway Administration Bicycle Selection Guide (2019).
Note: Chart assumes operating speeds are similar to posted speeds. If they
differ,operating speed should be used rather than posted speed.
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Types of Bike Facilities
Bicycle Boulevard (traffic calmed local streets
that prioritize bicycle travel)Conventional Bike Lane Painted Buffered Bike Lane (buffer can be
on parked car side, travel lane side or both)
Two -Way Cycle Track (also called protected
bike lane or separated bikeway)
One-Way Cycle Track Shared Use Path (also called a paved multiuse
trail, some may also be a sidepath)
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Successful streets that are safe for people walking and biking reduce
the frequency and severity of crashes and minimize conflicts between
users.
How street space is allocated plays a large part in managing speeds
and ensuring streets are safe for all users, especially the most
vulnerable.For example, narrowing,removing travel lanes and/or
adding curb extensions reduces the amount of time people walking
are exposed to potential conflict while crossing the street. Minimizing
the crossing distance reduces the amount of time a motorist must stop
while waiting for someone to cross. Narrowing and/or removing travel
lanes also allows space to be reallocated for bike lanes, buffered bike
lanes, fully separated paths or wider sidewalks. Installing intersection
treatments like modern roundabouts or neighborhood traffic circles
help manage speeds and are proven safety countermeasures, reducing
the occurrence and severity of crashes.
Complete Streets put people first and become even greater
community assets. They are places where people want to walk and
bike,rather than places where people can walk and bike if they must.
In turn, more people choose to walk and bike.
Photos by: Samantha Lorenz
Neighborhood traffic circle in winter.
Chicanes provide traffic calming and space for native vegetation.
Roundabout, tree-buffered sidewalk, cycle track and on-street parking.
Putting It Together
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SECTION 2
Vision, Goals
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Plan Vision
A safe, connected, sustainable, and equitable active
transportation network that promotes mode choice,
improves quality of life and environmental
outcomes, and serves people of all ages and abilities.
VISION
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Plan Goals
•All Ages & Abilities: Creates a safe, comfortable and convenient network that prioritizes the most
vulnerable roadway users, improving community access and safety
•Complete & Green Streets: Follows best practices in street design guidelines, balances the needs
of all road users, and incorporates environmentally sustainable practices, increasing mobility and
environmental resiliency
•Safe Systems Approach: Prioritizes people and safety over traffic, building on recent county and
state safety action planning
•Transportation Choice/Mode Shift: Swaps vehicle trips for non-motorized transportation and/or
single occupancy vehicles, educates and empowers people to get comfortable with active
transportation
•Partnerships: Works with partners to identify opportunities for more connected active
transportation infrastructure, considers maintenance responsibilities, coordinates effectively
between roadway agencies, leveraging local connections to achieve plan goals
•Quality of Life & Health/Well-being: Provides convenient access to key destinations, encourages a
healthy active lifestyle, and promotes safe connections to community gathering spaces
GOALS
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SECTION 3
Our
Streets
Today
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What is it Like to Walk and Bike? Policy Framework
Saint Anthony Village is a compact community with great
potential for walking and biking. As a small community with
many neighboring jurisdictions and two active Counties, there
are many overlapping plans that are helping to shape walking
and biking opportunities in the city.
COMMUNITY SNAPSHOT EXISTING CITY PLANS & POLICIES
The Active Transportation Action Plan supports and is informed by the
following City of Saint Anthony Village plans and policies:
•Saint Anthony Village Climate Plan (2023) – As a way to reduce
greenhouse gas emissions from driving, this plan supports improving
the accessibility and safety of nonmotorized transportation
infrastructure.
•Saint Anthony Village 2040 Comprehensive Plan (2020) – Public
engagement found that residents want more connectivity through
bicycle and pedestrian infrastructure, and highlighted Silver Lake Road
as a main thoroughfare that feels unsafe to cross.
•Citywide Speed Limit Reduction (2020) – City Council approved a
citywide speed limit reduction from 30 mph to 25 mph on city-owned
roadways, to improve pedestrian safety and reduce crash severity.
•Wilshire Park Elementary Safe Routes to School Plan (2014) – This
plan identifies barriers for students walking and biking to Wilshire Park
Elementary School and recommends solutions to make active
transportation safer and more accessible.
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What is it Like to Walk and Bike? Policy Framework
Many of the busiest roads in Saint Anthony Village are owned
and maintained by Hennepin and/or Ramsey Counties (like
Silver Lake Rd NE). The City has strong relationships with
county partners, and recent countywide plans are providing
guidance for future walking and biking network improvements.
COUNTY ROAD SNAPSHOT EXISTING COUNTY PLANS & POLICIES
The Active Transportation Action Plan supports and is informed by the
following Hennepin and Ramsey County plans and policies:
•Hennepin County Towards Zero Death Action Plan (2025) – This plan
establishes safety focus areas with the greatest potential to improve
transportation safety, including non-motorized users and intersections
on county roadways.
•Hennepin County Complete and Green Streets Policy (2023) – This
policy provides a roadway design approach that balances the needs of
all users while incorporating environmentally sustainable principles, to
provide strong multimodal connections, reduce climate risk, and
enhance livability for all.
•Ramsey County All-Abilities 2050 Transportation Plan (2025) – Building
on the County’s 2016 All Abilities Transportation Network Policy, the
plan sets short and long-term goals for a more accessible
transportation system and identifies priority projects to help get there.
•Ramsey County-Wide Pedestrian & Bicycle Plan (2015) – A framework
to develop a “safe and well-integrated system that connects people and
places…[where] walking and bicycling is a comfortable and integral part
of daily life in Ramsey County for people of all ages and abilities.”
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How are we moving today?
3.7% Walk
In Saint Anthony Village, 3.7 percent of
commuters walk to work compared to 2.5
percent statewide. (ACS, 2023 5-year
estimates)
1.7% Bike
In Saint Anthony Village, 1.7 percent of
commuters bike to work compared to 0.5
percent statewide. (ACS, 2023 5-year
estimates)
2.9% Ride Transit
In Saint Anthony Village, 2.9 percent of
commuters take transit to work
compared to 2.1 percent statewide. (ACS,
2023 5-year estimates)
COMMUTE MODE IN SAINT
ANTHONY VILLAGE
Driving or other mode Walk Bike Transit
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Safety Map| CRASH ANALYSIS
37th Ave NE connects bike facilities in Minneapolis to the west and
Roseville to the east. This corridor is home to high density housing and
Wilshire Park Elementary School.
Silver Lake Rd NE is the main route between high density housing,
schools, neighborhoods, and Silver Lake Village Shopping Center.
The highest concentration of motorized vehicle crashes in the city are
at two close-proximity intersections along Saint Anthony Blvd with
multiple lanes and unusual angles.
There have been walking and biking crashes along 29th Ave NE – a
connection between bike facilities in Minneapolis to the west and
Roseville to the east.
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Safety Map| SPEED ANALYSIS
Intersection of 37th Ave NE and Silver Lake Rd NE includes a “free right”
turn, which can allow faster vehicle speeds.
Entrance/exit of the Silver Lake Village Shopping Center.
Many segments along New Brighton Blvd/Hwy 88 see higher speed
drivers.
Intersection of Silver Lake Rd NE and 29th Ave NE, an all-way stop that
has multiple lanes approaching the intersection from all directions and
is often congested during peak traffic hours.
Speed data shown here highlights where higher speed (greater risk)
driver behaviors are more frequent. These areas are opportunities for
improved traffic calming and greater vulnerable road user protection.
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Transportation Equity and Key
Community Destinations Map
Middle / High school and recreation destinations are dense in this area.
North of 37th Ave NE is a busy part of the city for retail and recreation
destinations, as well as high-density housing.
Largely cemetery, golf course, and industrial land uses in this area.
Senior living facilities and multifamily housing in this area, within
walking distance of Saint Anthony Village Shops shopping center.
The Equity Score shown here was developed as a part of MnDOT’s
Priority Areas for Walking analysis, updated in 2025. Data shows areas
where there are higher concentrations of people who are likely to rely
on walking for transportation.
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Walk, Bike, Roll Audits
•Wednesday, September 10, 2025
•Starting location: Saint Anthony
Village Middle School
•Timed with Middle School dismissal
Walk and bike audits are a powerful tool
for engagement, bringing together
people with diverse perspectives and
experiences—from city staff and elected
leaders to community members— to:
•Observe and deepen understanding
of how active transportation users
experience a street
•Tap into people’s knowledge of place
•Learn from the physical built
environment
•Engage in meaningful dialogue
The Bike Audit covered almost five
miles of streets around the city,
including County roads and
neighborhood streets.
The Walk Audit covered almost a mile with
a mix of roadway and sidewalk conditions,
highlighting the recent crossing upgrade at
Silver Lake Rd NE and 34th Ave NE.
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Walk Audit
KEY OBSERVATIONS
Crossing island (still under construction) at 34th Ave NE and Silver Lake Rd NE
34th Ave NE and Silver Lake Rd NE, watching students cross Silver Lake Rd after middle school dismissalBelden Dr NE33rd Ave NE, west of Silver Lake Rd NE
33rd Ave NE and Silver Lake Rd NE
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Walk Audit Summary| Barriers and Opportunities
34th Ave NE & Silver Lake Rd NE is a
popular crossing location for students on a
busy roadway. There are no sidewalks on
34th Ave NE, so students often continue
walking on the north side of the street
(walking with traffic on their right side,
rather than against traffic on their left).
Belden Dr NE has no sidewalk, but
participants felt comfortable walking
in the road with the relatively low
traffic volumes. While on-street
parking is allowed, it was not heavily
used.
This segment of 33rd Ave NE did not
have a sidewalk on the south side.
Participants found the north sidewalk
uncomfortable, with frequent
driveway slopes, garbage cans
obstructing the path, and some
children biking on the sidewalk.
Participants were concerned about
vehicle traffic entering and exiting
the parking/drop-off areas. Visibility
is challenging at corners and people
walking do not always feel seen by
drivers entering/exiting the
driveways.
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Key Observations: Walk Audit
Saint Anthony Village has been working to improve safety for
people walking. The latest improvement is a crossing island and
Rectangular Rapid Flashing Beacon (RRFB) at 34th Ave NE &
Silver Lake Rd, a collaborative project with Hennepin County.
The City has multiple additional locations where improvements
could make walking safer and more comfortable.
Thirteen people attended the walk audit, including nine
members of the community and/or Local Planning Team and
four members of the MnDOT/consultant team. There was a
wheelchair available, and many participants took a turn using it
along the route.
In general, participants noted feeling more comfortable walking
on roadways with wider sidewalks, more buffer from vehicle
traffic, and/or lower traffic volumes. Participants felt the least
comfortable where traffic volumes were higher and sidewalks
were directly adjacent to the roadway.
WALK AUDIT 33rd Ave NE from Silver Lake Rd NE to Middle
School Entrance
Visibility is challenging at corners and people walking
do not always feel seen by drivers entering/exiting the
driveways for the school and park facilities The
participant using the wheelchair on/along this segment
of 33rd Ave NE noticed a significant cross slope on the
sidewalk that caused the wheelchair to veer toward
the street.
34th Ave NE & Silver Lake Rd NE
This is a popular crossing location on a busy roadway,
especially for students. With coordination from
Hennepin County, the City recently installed a
crosswalk, crossing island, and Rectangular Rapid
Flashing Beacon (RRFB).
Students coming from the middle and high schools
cross from the east sidewalk on Silver Lake Rd NE to
34th Ave NE. There are no sidewalks continuing along
34th Ave NE, so students often continue walking on the
north side of the street with traffic instead of the south
side facing traffic.
KEY FINDINGS
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Key Observations: Walk Audit
Belden Dr NE
This residential street has no sidewalk. While
on-street parking is allowed, it was not heavily
used, with only one car parked on the street
during the walk audit.
Participants noted they may not have felt
comfortable walking in the street with small
children or during busier times when there
are activities at the church.
33rd Ave NE from Belden Dr NE to
Silver Lake Rd NE
There is a sidewalk only on the north side of
33rd Ave NE, and it is adjacent to vehicle traffic.
It was obstructed by garbage cans out for
collection. The sidewalk cross slopes, which
match the frequent intersecting driveway
slopes, were noted as challenging for people
using mobility devices. Children were biking on
the sidewalk during the walk audit.
33rd Ave NE & Belden Dr NE
There is no dedicated, accessible space for
people waiting at the bus stop on the
northeast or southwest corners of the
intersection. Curb ramps at this intersection
(and at residential intersections along 33rd
Ave NE) do not have tactile warnings and are
generally in poor condition. There are no
painted crosswalks.
33rd Ave NE & Silver Lake Rd NE
Silver Lake Rd NE is four lanes wide at this
crossing location. The traffic signal includes
pedestrian push buttons and a pedestrian
crossing phase. Participants wondered about
the signal timing, noting that there are two
preschools nearby and families may need more
time to safely navigate the intersection. Others
noted the increased volume of vehicle noise at
this intersection compared to the calmer
neighborhood streets earlier on the route.
WALK AUDIT KEY FINDINGS, CONTINUED
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Bike Audit
KEY OBSERVATIONS
Highcrest Rd NE at 33rd Ave NE / Old Hwy 8
Photo caption
39th Ave NE approaching Silver Lake Rd NE Saint Anthony Blvd
Saint Anthony Blvd at Silver Lake Rd NE / Kenzie Ter37th Ave NE and Highcrest Rd NE, outside Wilshire Park Elementary School
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Bike Audit Summary| Barriers and Opportunities
Silver Lake Rd NE is a main north-
south corridor through the
community. Curb extensions and on-
street parking result in inconsistent
space for biking on the street and
uncomfortable biking conditions. The
sidewalks are busy at arrival/dismissal
times with students walking and
biking to school, making the sidewalks
feel crowded and creating conflicts
between users.
Participants noted Silver Lake Rd
NE/Kenzie Ter & St Anthony Blvd as a
barrier for walking and biking. Some
curb ramps are not aligned to the
crosswalk direction, requiring people
biking to enter the lane of oncoming
traffic to get to the median island.
Participants noted that St Anthony
Blvd feels too narrow to bike
comfortably alongside traffic. At
Stinson Blvd NE, the roadway
transitions to the Grand Rounds
bikeway system, with wide sidewalks
serving as a shared biking and
walking facility.
37th Ave NE is the border between
Ramsey and Hennepin Counties. The
roadway has recently undergone a 4-
to-3-lane conversion, leaving wide
shoulders for biking. Students are
regularly seen crossing mid-block
along 37th Ave NE to reach the
school.
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Key Observations: Bike Audit
There are already initiatives within Saint Anthony Village to make it
a more bicycle-friendly community, such as the community-
organized bike bus to Wilshire Park Elementary School. There are
opportunities to build on residents' excitement and connect to the
multiple bicycle facilities that end at the Saint Anthony Village
border.
Ten people attended the bike audit, including seven members of
the community and/or Local Planning Team and three members of
the MnDOT/consultant team. In general, participants noted feeling
more comfortable biking on roadways with wider shoulders or
lower traffic volumes and appreciated wide curb ramps where they
had to transition between biking in the road and on the sidewalk.
Participants felt the least comfortable where traffic volumes were
higher and/or there was not enough room for vehicles to
comfortably pass, as well as intersections with long crossing
distances or misaligned curb ramps.
BIKE AUDIT
Silver Lake Rd NE
This north-south corridor is a walking route to
school, with many students using the sidewalk.
There is a perception that recent speed limit
changes may have helped reduce speeding.
Community members noted that the curb
extensions and parking result in inconsistent
space and uncomfortable conditions biking
along Silver Lake Rd NE.
Silver Lake Rd NE & 29th Ave NE
Silver Point Park to the east on 29th Ave NE is a
popular destination for community members.
The four-way stop makes this intersection a
preferred location to cross Silver Lake Rd NE.
The four-way stop has eight lanes entering the
intersection and is congested during peak travel
times. The long crossing distances and number
of lanes create uncomfortable crossing
conditions for people biking across.
KEY FINDINGS
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Key Observations: Bike Audit
Silver Lake Rd NE / Kenzie Ter & Saint
Anthony Blvd
Participants noted this intersection is a barrier
for walking and biking and accessing the shops,
restaurants, and clinic to the south and the
Diagonal Trail.
Crossing in a crosswalk here requires crossing in
multiple stages. Three legs of the intersection
have free right turns. At some locations, curb
ramps are missing or not aligned.
Stinson Blvd NE
Stinson Blvd NE has wider shoulders than
similarly busy roadways in the area, with
relatively few driveways, which provided some
measure of comfort for some participants. The
roadway narrows north of 37th Ave NE, forcing
people on bikes to share the road with people
driving. The pavement quality is deteriorating
along Stinson Blvd NE and requires people
biking to look out for potholes/uncomfortable
gaps in the pavement.
Saint Anthony Blvd
Participants noted that Saint Anthony Blvd feels
too narrow to bike comfortably alongside
vehicle traffic, forcing some to bike in the gutter
very close to the curb. On the western border of
Saint Anthony Village (at Stinson Blvd) the
roadway transitions to the Grand Round
bikeway system, with wide sidewalks serving as
a shared biking and walking facility.
Roosevelt St NE
Roosevelt St NE is a typical neighborhood street
in Saint Anthony Village. There was limited
vehicle traffic and very few vehicles parked on
the street. Participants named this the most
comfortable segment of the bike audit route.
BIKE AUDIT KEY FINDINGS, CONTINUED
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Key Observations: Bike Audit
39th Ave NE
This roadway connects the commercial
and residential developments on the
north side of Saint Anthony Village and
was recently reconstructed (summer
2025). There is pull-in angled parking
along two blocks, creating a concern that
people backing out of the parking cannot
see people biking towards them.
37th Ave NE
Participants noted better facilities for
biking west of Saint Anthony Village on
37th Ave NE into Minneapolis/Columbia
Heights. There are no marked crossings
between Silver Lake Rd NE and the signal
at Highcrest Rd NE near Wilshire Park
Elementary School. Participants noted a
history of crossing requests and students
crossing midblock along this segment,
with the school on the south side of 37th
Ave NE and multifamily housing on the
north side.
BIKE AUDIT KEY FINDINGS, CONTINUED
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Online Survey Summary
Saint Anthony Village Active
Transportation Survey
Open: 7/31/2025 –
10/10/2025
17 Questions
146 Participants
Over 60% of respondents said they walk for exercise or leisure
daily or almost every day.
63% of respondents said they would like to walk, bike, or roll to
parks in Saint Anthony Village but are currently unable to.
Half of respondents said they felt unsafe biking or riding a bike-like
mode (including scooters, skateboards, etc) in Saint Anthony
Village.
The top motivation for walking and biking was "It's good for my
physical health." The top barrier to walking and biking was "I'm
worried about being hit by a car while riding or walking."
The top road in the city that respondents would choose to improve
for walking, biking, or rolling was Silver Lake Rd NE.
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How often do you walk or use a mobility device for
the following purposes?| Online Survey Results
0%
25%
50%
75%
100%
For exercise or leisure To work or taking your
child to school
To visit family or
friends
At least once a week At least once a month Less than once a month
95%
of respondents said they walk or use a
mobility device for exercise or leisure at
least once a week.
Almost 50% of respondents said they walk or use
a mobility device to get to work take a child to
school at least once a week.
Similarly, 44% of respondents said they walk or
use a mobility device to visit friends or family at
least once a week.
139 RESPONSES
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How often do you bike (or ride a bike-like mode) for
the following purposes?| Online Survey Results
0%
25%
50%
75%
100%
For exercise or leisure To work or taking your
child to school
To visit family or
friends
At least once a week At least once a month Less than once a month
43%
of respondents said they ride a bike or
bike -like mode for exercise or leisure at
least once a week.
Over 30% said they ride to work or to take their
child to school at least once a week.
Just under 20% said they ride to visit family or
friends at least once a week.
137 RESPONSES
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How safe do you feel walking or using a mobility device in
Saint Anthony Village? | Online Survey Results
Very unsafe Unsafe Neutral Safe Very Safe
144 RESPONSES
20.3% Unsafe
25.5% Neutral
30.1% Safe
12.4% Very safe
11.8% Very unsafe
Over 42% of respondents said they feel safe or
very safe walking or using a mobility device in
Saint Anthony village. Over 32% of respondents
said they felt unsafe or very unsafe.
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How safe do you feel biking (or riding a bike-like mode) in
Saint Anthony Village? | Online Survey Results
Very unsafe Unsafe Neutral Safe Very Safe
31.7% Unsafe
29.2% Neutral
17.5% Safe
9.2% Very safe
144 RESPONSES
12.5% Very unsafe
Only 27% of respondents said they feel safe or
very safe biking in Saint Anthony village. Over
44% of respondents said they felt unsafe or
very unsafe.
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What motivates you to walk or bike in Saint Anthony
Village
Top concerns and barriers affecting experience of walking
or biking in Saint Anthony Village
1
2
3
4
5
Riding or walking limits my ability to transport other
people or cargo
There is not a safe route to reach the places I want to go
by bike (or bike-like device)
I’m worried about being hit by a car while riding or
walking
Riding or walking takes too much time compared to
driving
The weather or climate discourages me from walking or
riding
Motivations / Barriers| Online Survey Results
1
2
3
4
5
It’s good for the environment
It’s fun!
It’s good for my physical health
It’s good for my mental health
I like being in nature/outside
140 RESPONSES 135 RESPONSES
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Online Interactive Map Summary
“Crossing Silver Lake at 36th Ave is
important to get to school and feels
very dangerous—cars drive too fast,
uncomfortable having my kids cross
on their own.”
“I wish there was a bike path (similar
to the one happening on Lowry) for all
of Silver Lake, from the SAV mall to
Silverwood Park. This would connect
the majority of schools, parks, and
businesses in one fell swoop...”
3
5
Open: 7/31/2025 – 10/9/2025 | 128 Comments
“Extremely important that there is a
safe bike trail along Silver Lake Road
to connect neighbors north of 37th to
the schools"
“There is no safe way to access these
businesses by bike or walk. The whole
area is centered around making it
easy to drive/park. This could be a
really cute center with people
shopping and hanging out”
“Biking 33rd Ave feels unsafe, but is
an important connector to churches,
daycares, schools and parks from the
west side”
1
2
4
2
“Despite the crosswalks, crossing 88
or 29th here is dangerous due to a
few factors…the way this intersection
is set up leads to frequent near misses
and sometimes collisions. Many
drivers also do not anticipate
pedestrians or cyclists here."
6
6
4
“Would love the completion of the
bike lane on St. Anthony Blvd, would
ensure pedestrians, cars, and cyclists
would all be able to share and enjoy
this space!”
7
“Awkward intersection for bikers /
mobility devices who choose to use
the pedestrian crossing. The ramps
are not straight across from each
other and make you weave into traffic
to get in/out of them.”
8
8
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Community Conversations Summary
Topics:Active transportation facilities, Crossings, Driver speed, Community connections
Need for more sidewalks
Sidewalk gaps and uneven sidewalk cross slopes posed a
barrier for pedestrians, especially for those who use
mobility devices and wheelchairs. Bicycle and scooter-
users would sometimes ride on the sidewalk, increasing
the risk of conflicts.
Limited bike infrastructure
Multiple people mentioned the lack of bike lanes/paths as
a concern. During heavy traffic, residents did not feel safe
biking on the street and would sometimes bike on the
sidewalk instead. Many people suggested adding dedicated
bike infrastructure, especially to major roads such as Silver
Lake Rd NE.
Challenging crossings
Pedestrians and bicyclists found major intersections and
other crossings to be a challenge, concerned about a lack
of marked crossings or cars not looking out for pedestrians
before driving through intersections. Residents voiced a
desire for more crosswalk infrastructure.
Traffic and speeding concerns
The volume and high speed of cars was noted as a
challenge, especially during peak congestion times and on
main streets.
Desire for community connections
Better connections between parks, schools, and
businesses was a request, with residents noting that they
walk on the street in certain commercial areas due to a
lack of active transportation facilities.
Desire for public transit
A few residents suggested more bus routes/lines to connect
the community's commercial areas.
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Active Transportation Today
Gaps, Strengths and Opportunities for Action
Community Input Insights
•Concerns about lack of active transportation
facilities and safe crossings on major roads
•Concerns about driver speed
Opportunities for Action
•More safe crossings and dedicated bicycling facilities
•Intersection and crossing infrastructure that
prioritizes walking and biking
CRASHES SPEED EQUITY AND CONNECTIVITY
Silver Lake Rd NE, 37th Ave NE,
29th Ave NE, and New Brighton
Blvd saw the most motorized
vehicle crashes. Multiple
pedestrian and bicycle crashes
were concentrated along
intersections of Silver Lake Rd
NE, as well as 37th Ave NE and
29th Ave NE.
The intersection of Silver Lake
Rd NE and 29th Ave NE saw a
high concentration of risky
speed behavior, as well as
intersections along New Brighton
Blvd at Saint Anthony Blvd and
29th Ave NE.
The highest proportion of people
likely to depend on active
transportation is concentrated
towards the northeast part of the
city. Key destinations are spread
out along Silver Lake Rd NE,
showing its importance as a key
north-south connector for the city.
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SECTION 4
Where
We’re
Going -
Our
Streets
Tomorrow
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Introduction | Recommended Network and
Priority Projects
Public input and technical analysis informed the development of a recommended
active transportation network and priority projects to build out the network over
time. Network recommendations were developed to connect to bike and
pedestrian facilities in surrounding communities and to key destinations for
community members.
Most recommendations will require close coordination with partners at Hennepin
and Ramsey Counties. In some instances, short-term actions are identified to start
making progress while longer-term, more resource-intensive improvements are
developed.
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Active Transportation
Network | Recommended
Citywide Connections
Shared-use paths are two-way facilities that are
physically separated from motor vehicle traffic.
They may be within parkland, natural areas or
adjacent to roadways. They are used by people
walking and bicycling.
Off Road Shared-Use Path
Separated bicycle lanes are bike lanes with
some form of both horizontal and vertical
separation from motor vehicle traffic. They are
separated from pedestrian spaces and can be
for one-way or two-way travel.
On Road Separated Bicycle Lane
Bicycle boulevards are streets that give priority
to people walking and biking, while sharing
space with vehicles. Treatments can include
speed management and crossing treatments
such as diverters, speed bumps, curb
extensions, median refuge islands, and traffic
circles.
On Road Bicycle Boulevard
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Active Transportation
Network | Recommended
Facility Types
Shared-use paths are two-way facilities that are
physically separated from motor vehicle traffic.
They may be within parkland, natural areas or
adjacent to roadways. They are used by people
walking and bicycling.
Off Road Shared-Use Path
•Minneapolis – East and West River Pkwy, 18th
Ave NE
•Roseville – County Rd C
•Richfield – 75th / 76th St
•Saint Paul – Johnson Pkwy, Wheelock Pkwy
Local Examples
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4
Active Transportation
Network | Recommended
Facility Types
Separated bicycle lanes are bike lanes with
some form of both horizontal and vertical
separation from motor vehicle traffic. They are
separated from pedestrian spaces and can be
for one-way or two-way travel.
On Road Separated Bicycle Lane
•Minneapolis – Plymouth Ave, 2nd St S,
Blaisdell Ave
•Saint Paul – Pelham Blvd
•Northfield – Maple St
Local Examples
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Active Transportation
Network | Recommended
Facility Types
Bicycle boulevards are streets that give priority
to people walking and biking, while sharing
space with vehicles. Treatments can include
speed management and crossing treatments
such as diverters, speed bumps, curb
extensions, median refuge islands, and traffic
circles.
On Road Bicycle Boulevard
•Minneapolis – 17th Ave S, 22nd Ave NE, 40th
St
•Saint Paul – Griggs St, Jefferson Ave,
Margaret St
Local Examples
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Active Transportation
Network | Priority Projects
Silver Lake Rd – Short-term, explore a corridor
approach to speed management and school
crossings. Medium-term, support a separated
bike lane retrofit or (long-term) off road shared-
use path along Silver Lake Rd.
Stinson Blvd – Short-term, support striping bike
lanes and installing low-cost physical separation.
Long-term, support addition of a sidewalk on the
east side of Stinson Blvd and permanent
separation for bike lanes.
Saint Anthony Blvd at Kenzie Ter/Silver Lake Rd
and at New Brighton Blvd/County Rd 88 –
Support exploration of double roundabout
redesign for two existing intersections along
Saint Anthony Blvd.
36th Ave and 37th Ave at Silver Lake Rd –
Advocate for traffic configuration adjustments at
37th Ave to allow for improved crossing
infrastructure at 36th Ave.
1
2
3
4
5
33rd Ave and Rankin Rd – Study and implement
walking and biking safety improvements at the
intersection.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Stinson Blvd
NE: Saint
Anthony Blvd
to 37th Ave NE
Short-term, support striping bike lanes
in the existing County right-of-way and
explore a low-cost protective buffer
(such as paint and bollards);
Long-term, support addition of a
sidewalk on the east side of Stinson
Blvd and permanent separation (such
as concrete medians or plantings) for
bike lanes.
Opportunity to reallocate
existing underutilized right-of-
way to better support people
biking, reduce speeds, and
improve safety for all roadway
users. This recommendation is
consistent with Minneapolis’ All
Ages and Abilities Network and
Hennepin County’s Planned
Bikeway Network for Stinson
Blvd NE. Long-term opportunity
to improve all ages and abilities
pedestrian access.
Coordinate with
Hennepin County
and the City of
Minneapolis on
striping timelines
and maintenance
roles.
Consider
demonstration
project to add bike
lane and buffer.
Identify longer-term
funding opportunity
to support sidewalk
development.
2026-2028 (YEARS 0-2)
2031-FUTURE (YEARS
5+)
Project Actions – High Priority
The following are priority project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Silver Lake Rd:
Saint Anthony
Blvd to 37th
Ave NE
Short-term, support exploration of a
corridor approach to speed
management and school crossings,
potentially including more speed
feedback, traffic calming, and quick-
build crossing opportunities;
Medium-term, support a separated
bike lane retrofit or (long-term) off
road shared-use path along Silver Lake
Rd.
Opportunity for improving
safety and comfort for people
walking and biking along and
across Silver Lake Rd. Short and
long-term improvements would
be in line with the Safe System
Approach advocated by
Hennepin County and Towards
Zero Death partners.
Convene both
counties to discuss a
corridor study for the
full Silver Lake Rd
corridor, including
parking utilization.
Support
development of a
concept design for
bike facility in
existing right-of-way,
in partnership with
Hennepin County.
2026-2028 (YEARS 0-2)
2031-FUTURE (YEARS
5+)
Project Actions – High Priority
The following are priority project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Silver Lake Rd:
37th Ave NE to
northern city
limit
Support opportunities for traffic
calming and separation for people
walking/biking from traffic.
Opportunity for improving
walking and biking conditions,
as well as safety for people
driving. Improvements would
be consistent with Active Living
Ramsey County’s Planned
Bicycle and Pedestrian
Networks, as well as the Safe
System Approach advocated by
Hennepin County and Towards
Zero Death partners.
Identify any
upcoming planned
capital improvement
timing.
Support a vehicle
traffic count and
engineering study to
understand potential
traffic calming
opportunities.
2029-2030 (YEARS 3-4)
Project Actions – High Priority
The following are priority project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
33rd Ave at
Rankin Rd
Short-term, study this intersection to
better understand conflicts between
people driving and people walking or
biking. In coordination with the school,
explore a demonstration project to
test out visibility improvements;
Medium-term, improve crossing
infrastructure, potentially through
pavement markings, advanced
warning signage, bump-outs, or
medians.
Opportunity to improve
crossing conditions adjacent to
the middle and high school, at a
skewed intersection with no
existing crosswalk and relatively
high crossing volumes before
and after school.
Short-term, study
intersection and/or
test designs through
a demonstration
project.
Medium-term,
identify funding for
intersection
improvements.
2026-2028 (YEARS 0-2)
2029-2030 (YEARS 3-4)
Project Actions – High Priority
The following are priority project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Silver Lake Rd
NE at 36th Ave
NE
Advocate for improved crossing
infrastructure at this location as part
of a corridor approach to Silver Lake
Rd (school crossing corridor),
potentially including a raised crossing,
median island, advanced warning
signage, or other treatments
consistent with the existing crossing at
34th Ave NE.
To support crossing, conduct an
engineering study of upstream traffic
behavior (southbound) and lane
configuration. Specifically, explore
potential to make a southbound lane
of Silver Lake Rd NE Right-Turn Only at
37th Ave NE, and have one lane carry
through the intersection southbound.
Opportunity to improve
walking/biking access between
neighborhoods and schools on
alternate sides of Silver Lake Rd.
Opportunity to address safety
concerns for all road users from
merging lanes between 37th Ave
NE and 36th Ave NE.
Invite Hennepin
County
Commissioner to
join a walk audit at
this site, align with
bike bus crossing or
school activity.
Coordinate with
Hennepin County
staff around this
location as a vital
SRTS connection and
better understand
crosswalk guidance
considerations.
Coordinate with
Ramsey County on
upstream traffic
configuration study.
2026-2028 (YEARS 0-2)
2029-2030 (YEARS 3-4)
Project Actions – High Priority
The following are priority project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Saint Anthony
Blvd at Kenzie
Ter and New
Brighton Blvd
Support County exploration of double
roundabout redesign for two existing
intersections along Saint Anthony Blvd.
Opportunity for traffic calming
and improved walking/biking
access in an area with dense
destinations, and a potential
link in the Grand Rounds
bikeway system.
Continue
coordination with
Hennepin County
around previously
developed project
scope.
Coordinate with
Minneapolis Park
and Recreation Board
(MPRB) on Grand
Rounds consistency
through the area.
2029-2030 (YEARS 3-4)
Project Actions – High Priority
The following are priority project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Saint Anthony
Blvd: Stinson
Blvd NE to
Silver Lake Rd
NE
Stripe road to add bikeable shoulder
and narrow lanes on both sides.
Explore using bollards as short-term
separation until long-term MPRB off
road shared-use path is implemented.
Opportunity to use existing
right-of-way for increased biking
access on a potential link in the
Grand Rounds bikeway system.
Review parking
reallocation impacts
along this segment.
Coordinate with City
striping and road
maintenance efforts
to program this
roadway for 2027.
Coordinate with
MPRB on Grand
Rounds consistency
through the area.
2026-2028 (YEARS 0-2)
Project Actions – Medium Priority
The following are project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Silver Lake Rd
at 29th Ave NE
Short-term, use a demonstration
project to test out traffic calming
and/or crossing treatments,
potentially including a mini
roundabout/traffic circle,curb
extensions, or a crossing island.
Medium-term, support
recommendations that arise from a
demonstration project.
Opportunity to improve
crossing visibility and calm
traffic.
In close coordination
with Hennepin
County, explore a
demonstration
project at this site to
test new
treatment(s).
2026-2028 (YEARS 0-2)
2029-2030 (YEARS 3-4)
Project Actions – Medium Priority
The following are project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Silver Lake Rd
at 37th Ave NE
Explore removing the free right turn
from westbound 37th Ave NE to
northbound Silver Lake Rd.
Opportunity to address a
challenging crossing condition
for people walking and biking
on a route that connects high
density housing, schools, and
commercial destinations. This
location is the intersection of
two roadways highlighted as
Identified Need in Active Living
Ramsey County’s Planned
Bicycle and Pedestrian
Networks.
Coordinate with
Hennepin and
Ramsey County to
conduct turning
movement counts.
Work with agency
partners to explore
an alternative that
prioritizes people
walking and biking
across 37th Ave NE.
2029-2030 (YEARS 3-4)
Project Actions – Medium Priority
The following are project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Neighborhood
Bike Route
System and
Improved
Crossings
Consider signage and incremental low-
cost/quick-build infrastructure
improvements to designate a
neighborhood bike route system.
Explore crossing improvements along
the proposed network at busier cross-
streets, such as 29th Ave NE and 33rd
Ave NE.
Opportunity to improve comfort
and visibility of biking on
neighborhood routes, while
improving crossings for people
walking and biking.
Identify set of
possible crossing
treatments based
on existing
infrastructure and
design guidance.
Incorporate new
crossing locations
into existing City
maintenance
processes for
roadway paint and
signage.
2026-2028 (YEARS 0-2)
Project Actions – Medium Priority
The following are project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
29th Ave NE /
County Rd C W
at New
Brighton Blvd /
County Rd 88
Coordinate with Ramsey County on an
engineering study to identify crossing
improvements for people walking and
biking through this intersection, to
address long crossing distances and
challenging signal timing.
Opportunity to better
understand the needs of all
modes using this intersection,
with the goal of improving
connections to the trail system
to the east in Roseville.
Coordinate with
Ramsey County to
secure dedicated
staff time for an
engineering study.
2029-2030 (YEARS 3-4)
Project Actions – Medium Priority
The following are project actions that will support the implementation of active transportation.
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Project Action: What is being suggested?Description: What is the
project opportunity?
Action Step: What is a
next step(s) to take?Time Period
Railroad
Crossing at
MacAlaster Dr
NE
Explore formalizing a grade-separated
railroad crossing along MacAlaster Dr
NE. If the long-term vision for a rail-
with-trail along this corridor is
realized, leverage that construction to
create a connection north and south at
MacAlaster Dr NE.
Opportunity to connect high
density housing, parks, schools
and retail on the north and
south sides of the railroad,
where an informal desire path
already exists.
Long-term, pursue
regional solicitation
or other active
transportation
funding to connect
this gap in the
network.
2031-FUTURE (YEARS
5+)
Project Actions – Low Priority
The following are project actions that will support the implementation of active transportation.
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Policy Action: What is
being suggested?Description: What is the policy?Action Step: What is a
next step(s) to take?Time Period
Complete
Streets
Policy
Adopt a Complete
Streets resolution
modeled on
elements of
Hennepin
County’s
Complete and
Green Streets
Policy that align
with City values
and priorities.
Complete Streets policies are an approach that integrates people
and place in the planning, design, construction, operation and
maintenance of streets. This helps to ensure streets put safety
over speed, balance the needs of different modes and support
local land uses, economies, cultures and natural environments.
Complete Streets are most often achieved by passing binding
ordinances, laws or resolutions, and then putting it into practice
by implementing plans like an Active Transportation Plan or
during annual re-striping projects.
Hennepin County has a Complete and Green Streets Policy, and
many nearby cities have adopted Complete Streets policies
(including Columbia Heights, Richfield, Roseville, St. Louis Park,
Saint Paul and Minneapolis). Adopting a supportive resolution to
highlight areas of overlap between City and County priorities is a
first step towards prioritizing people walking and biking in
roadway design.
Seek City Council
approval of the
Complete Streets
resolution attached to
this plan.
2026-2028
(YEARS 0-2)
Policy Actions The following are policy actions that will support the implementation of active transportation.
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Policy Action: What is
being suggested?Description: What is the policy?Action Step: What is a
next step(s) to take?Time Period
Toward
Zero
Deaths
Make an official
and public
commitment to a
Toward Zero
Deaths goal to
achieve zero
traffic fatalities or
severe injuries
among all road
users within a set
timeframe.
Toward Zero Deaths is a strategy to eliminate all traffic fatalities
and severe injuries. A local policy lays out goals, timeline,
stakeholders and a commitment to multi-disciplinary cooperation
and collaboration, community engagement, transparency and
equitable outcomes. Establishing a Toward Zero Deaths goal can
help justify other changes in how streets are designed,
maintained and operated which improves safety for all.
Minnesota Toward Zero Deaths (TZD) is a program and network to
support local and statewide traffic fatalities or severe injury
reduction goals. Hennepin and Ramsey County are part of the
Minnesota TZD network, with participation from Saint Anthony
Village police officers. Learn more and join the Minnesota TZD
network.
Establish a shared
understanding among
City staff about existing
Police Department
Toward Zero Deaths
efforts.
Educate around and
advance a Toward Zero
Deaths goal for all road
users within a set
timeframe with the
mayor, city council and
city manager.
2026-2028
(YEARS 0-2)
Policy Actions The following are policy actions that will support the implementation of active transportation.
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Program Action: What is
being suggested?Description: What is the program?Action Step: What is a
next step(s) to take?Time Period
Safe
Routes to
School
(SRTS)
Conduct a
citywide SRTS Plan
and continue to
support local SRTS
program efforts,
such as the
parent/caregiver
organized bike
bus.
Safe Routes to School programs improve safety, reduce traffic and
improve air quality near schools through a multidisciplinary
approach that is structured around the “6 Es.” These are
evaluation, education, encouragement, equity, engagement and
engineering. Cities can continue to support by leading engineering
efforts by prioritizing active transportation investments along key
routes to school.
Related to education, in 2023 state legislation was passed that
requires all public-school students receive instruction in safe
walking and bicycling skills at the beginning of the school year.
Resource: Walk and Bike Safety Education for K-8 Students,
MnDOT
Work with school
partners to apply for
MnDOT planning,
boost or infrastructure
grants to enact this
Action Plan and a SRTS
Plan. See MnDOT’s Safe
Routes to School Grant
Funding page for
opportunities.
2029-2030
(YEARS 3-4)
Program Actions The following are program actions that will support the implementation of active
transportation.
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Program Actions The following are program actions that will support the implementation of active
transportation.
Program Action: What is
being suggested?Description: What is the program?Action Step: What is a
next step(s) to take?Time Period
Neighbor-
hood
Traffic
Calming
Program
Create a traffic
calming program,
including an
implementation
budget for public
works.
Cities of all sizes are creating neighborhood traffic calming
programs to support neighborhood safety, citywide speed limit
reductions, Toward Zero Deaths traffic safety goals, Complete
Streets and/or active transportation plans. Creating a
neighborhood traffic calming program could provide a mechanism
to support the neighborhood bikeway network recommended in
this plan.
Assign staff to review
other communities’
traffic calming
programs and draft
program
recommendations.
2026-2028
(YEARS 0-2)
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Practice Action: What is
being suggested?Description: What is the practice?Action Step: What is a
next step(s) to take?Time Period
Design
Guidance
Continue to
review evolving
national or state
street design
guides and active
transportation
best practices.
Rewriting street design guides can be time intensive and cost
prohibitive for many communities. To support implementation of
Complete Streets and this Action Plan, continue to reference state
and national design guides to enable the use of best practices and
design flexibility. Such as:
•National Association of City Transportation Officials
(NACTO) Urban Street Design Guide
•NACTO Urban Bikeway Design Guide and Designing for
Small Things with Wheels (guidance on e-bikes)
•MnDOT Bicycle Facility Design Manual
•MnDOT Complete Streets Handbook
Continue to review
evolving design
guide(s) and active
transportation best
practices to be used by
city staff and
consultants on street
projects.
2026-2028
(YEARS 0-2)
Practice Actions The following are practice or agency procedure actions that will support the implementation of
active transportation.
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State and Federal Funding for Active Transportation
In addition to local Capital Improvement Program funds,
local jurisdictions may seek state and federal funding to
assist with development of the active transportation
network. Most programs involve applying through one
of these agencies:
•Federal Highway Administration (FHWA)
•Minnesota Department of Transportation (MnDOT)
•Minnesota Department of Natural Resources
(MNDNR)
•Legislative-Citizen Commission on Minnesota
Resources (LCCMR)
•Metropolitan Council
Grants are sometimes also available through
organizations that support economic development and
tourism, public health, and conservation and the natural
environment. Private donations are popular for projects
that support community recreation and well-being.
Source Funds Purpose
FHWA Safe Streets and Roads for All
(SS4A) Planning Assistance
Grant
Support development of a
comprehensive Safety Action
Plan or demonstration
projects; education;
monitoring and evaluation
MnDOT Active
Transportation Program
Infrastructure Grants, Planning
Assistance, Quick
Build/Demonstration Projects
Support active
transportation capacity
building and facilities
MnDOT Safe Routes to
School (SRTS)
Planning Assistance and Boost
grants
Support current SRTS plans
and programs
MnDOT Safe Routes to
School (SRTS)
Infrastructure Funds Construct sidewalks; improve
crossings on routes to
schools
MnDOT (Federal funding)Transportation Alternatives
(TAP)
New pedestrian and bike
facilities
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State and Federal Funding for Active Transportation
Source Funds Purpose
Metropolitan Council Regional Solicitation Multi-modal infrastructure projects that focus on outcomes like
moving people more effectively, managing congestion, safer streets
for people walking and biking and improving air quality
MN DNR Regional Trail Grant Regionally significant motorized, non-motorized and joint trail
usage
MN DNR Local Trail Connections Program Supports acquisition and development of trail linkages
MN DNR (Federal funding)Federal Recreational Trail Program New trails, trail maintenance and trailhead construction
Legislative-Citizen Commission on Minnesota
Resources (LCCMR)
Environment and Natural Resources Trust
Fund (ENRTF)
Activities that protect, conserve, preserve and enhances
Minnesota's air, water, land, fish, wildlife and other natural
resources
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SECTION 5
Implementation
Next Steps -
Putting Our
Wheels in
Motion
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What can we
achieve in
100 DAYS?
•Confirm location and goals for a demonstration project
(supported through the MnDOT Active Transportation
Planning Assistance Grant).
•Continue internal City coordination to understand financing
considerations for priority projects.
•Adopt resolution based on Hennepin County Complete and
Green Streets principles.
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What can we
achieve in
1 YEAR?
•Identify priority neighborhood crossing locations and next
steps for City roadway improvements.
•Gain a clear understanding of County versus City role in
potential improvement funding and maintenance, with both
Hennepin and Ramsey Counties.
•Work with Hennepin County to understand maintenance
responsibilities, opportunities for improvement, and key
next steps for action on Stinson Blvd.
•Conduct a walk audit at Silver Lake Rd and 36th Ave NE,
including key County representatives. Observe bike bus
crossing roadway.
•Work with Ramsey County on a pathway to engineering
studies at longer-term priority locations.
•Identify role of Saint Anthony Village in prior countywide
Toward Zero Deaths work and opportunities for the City to
expand their involvement.
•Identify funding source/staff plan for building out Safe
Routes to School efforts.
•Work with internal City partners to identify opportunities for
neighborhood traffic calming program funding and
management.
•Adopt design guidance to support safer walking and biking
facilities.
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3
What can we
achieve in
3 YEARS?
•Conduct corridor study for at least one high priority project
location.
•Partner with Hennepin County to identify funding and
implementation path for safety improvements along Saint
Anthony Blvd at Kenzie Ter and New Brighton Blvd.
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5
What can we
achieve in
5 YEARS?
•Apply for funding for sidewalk and off-street trail additions
to the active transportation network.
•Secure funding for at least one major intersection redesign
prioritizing walking and biking access.
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How Progress
Will Be
Measured?
Measuring Progress
The Active Transportation Action Plan provides clear, practical
measures to help understand whether targeted actions are
working, how conditions are changing over time, and what
information decision-makers need to take the next step.
Progress will be evaluated across three cross-cutting frames:
Infrastructure and Safety, Community Experience and Use,
and Capacity and Implementation Readiness. Together, these
frames help track progress toward long-term outcomes using a
blend of traditional active transportation measures, quality-of-
experience indicators, and implementation readiness metrics.
It is a tool to monitor progress in a way that is focused,
meaningful, and aligns with the Plan goals.
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Forward Movement: What We Measure & Why
3.Capacity & Implementation Readiness
Tracks the systems required to sustain active
transportation progress. Measures include
funding secured, partnerships strengthened,
staff capacity built, policies updated, and
stakeholder support.
These measures will help evaluate whether:
•Projects are being delivered
•The public feels safer
•Infrastructure is improving in safety and
quality
•Funding and partnerships are in place to
advance the work
•Long-term goals are being met
Measurement Frames
1.Infrastructure & Safety
Tracks physical improvements, safety outcomes,
and the quality of the walking and biking
environment. Measures include motorists’
speeds, crash trends, crossing upgraded,
sidewalk gaps closed, and level-of-quality
assessments.
2.Community Experience & Use
Tracks how people feel, perceive, and use the
streets.Measures include community surveys,
comfort levels, parent perceptions of kids
walking/biking, and observed or counted
walking/biking activity.
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How Data Will Be Used
2.Communicate Clearly With Elected Leaders,
Partners, and the Greater Community – The data
helps tell a compelling, transparent story:
•Here’s what we built
•Here’s what changed
•Here’s how residents feel
•Here’s where we need to focus next
3.Create a Culture of Incremental, Continuous
Improvement – Regular measurement helps staff
and partners:
•Adapt approaches
•Evaluate effectiveness
•Celebrate wins
•Correct course when needed
This framework is not just about collecting data. It’s
about using it to:
1.Inform What We Do Next – The data informs
how to:
•Identify which corridors or projects should
be prioritized
•Determine where safety interventions are
needed
•Shape grant applications with strong
supporting evidence
•Guide long-term capital planning
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What We Can Continue Measuring Over Time
Frame Focus Measures
Infrastructure Equity
& Safety
Are we building safer, higher-
quality places for everyone to
walk, bike, and roll?
•Number of high-risk intersections improved
•Miles of new bike/pedestrian infrastructure
•Sidewalk/trail/bike gap closures
•Crash and injury trends (or proxies like driver yield rates at crossings)
•Facility distribution: investments are equitably distributed across communities,
especially historically underserved or high-need areas
Community
Experience & Use
How do people feel about the
active transportation
network and are they using
it?
•Public perception of safety and comfort
•Parent perception of kids’ ability to walk or bike
•Walking and biking counts
•Awareness of active transportation programs, routes, and resources
•Frequency of active transportation for daily trips
Capacity &
Implementation
Readiness
Are we resourced, supported,
and structurally ready to
deliver the work?
•Funding secured (grants, capital improvement plans, state and federal dollars)
•Staff capacity to implement
•Updated policies
•Stakeholder and partner alignment
•Number of project advancing through the pipeline
•Implementation barriers removed
•Right-of-way availability for active transportation infrastructure
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Practice: How We Will Implement the Framework
To make measurement practical and sustainable:
1.Use existing data sources first (speed counts, crash reports, school walk/bike surveys/tallies)
2.Add low-cost tools gradually (speed studies, intercept surveys)
3.Develop an annual “AT Progress Report” summarizing key metrics and progress
4.Integrate the measures into grant applications and capital planning
5.Revisit the framework every 2-3 years to ensure relevance
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Sample Evaluation Framework
Measure Baseline Target (x-x years)Status Trend
Bike Counts [on X Street/Road]TBD +20%On track
% low-stress segments 35%60%Behind
Resident satisfaction 48%65%+On track
Grant applications submitted 0 2 per year On track
Use the following scoring approach to track and assess annually.
/
/Variation (e.g., by
location, due to season)Positive Negative No Significant
Change
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A Call to Action
As a compact community within two counties that
actively support biking and walking, Saint Anthony
Village has great potential to become a place where
people of all ages and abilities have more choices
about how to get around. Together, we can create a
safe, connected, sustainable, and equitable active
transportation network.
The roads with the highest traffic volumes and speeds in Saint
Anthony Village are under the jurisdiction of Hennepin and Ramsey
Counties. This plan positions Saint Anthony Village to actively
collaborate with the Counties to improve conditions for people
walking and biking along and across County roads. The roadway
improvements the plan recommends on County and City-owned
roads will help create a seamless experience for people walking and
biking across city and county lines.
COMMUNITY CHARGE
"We want to be
sure our loved ones
make it home
safely."
"The system should
be designed for
*all* road users."
"Let's improve
health and safety by
creating a bikeable
and walkable
community."
Closing thoughts from the Active Transportation Plan Committee
117
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Students in Leadership-Consent
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