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Canosia
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Northeastern
mN
Bikeways Plan
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The
Northeast Minnesota (NE-MN) Bikeways Plan was developed to guide local,
county, and state jurisdictions in planning and developing bike facilities
and programs affecting bicycling in the Minnesota Department of
Transportation (MnDOT) District 1. MnDOT District 1 includes Aitkin,
Carlton, Cook, Itasca, Koochiching, Lake, Pine, and St. Louis Counties.
The focus of this plan is on identification of roads that are currently
suitable for bike riding and on potential improvements within the current
system of bike-friendly infrastructure. A study advisory committee
consisting of citizens and representatives of jurisdictions within the
Arrowhead Region assisted in the development of the plan.
The ability of
communities to invest in projects that improve and enhance the safety and
practicality of bicycling has been greatly improved with the introduction
of the Inter-modal Surface Transportation Efficiency Act (ISTEA). The
Transportation Equity Act for the 21st Century (TEA-21) continues the
integration of bicycling into the transportation mainstream. The bike plan
identifies a number of funding sources at the Federal, State, and local
level. Incorporation of bicycle improvements in roadway projects and
cooperative efforts between government agencies can create new funding
opportunities and provide a cost-effective way to develop bike projects.
Methodology:
A
Bike Compatibility Index (BCI) is being used for the analyses of the
existing bike facilities in the Arrowhead Region. The BCI uses a number of
road characteristics, such as Average Daily Traffic (ADT) and road width,
to rate roads. Trail information from the DNR Border to Border Trail
Project was added to the database as well. Maps were developed rating the
bike suitability for Trunk Highways and County State Aid Highways (CSAH).
These maps were taken out to the Region to be reviewed by transportation
officials, trail managers, and interested bike enthusiasts. Bike routes
that can expect use were documented as well as comments regarding the
accuracy of the ratings and potential barriers in the current system of
suitable bike routes.
Study
findings:
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In the
study, three corridors of concentrated population and development are
distinguished: The North Shore, The Iron Range, and the 1-35 / Munger
Trail Corridor. These three corridors have already experienced a great
deal of interest in the development of a regional trail system and are
likely to see a continued demand for improved linkages to the
communities along this system. The Munger, Mesabi, and Gitchi Gami
trails once completed will provide an important basis for a network of
regional bike connections between communities. A number of connections
have been suggested in the plan that could link the trails and make up
an Arrowhead Regional Bike System. A large number of rural roads and
Trunk Highways are suitable for bicycle use for the experienced
bicyclist because of low ADT's and adequate maneuvering space. Trunk
Highways do not always offer a great recreational experience which may
limit its use in areas were attractive alternative routes are
available.
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Local bike
facilities and a clear uniform system indicating preferred bike routes
to guide people through communities are generally lacking. Fast and
direct connections using arterial roads (on which much of the
commercial development is situated) are generally poorly suited for
the average bicyclist. Higher traffic volumes and turning traffic in
commercial areas create unsafe situations in many instances thereby
limiting the use of bicycles in an environment where it performs best,
on short local trips. Conversely the opportunity for regional trail
users to come into town and use the services offered are limited. A
number of communities, such as Two Harbors and Moose Lake, are
addressing this issue and have developed a more proactive planning
approach to accommodate bicyclist in town.
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Demand for bike facilities in the rural areas is often low due to a
lack of trip generators and low population densities. Therefore,
investment in remote rural roadways may not serve a large number of
bicyclists or stimulate a significant increase in bike use.
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A number of
barriers exist throughout the region due to heavy traffic, limited
operating space, and unsafe road crossings. In addition, long
distances and lack of services between communities can provide a
barrier and limit the practicality of bicycle use from a regional
perspective.
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Bike accidents appear to be concentrated in or
near developed areas. A number of road segments has experienced
repeated bike accidents. The accident pattern gives an indication of
where bike riding is occurring and the need for safety improvements.
Questions contact Rudy Schoolderman, Regional
Planner, 218-529-7528.
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