Bicycle Advisory Committee Resolution
To: Minneapolis City Council, Minneapolis Public Works
From: Minneapolis Bicycle Advisory Committee
Date: June 26, 2019
Subject: Moving Forward on the Transportation Action Plan
Moving Forward on the Transportation Action Plan
The Minneapolis Bicycle Advisory Committee is excited to see the City of Minneapolis moving forward on the Transportation Action Plan as a critical component in influencing how the 2040 Comprehensive Plan interacts with the needs of our built environment. As the City works to develop a draft Plan, the Minneapolis Bicycle Advisory Committee strongly recommends inclusion of the following elements in the Plan:
• ALLOCATION OF RIGHT OF WAY THAT MIRRORS THE COMPLETE STREETS POLICY AND CLIMATE ACTION PLAN: The public right of way should reflect the City’s commitments to people walking and rolling first, biking and transit second, and cars last. Maintaining or growing the current allocation of space for parking and driving, and continuing to subsidize parking and driving, will prevent the City from achieving its stated goals. The majority of our public space should be allocated to people walking, rolling, biking, and using transit. This is especially important in reaching the City’s climate change goals— significantly reducing vehicle miles traveled (VMT), doubling transit ridership, and reaching 15% bicycling mode-share by 2025—to meet the Climate Action goal of reducing greenhouse gases by 80% by 2050. The current implementation of freight, like other kinds of parking and driving, should be a tertiary priority after walking/rolling and bicycling/transit. Because capitalism is persistent, small and innovative freight solutions are a logical and inevitable byproduct of constraint and should be viewed as a positive byproduct.
• LOWER SPEED LIMITS: Use new statutory limits to lower the speed limit to 20 MPH as the standard across the City.
• GREENWAYS: Greenways should be prioritized. Every year that goes by without a functional network of Greenways is another year when driving is faster and more appealing than biking. The first Greenway priority should be the Northside Greenway, as it is an important equity measure and has gained considerable support thanks to the community engagement efforts of the City.
• ALL-AGES, ALL ABILITIES PROTECTED BIKEWAY NETWORK: As the City works to increase the percentage of people walking, rolling, and bicycling, and as the on-street bikeway network flexes to accommodate new types of low-powered vehicles, a continuous, uninterrupted protected bikeway network that serves people of all ages and abilities is increasingly necessary.
• ROBUST HIGH-FREQUENCY TRANSIT: Transit is a crucial connector for people who walk and bike. While we understand the operations of Metro Transit fall under the purview of the Metropolitan Council, City residents would benefit greatly from increased policy and funding commitments at the City level and coordination with Metropolitan Council and Metro Transit.
• OPERATIONS AND MAINTENANCE THAT FOLLOWS THE COMPLETE STREETS POLICY: Maintenance, especially winter maintenance, should follow the principles of the Complete Streets Policy, and place the transportation needs of people walking, rolling, bicycling, and using transit above that of people driving. Signal timing should reflect the Complete Streets Policy. Impacts of detours on people walking, biking and taking transit should be minimized.
• ACCESSIBILITY: A renewed and explicit commitment to accessibility is crucial in ensuring the Transportation Action Plan supports vibrant living for all people in the City.
• RACIAL EQUITY: The Transportation Action Plan’s outreach and engagement efforts in developing a draft Plan, as well as its efforts around implementation of policies, programs, and projects, should center the voices and needs of marginalized communities such as people of color, Indigenous communities, and Black communities.
• SOCIO ECONOMIC EQUITY: The Transportation Action Plan’s outreach and engagement efforts in developing a draft Plan, as well as its efforts around implementation of policies, programs, and projects, should include people living at or below 200% of the federal poverty guideline, immigrants, renters, older adults, and youth.
• EDUCATION: The Transportation Action Plan should explicitly include Universal Bicycle Education as expressed in the Minneapolis Public Schools Safe Routes to School Action Plan.
• FUNDING: The City should study congestion pricing or a similar system to generate revenue for transit, walking and biking, incentivize mode shift, and decrease congestion. The study should consider impacts to racial and economic equity.
To achieve the kind of vision the City has committed to in the 2040 Comprehensive Plan, we must move beyond incremental change to radically re-envision our transportation system. The Minneapolis BAC is excited that the Transportation Action Plan is supported by frameworks like the Complete Streets Policy, Climate Action Plan, and Vision Zero to help us achieve a more sustainable, equitable, and just future for our City.
Last updated Jul 3, 2019