Chapter Overview Purpose This chapter presents new bicycle policies in addition to goals, objectives, and benchmarks that represent the 6 E s. Definitions The Minneapolis Bicycle Master Plan creates goals, objectives, and benchmarks for the bicycle program that are defined below: Goals - Goals are the desired end result that are general in nature, the product of a specific objective or objectives. A goal is finished when the desired end result has been achieved. Goals are not considered successful unless the terms in all of the defined objectives have been satisfied or attempted in the timeframe prescribed. Objectives - How the desired end result is achieved. The path or strategy to reach the goal is defined as an objective. There are usually many ways to achieve a goal. Objectives involve specific projects and initiatives, whereas goals are the desired product of those specific projects/initiatives. - Checkpoints to measure progress in the process of achieving a desired end result. are significant events such as the end of a given project or initiative and often measure the success of objectives. It is recommended that benchmark goals be set in 5-year increments to coincide with the Bicycle Master Plan planning update process. Performance s Means of measuring success. Typical measuring tools could include bicycle counts, bike rack inventory, crash reports, surveys, number of maps/ brochures distributed, or miles of facilities completed. Identification of agency or group responsible for carrying out objectives, benchmarks, and performance measures. Page 4-1
Goals Goals Below are the goals that were presented to the public at the June 2008 open house. The Bicycle Advisory Committee has discussed and recommended these goals. Education Goals Goal #1 Establish and maintain bicycle education curriculum Encouragement Goals Goal #2 Increase the total number of trips by bicycle Goal #3 Improve bicycle mode share (trips to work) Goal #4 Reduce bicycle thefts Goal #5 Make it easier for residents and visitors to bike in the city Goal# 6 Promote the benefits of bicycling Enforcement Goals Goal #7 Reduce the number of bicycle crashes/injuries and eliminate bicycle fatalities Goal #8 Increase helmet use Goal #9 Create an environment where all bicyclists and motorists follow the rules of the road. Engineering Goals Goal #10 Increase the number of miles of bikeways within the city Goal #11 Increase the amount of bicycle parking available to the public. Goal #12 Create an environment where all streets are bicycle friendly. Goal #13 Ensure that all existing trails are safely marked, signed, appropriately lighted, and address personal safety. Goal #14 Complete and implement design standards for all bikeways. Goal #15 Increase capital and operating funding for bikeways. Equity Goals Goal #16 Modal Equity: Make transit a bicycle friendly transportation option. Goal #17 Modal Equity: Make park-and-rides with routes connecting to the city more convenient for bicycles. Goal #18 Geographical Equity: Connect bicycle facilities to all adjacent communities and neighborhoods within the city. Goal #19 Demographic Equity: To facilitate inter-agency and inter-community cooperation through networking and collaboration. Goal #20 Geographic Equity: Encourage developers to construct trails and install bike lanes as part of development projects. Evaluation Goals Goal #21 Bicycle Program Success. Page 4-2
Education Objectives Goal #1 - Establish and maintain bicycle education curriculum: Currently there are limited bicycle education opportunities within the city. Bicycle education needs to target three major groups; children, adult cyclists, and adult drivers. In each of the objectives below, the responsibilities are shared between various agencies, departments, and communities. Bicycle education is the key to creating a positive bicycling environment and is critical in achieving higher bicycling mode share and improved safety. Objective #1a Expand and maintain bicycle education curriculum: Objective #1b Support policies that encourage students to bike to school: Objective #1c Establish and maintain a community bicycle education course available at no cost to the public: Objective #1d and MPRB planners, engineers, and elected officials to take a bicycle course on planning and design for bicycle facilities: 1a Establish and maintain curriculum by 2015. 1b 10% of students biking to school by 2015 15% of students biking to school by 2020 20% of students biking to school by 2025 1c 1d 2% of all commuter cyclists receive training by a League Cycling Instructor by 2015, 3% by 2020, and 4% by 2025 10% of planning and engineering staff to receive training by 2015, 35% by 2020, and 50% by 2025. Page 4-3 students taught Counts and student surveys bicyclists instructed staff enrolled Several project partners Several project partners Non-profit groups, neighborhood groups Public Works, MPRB, MnDOT
Encouragement Objectives Goal #2 - Increase the total number of trips by bicycle: This goal is difficult to measure, but has significant environmental and health benefits. When a large number of people replace short automobile trips with bike trips, the demand for on-street parking is reduced and roadway life is prolonged. Citywide bike counts and surveys provide some benchmarking insight however the most reliable data is from surveys. According to the 2001 National Household Travel Survey (NHTS) only 1.3% of all trips in Minneapolis are made by bicycle. The national average is 0.94%. Objective #2a Promote and encourage bicycling to local (community) destinations: Objective #2b Promote and encourage bicycling to regional (public) destinations: Goal #3 - Improve bicycle mode share (trips to work): The has placed a significant amount of emphasis on this goal with investments in trails, bicycle lanes, and bicycle parking intended to serve commuter bicyclists. The majority of the funding for these projects have come from the federal government for the purpose of improving mobility, improving safety, and reducing congestion. US Census data shows journey to work statistics that are now estimated yearly. According to US Census statistics, Minneapolis had a 4.3% mode share in 2008, 2nd in the nation amongst cities with 200,000 or more people. Although the benchmarks show a linear trend in future mode share growth, at some point the growth rate will slow or plateau. Progressively more resources will be needed to sustain a linear trend. Objective #3 Promote and encourage bicycling to work: 2a 2b Increase the total number of trips by 10% each year. Increase the total number of trips by 10% each year. 3 Increase bicycle mode share (trips to work) to 6% by 2012, 7% by 2014, 8% by 2016, 9% by 2018, and 10% by 2020. By 2030, 15% of workers will bike to work. Page 4-4 Bicycle counts and surveys Bicycle counts and surveys Census Surveys
Encouragement Objectives Goal #4 - Reduce Bicycle Thefts: According to the FBI, 3.4% of all larceny cases in the US for 2008 involved the theft of a bicycle. The University of Minnesota tracks bicycle thefts and has observed a downward trend in the number of bicycle thefts since 2005. The Minneapolis Police Department also tracks crime statistics and works with the community and the media to help curb negative trends. According to the U of M Police Department 90% of all bike thefts on campus involve a bicycle that was not locked or had a cable lock attached. U-lock thefts only account for 10% of bike thefts. If a stolen bicycle has been recovered it is very difficult for an owner to get it back without knowing a serial number, having a sales receipt, or a photo of the bike with the owner. Most recovered bicycles are sold at regular auctions. Year Bicycle Thefts in US (FBI data) 2004 201,599 2005 184,722 2006 184,269 2007 179,945 2008 188,698 2009 NA Bicycle Thefts at the U of M 207 165 148 155 163 140 Objective #4a Establish a bicycle anti-theft campaign including a bike bait program, anti-theft brochures, and press releases to reduce the number of bicycle thefts. Objective #4b Work with schools and community groups to purchase secure bicycle locks and storage: 4a Reduce the number of bicycle thefts by 50% by 2015, 75% by 2020, and 85% by 2025 Police Department statistics, MPRB, U of M 4b Work with schools and community groups to purchase secure bicycle locks and storage. Police Department statistics Several project partners Page 4-5
Encouragement Objectives Goal #5 - Make it easier for residents and visitors to bike in the city: There are a number of ways to encourage bicycling for both residents and visitors including distributing bike maps, brochures, and packets of useful products. Information on bicycling can help residents and visitors select safe and efficient bike routes that rival driving or transit in terms of comfort and convenience. It is still unclear how much money bicycle tourism brings to the state and region. It is clear however, that bicycle tourism in the city could grow substantially. Although the bicycle share system has increased bicycle tourism opportunities, it is meant for short trips. It is still unclear whether bicycle rental expansion will positively or negatively impact existing businesses renting out bikes. Objective #5a Complete a citywide bicycle map for public distribution: Objective #5b Create a bicycling tourism packet to be distributed by the hospitality industry: Objective #5c Work with the bicycle industry to promote and expand bicycle rental locations within the city : 5a Complete bike map by end of 2012; revise every two years. (Currently there is no city map for distribution). maps distributed, MPRB, U of M 5b Complete packet by 2012; revise every two years. (Currently there is no tourism packet for distribution). brochures distributed Minneapolis TMO, Meet Minneapolis 5c Double the number of locations where bikes can be rented by 2015; triple the locations by 2020. places to rent a bike. Private business, City of Minneapolis Page 4-6
Encouragement Objectives Goal #6 - Promote the benefits of bicycling: Bicycling has congestion, air quality, health, quality of life, and financial benefits that can be easily be measured qualitatively, however there is limited quantitative data, especially in Minneapolis. The transportation benefits of bicycling are currently being evaluated as part of the Non-Motorized Transportation Pilot Program. Air quality is measured by the Minnesota Pollution Control Agency, but the benefits of bicycling in terms of reduced ozone, sulfur dioxide, carbon monoxide, and fine particulate matter can only be calculated knowing the exact number of bicyclists in a given area. At present, bicycle count data in the region is limited. Health statistics show compelling reasons to increase physical activity such as bicycling. According to the Mayo Clinic, at least 30 minutes of daily aerobic activity such as walking, bicycling or swimming can help you live longer and healthier. According to AAA (Your Driving Costs 2009) the cost of owning and operating a car is currently estimated at $9,055 per year, whereas the cost of owning and operating a bicycle costs around $120 per year according to the League of American Bicyclists. The objectives below help to promote the benefits of bicycling and can be measured and tracked. Objective #6a Continue the work of the bicycle ambassador pilot program: Objective #6b Work with the health and wellness industry to promote healthy lifestyles (including bicycling), by creating and maintaining a local bicycle fitness program: 6a Achieve work plan tasks for year #1 Achieve work plan tasks for year #2 Achieve work plan tasks for year #3 Achieve work plan tasks for year #4 6b 5,000 people enrolled by 2015 10,000 people enrolled by 2020 15,000 people enrolled by 2025 Page 4-7 people served and tasks completed people enrolled, TMO, several other agencies, health industry
Enforcement Objectives Goal #7 - Reduce the number of bicycle crashes and injuries and eliminate bicycle fatalities: Bicycle crashes and injuries are well documented in the and are the basis for measuring the objectives below. Minneapolis bicycle statistics from 1996-2009 show that the majority of bicycle fatalities involved a large vehicle. National crash statistics also show that higher speeds also contribute to higher injury and fatality rates. Since the speed limit on most roadways in Minneapolis is 30 mph, large vehicles are being targeted to reduce injuries and fatalities. Non-profit groups such as Operation Lifesaver and the Truck Safety Coalition distribute information on railroad and truck safety. Objective #7a Establish a bicycle crash safety campaign: Objective #7b Special emphasis is placed on safety between transit (buses and LRT) and bicyclists: Objective #7c Special emphasis is placed on safety between freight (trucks and trains) and bicyclists: 7a Reduce bicycle crashes and injuries by: 10% by 2015 15% by 2020 20% by 2025 crashes, MPRB, U of M. 7b Reduce transit/bike injuries and fatalities by 30% by 2015, 40% by 2020 and 50% by 2025. crashes, transit providers. 7c Reduce rail/bike injuries and fatalities by 30% by 2015, 40% by 2020 and 50% by 2025. crashes, all rail operators. Page 4-8
Enforcement Objectives Goal # 8 Increase helmet use: According to staff at the Hennepin County Medical Center (HCMC), more than 40% of bicycle-related deaths are due to head injuries. Although helmets reduce the risk of serious head injury by 85% and brain injury by 88%, nationally, less than 25% of bicyclists wear a helmet. Objective #8 Create a bicycle helmet safety campaign: Goal # 9 Create an environment where all bicyclists and motorists follow the rules of the road: The number of tickets issues to bicyclists and motorists is tracked by the Minneapolis Police Department in addition to the courts system. From January to October 2009 there were 272 citations for bicyclists failing to yield at an intersection. 22 motorists were cited during the same period for driving in the bike lane. In addition, there is some confusion about where you can ride your bike on sidewalks within the city outside of Downtown, Uptown, and Dinkytown. A detailed map/brochure would be helpful for education and enforcement purposes. Objective #9a Create and secure funding for a bicycle enforcement campaign: Objective #9b Create and secure funding for a bicycle and motorist education campaign to promote the rules of the road: Objective #9c Create a clear understanding of Minneapolis sidewalk riding rules: 8 Increase helmet use by 25% by 2015, 35% by 2020, by 50% 2025. 9a 9b 9c Traffic violations pertaining to bicycles reduced by 25% by 2015, 35% by 2020, and 50% by 2025. Traffic violations pertaining to bicycles reduced by 25% by 2015, 35% by 2020, and 50% by 2025. Create a map and brochure by 2015 for public distribution. Page 4-9 head injuries observed tickets issued tickets issued publications distributed Local hospitals,, MPRB and U of M (partners), MPRB and U of M (partners), MPRB and U of M (partners)
Engineering Objectives Goal # 10 Increase the number of miles of bikeways within the city: The Minneapolis Green Print Report states goals for the addition of bikeways throughout the city. The goal is to add 50 miles of new on-street bikeways and trails by 2015. This is an aggressive goal considering that 32.2 miles of bikeways were installed between 2000-2009. Much of the new growth can be attributed to the Non- Motorized Transportation Pilot Program. Objective #10a Increase the number of miles of on-street bikeways within the city: Objective #10b Increase the number of miles of trails: Objective #10c Increase maintenance funding for bikeways to keep up with capital funding for bikeways and to maintain arterial facilities year-round: Objective #10d Complete all routes identified in the proposed bikeways master plan map: 10a 10b Increase bikeways (on-street facilities and off-street facilities) from 123 miles in 2008 to 178 miles by 2015. Add 45 miles of on-street facilities by 2015. Increase bikeways (on-street facilities and off-street facilities) from 128 miles in 2010 to 178 miles by 2015. Add 5 miles of off-street facilities by 2015. 10c Sufficient maintenance funding to correlate with the addition of 50 miles of bikeways between 2008 and 2015. 10d 25% of proposed improvements by 2020 50% of proposed improvements by 2030 100% of proposed improvements by 2040 Page 4-10 lane miles lane miles Revenue secured lane miles, MPRB, Hennepin County, MPRB, Hennepin County, MPRB, HC, MPRB, HC
Engineering Objectives Goal #11 - Increase the amount of bicycle parking available to the public: The City of Minneapolis has conducted a bicycle rack inventory of all bicycle racks within the city. Current budgets ($40,000 annually) allows approximately 300 bicycle rack spaces to be installed each year. Over the next five years, efforts will be made to ensure that every school, park, and post office within the city has ample bicycle parking. The City of Minneapolis will continue to work with nonprofit groups, neighborhood groups, and business associations to add bicycle racks through the 50/50 cost share program. The development of a bicycle parking guide will assist those interested in getting a bike rack. Objective #11a Double the amount of bicycle parking available to the public (including lockers and showers) through the citywide 50/50 cost share program and through special Objective #11b Ensure that schools, parks, post offices, businesses, and public buildings have bike racks: Objective #11c Distribute a citywide bicycle parking guide for public distribution to encourage businesses to install bike racks: 11a Increase bicycle parking by 300 spaces per year. bike racks, neighborhood and business groups (partners) 11b 100% of schools, parks, post offices, public buildings, and all major business nodes to have bike racks by 2015. bike racks, MPRB and Schools (partners) 11c Publication to be completed by the end of 2010. publications distributed Page 4-11
Engineering Objectives Goal #12 - Create an environment where all streets are bicycle friendly: All streets need to be designed in accordance with the Minneapolis Bicycle Design Guidelines. Designing safe streets and intersections is key to making the city bicycle friendly. Objective #12a Provide bicycle facilities such that all residents are within 1 mile of an offstreet trail, within 1/2 mile of an on-street bike lane, and within 1/4 mile of a signed route: Objective #12b Make all intersections accessible and safe for bicyclists: Goal #13 - Ensure that all existing bikeways are safely marked, signed, appropriately lighted, and address personal safety: Many bikeways within the city are not adequately signed or lighted. In several cases, bikeways could use better pavement markings, geometric improvements, and personal safety considerations. Currently the City of Minneapolis is evaluating at-grade trail crossings to ensure that they meet existing local and federal guidance. Objective #13 Evaluate the need for safety improvements for all existing bikeways: 12a 50% of residents within 1 mile of a trail, 1/2 mile of a bike lane, and 1/4 mile of a signed route by 2020. 100% of residents meeting the same spacing by 2040. residents, MPRB, Hennepin County 12b 25% of actuated signals detect bicycles by 2015, 50% by 2020, 75% by 2025, and 100% by 2030. signals 13 50% of existing bikeways evaluated and improved by 2015, 100% by 2020. Page 4-12 Miles of bikeways, MPRB
Engineering Objectives Goal #14 - Complete and implement design standards for all bikeways: The City of Minneapolis Department of Public Works has recently completed the Minneapolis Bicycle Design Guidelines, which are based on state and federal design manuals. The objectives below demonstrate the need for attention to detail when designing and implementing bicycle facilities within the city. Objective #14a Provide safe mid-block crossings: Objective #14b Provide bicycle detour routes: Objective #14c Provide wayfinding and informational signage: Objective #14d Provide bicycle lane widths, trail widths, signage and markings that meet or exceed Minnesota Bicycle Design Guidelines and AASHTO guidelines: Objective #14e Apply innovative treatments where appropriate: 14a All mid-block crosswalks evaluated by 2015. All suggested improvements implemented by 2020. crossings 14b Develop and implement a detour route standard/policy by 2012 that allows for all projects to provide a bicycle detour route. detours 14c 50% of existing bikeway miles to have wayfinding and informational signage by 2015, 100% by 2020. Miles of bikeways 14d 50% of existing bikeway miles to meet or exceed standards by 2015, 100% by 2020. Miles of bikeways 14e 5 experimental treatments tested by 2015, 10 tested by 2020. treatments Page 4-13
Engineering Objectives Goal #15 - Increase capital and operating funding for bikeways: The City of Minneapolis has relied heavily on federal and state grants for the construction of bikeways throughout the city over the past 15 years. Most state and federal grants require a local match and many grants do not fund design or construction engineering efforts. New funding sources need to be sought to allow for growth in the program without increasing the amount Minneapolis residents pay for projects. The objectives below reflect the need to secure additional outside funding, especially private funding, without increasing local revenue sources. The final objective relates to staff. According to the Alliance for Biking and Walking 2010 benchmarking report, Minneapolis has 19.3 people at the city working on bicycle projects, which is the highest per capita amount in the nation. Objective #15a Request additional grant funding for bicycle facilities: Objective #15b Maintain CIP funding in the budget: Objective #15c Maintain bicycle program staff: 15a 25% increase in grant funding by 2015, 50% increase in grant funding by 2020 Consistent levels beyond 2020 Dollars secured 15b Maintain consistent levels beyond 2015 Dollars secured 15c Maintain consistent levels beyond 2015 Dollars secured Page 4-14, MPRB, MPRB, MPRB
Equity Objectives Goal #16 - Modal Equity: Make transit a bicycle friendly transportation option: Metro Transit has installed bicycle racks on its entire fleet of buses. Other transit providers including SW Metro Transit and the Minnesota Valley Transit Authority have also retrofitted much of their fleet to accommodate bicycles. Unlike many other regions in the country, bicycles are allowed on LRT and commuter rail trains during peak periods. Although most transit vehicles in the region are now equipped to accommodate bicycles, there are still some buses that do not. Many of the bus stops within Minneapolis are also lacking bicycle parking, although all LRT stations have places to store a bike. Objective #16a Equip all buses (including suburban operators) with sufficient bicycle racks: Objective #16b Ensure that all transit stops have adequate bicycle parking: Goal #17 - Modal Equity: Make park-and-rides a more convenient transportation option: Many of the employees that work in Minneapolis, especially Downtown take express buses from a suburban location. It is important that all park-and-ride locations in the region have ample bicycle parking to allow for part of a trip to be made by bicycle. Objective #17 Equip park-and-ride facilities with bicycle parking and other amenities: 16a 75% of buses equipped by 2015, 85% of buses equipped by 2020 100% of buses equipped by 2025 16b 25% of bus stops equipped by 2015, 50% of bus stops equipped by 2020 100% of bus stops equipped by 2030 17 25% of park-and-rides equipped by 2015, 50% of park-and-rides equipped by 2020 100% of park-and-rides equipped by 2030 Page 4-15 buses bus stops park-and-rides Metro Transit Other providers Metro Transit Other providers
Equity Objectives Goal #18 - Geographical Equity: Connect bicycle facilities to all adjacent communities and neighborhoods within the city: An effective transportation system is seamless when crossing jurisdictional boundaries. Noninfrastructure cooperation is also important. Objective #18 Maintain relationships with all adjacent communities and neighborhoods within the city with regard to bikeways, education and promotion initiatives, and safety: Goal #19 - Demographic Equity: To facilitate inter-agency and inter-community cooperation through networking and collaboration: Minneapolis is made up of diverse communities with different needs. The Minneapolis Bicycle Advisory Committee is comprised of members from various agencies and departments in addition to neighborhood representatives, advocacy groups, and business groups. The BAC is charged with facilitating collaboration and cooperation between groups. Objective #19a The Bicycle Advisory Committee will be the clearing house for interagency cooperation and will continue to advise the city council on bicycling projects, initiatives, and policies to create a seamless environment for bicycling: Objective #19b An effort will be made to target diverse communities: 18 Bikeway connections to 50% of surrounding cities by 2015, 75% by 2020, and 100% by 2025. 19a 19b The Minneapolis Bicycle Advisory to be reorganized by the end of 2010 to better address equity issues. Target at least one diverse group per year starting in 2011. Page 4-16 Percentage of crosswalks evaluated City Council action taken groups reached
Equity Objectives Goal #20 - Geographical Equity: Encourage developers to construct trails and install bike lanes as part of development projects: Some new developments present an opportunity to add bicycle lanes or trails as part of the project at no expense to the city. Developers need to construct facilities to meet state and federal standards and should work with the city and affected neighborhood to design a context-sensitive facility that meets the needs of bicyclists. The instituted a new bicycle parking ordinance in January 2009 that requires new multi-family dwellings, schools, community centers, theatres, retails stores, offices, restaurants, recreational facilities, clinics, post offices, and industrial uses to add bicycle parking. Non-residential uses less than 1,000 square feet and residential structures are exempt from this ordinance. The objectives below reflect the need to have private developers add bicycle accommodations when new projects are constructed. The objectives also prepare the city to be ready for improvements when an opportunity arises. Objective #18 Construct bikeways as part of development Objective #19a Install bicycle racks as part of developments: 18 10% of new developments to construct bicycle facilities by 2015, 20% by 2020, and 30% by 2025. 19a 100% of non-exempt developments to install bicycle parking by 2010. developments bike racks Page 4-17
Evaluation Objectives Goal #21 - bicycle program success: The tracks a number of evaluation measures and regularly reports results. More crash data and count data is needed to better allocate resources and to better determine trends. Minneapolis is also national leader when it comes to research. Dozens of students across the country have used Minneapolis as a case study in papers that discuss bicycle safety, bicycle mode share, innovative bicycle treatments, and bicycle culture. Objective #21a Continue to evaluate safety as a top priority: Objective #21b Perform regular bike counts: Objective #21c Encourage the public to report concerns and offer suggestions: Objective #21b Conduct bicycle research: Objective #21c Publish benchmarking results: 21a Monitor bicycle crashes regularly. Publish an annual crash report. Annual report 21b Perform 12-hour bicycle counts at 40 locations by 2012. bicyclists 21c Continue to track the number of 311 calls pertaining to bicycling. Publish an annual report. calls received 21d Encourage colleges and universities to study bicycling in Minneapolis and publish the data. papers published Colleges and Universities 21e Publish bicycle data on an annual basis via Results Minneapolis and the Green Print Report. Reports published Page 4-18
According to the 2010 National Bicycling and Walking Study, bicycling in the US has increased from 1.7 billion trips annually to 4 billion trips annually from 1990 to 2010. Annual spending nationwide on bicycle/pedestrian facilities has also increased from $200 million in 1999 to $1.2 billion in 2010. In 2008 there were over 700 bicycle fatalities nationwide in addition to nearly 70,000 bicycle/pedestrian injuries nationwide. Achieving benchmarks will be dependent on available resources. National Benchmarking There are several national reports that discuss both qualitative and quantitative benchmarking including the National Bicycling and Walking Study and the Alliance for Biking and Walking Benchmarking Report. The United States Census Bureau also collects information through the American Community Survey. National reports show bicycling is on the rise in almost every major city in the United States including Minneapolis. Minneapolis Benchmarking Both the Results Minneapolis Initiative and the Minneapolis Green Print Report track bicycling progress. Miles of trails, miles of bicycle lanes, and bicycle crashes are monitored and tracked on a yearly basis. Minneapolis Public Works publishes an annual count report and has a citywide map showing daily bicycle volumes. Transit for Livable Communities also evaluates bicycle usage. Page 4-19
Performance s Performance s Performance measures are simply the means to measure a given benchmark (based on available resources). A performance measure can be crash statistics, bicycle counts, the number of people surveyed, or studies published. Page 4-20
A lead agency, neighborhood, or non-profit group has been identified for each goal, objective, and benchmark. In many cases, partner agencies will need to assist the lead agency by providing additional resources. Although, the goals and objectives identified in this plan are very ambitious, they are consistent with other benchmarking reports including the annual Green Print Report and the Results Minneapolis efforts. It is very important to note that achieving the mentioned goals, objectives, and benchmarking will be contingent on available resources. ment of the goals in this chapter are also contingent on available resources. Page 4-21