marshall safe routes to school plan - swrdc · 2017-12-05 · 2 this multi-jurisdictional plan...

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This multi-jurisdictional plan includes the Independent School District No. 413 (Marshall), True Light Christian

School, and the City of Marshall. Additional input was gathered from MATEC, Samuel Lutheran School, and

Holy Redeemer School. This project was supported by a Safe Routes to School planning grant awarded by the

Minnesota Department of Transportation (MnDOT) and was prepared by the Southwest Regional Development

Commission.

For more information regarding the Marshall Safe Routes to School Plan, please contact:

Independent School District #413

401 S Saratoga Street

Marshall, MN 56258

www.marshall.k12.mn.us

Phone: 507-537-6924

Minnesota Department of Transportation

Safe Routes to School Coordinator

www.dot.mn.us/mnsaferoutes

Phone: 651-366-4180

Southwest Regional Development Commission

2401 Broadway Avenue

Slayton, MN 56172

www.swrdc.org

Phone: 507-836-8547

True Light Christian School

601 E College Drive

Marshall, MN 56258

www.truelightchristianschool.org

Phone: 507-532-2762

http://www.marshall.k12.mn.us/

http://www.dot.mn.us/mnsaferoutes

http://www.swrdc.org/

http://www.truelightchristianschool.org/

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Executive Summary ................................................................................................................................................ 5

Chapter I: Introduction ............................................................................................................................................ 6

Purpose ............................................................................................................................................................... 6

Benefits ............................................................................................................................................................... 6

Geographic Location.......................................................................................................................................... 7

School Profile ..................................................................................................................................................... 7

Chapter II: Planning Process ................................................................................................................................. 10

Vision Statement .............................................................................................................................................. 10

Background ...................................................................................................................................................... 10

Participants and Public Involvement .............................................................................................................. 11

Description of the Planning Process ............................................................................................................... 11

Chapter III: Existing Conditions ........................................................................................................................... 13

Health Issues .................................................................................................................................................... 13

Traffic Volumes................................................................................................................................................ 13

Crash Data........................................................................................................................................................ 14

Sidewalks and Bicycle Infrastructure ............................................................................................................. 20

Crossing Guards, Bus Stops, and Transportation .......................................................................................... 24

Arrival & Dismissal Procedures ...................................................................................................................... 25

Speed Limits, Signage, and Zones ................................................................................................................... 31

Student Locations ............................................................................................................................................. 32

Community Outreach and WikiMapping Input .............................................................................................. 36

Parent Survey Results ...................................................................................................................................... 37

Student Tally Results ....................................................................................................................................... 44

Chapter IV: Strategies ........................................................................................................................................... 47

Park Side Elementary ........................................................................................................................................ 48

West Side Elementary ....................................................................................................................................... 50

Marshall Middle School .................................................................................................................................... 53

True Light Christian School.............................................................................................................................. 55

Marshall High School ....................................................................................................................................... 57

MATEC, Samuel Lutheran, and Holy Redeemer ............................................................................................. 59

District-Wide Strategies .................................................................................................................................... 60

Chapter V: Plan Maintenance ............................................................................................................................... 62

Committee Formation ...................................................................................................................................... 62

Updating the Plan ............................................................................................................................................ 62

Work Plan ......................................................................................................................................................... 62

Chapter VI: Conclusion ........................................................................................................................................ 74

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Chapter VII: Appendices ...................................................................................................................................... 75

Appendix A: Walk Audit Notes and Map......................................................................................................... 76

Appendix B: WikiMapping Input ..................................................................................................................... 88

Appendix C: Parent Survey Results .................................................................................................................. 91

Appendix D: Student Tally Results .................................................................................................................. 13

Appendix E: State SRTS Funds Subdivision Regulations and Sample Resolution.......................................... 25

Appendix F: Funding Resources ....................................................................................................................... 29

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Executive Summary

Marshall Safe Routes to School Plan Executive Summary

The Marshall Safe Routes to School (SRTS) Committee has completed a planning process culminating

in the Marshall Safe Routes to School Plan. SRTS Plans are guides meant to identify strategies to increase

walking and biking to school as well as the safety of students who choose to do so. The plans also function as a

way to increase the physical activity levels and health of students. SRTS plans are essential first step to

understanding the barriers that currently exist to safe walking and biking before effective changes can be

implemented.

The SRTS Team was represented by the Marshall Public school district, True Light Christian School,

Samuel Lutheran School, Holy Redeemer School, school administration, the City of Marshall, law enforcement,

city engineers, teachers, school nurse, the chamber of commerce, and public health representatives, among

others. The Southwest Regional Development Commission (SRDC) provided planning assistance to the

planning team in the development of the SRTS Plan, including team coordination and meeting facilitation. The

Marshall SRTS Plan established fourteen main strategies to increase walking and biking to school as well as

safety in Marshall with associated recommended action items under each strategy. These action steps are meant

to be tangible action steps to improve the safety of students walking and biking to the eight schools and

throughout Marshall.

Marshall Public School District and True Light Christian School headed up the planning process along

with the Holy Redeemer School, Samuel Lutheran School, and the City of Marshall. They all took part in the

SRTS planning process during the 2016-2017 academic year, starting in September 2016 and ending in May

2017. The process was divided into seven main tasks:

1. Team Meeting #1 (Kickoff)

2. Student Tallies and Parent Surveys

3. Issue Assessment

4. Walking Audit and Neighborhood Outreach

5. Draft Strategies

6. Team Meeting #2 (Action Plan)

7. Team Meeting #3 (Draft Plan Review)

Using the data gathering and assessment activities, recommended action items were developed for each

goal through the “6E” approach for the district. Every action step falls under at least one of the “6 Es” and all 6

Es are covered by at least one strategy. The 6 Es are: Education, Encouragement, Enforcement, Engineering,

Evaluation, and Equity. See Chapter IV of the plan for detailed descriptions of each of the fourteen strategies

and their thirty-eight associated action steps.

The action steps ranged from short- to long-term and some were intended to be ongoing initiatives. As

such, SRTS plans should be viewed as living documents that reflect the needs of the community throughout

time. The planning team also ranked the action steps in order of priority for implementation purposes. The

action items were incorporated into the implementation matrix included in Chapter V of the plan.

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Chapter I: Introduction

Purpose

Safe Routes to School (SRTS) planning grants are awarded by the Minnesota Department of

Transportation (MnDOT) with the intent to identify barriers and opportunities for youth to walk and bicycle to

school. The planning process engages community stakeholders and lays out strategies for them to leverage

significant investments in infrastructure and non-infrastructure solutions to increase the number of students who

walk and bike to school.

The time period for the completion of this planning grant was July 2016 through June 2017. While five

schools were the initial focus of the plan, three additional schools in Marshall participated in the planning

process and information about them are included in this plan. These eight schools are:

Park Side Elementary

West Side Elementary

Marshall Middle School

True Light Christian School

Marshall High School

Marshall Area Technical and Education Center (MATEC)

Samuel Lutheran School

Holy Redeemer School

The Marshall SRTS project was limited by the MnDOT contract to five of the eight schools. The applicant

chose Park Side, West Side, Marshall Middle, True Light, and Marshall High. Efforts were made to include

MATEC, Samuel Lutheran, and Holy Redeemer where feasible. Moving forward, all eight schools can and

should work together to collaborate their efforts in implementing safe routes to school in Marshall.

The planning process was conducted by the Southwest Regional Development Commission and

appropriate stakeholders in accordance with current guidelines provided by MnDOT.

Benefits

Through promoting a safer and healthier environment in which students can walk and bike, there are a

number of benefits. These include, but are not limited to:

Reduced traffic congestion near schools,

Enhanced air quality around schools,

A safer community for all residents,

Community building and connectedness,

Cost savings for the school district

Incorporating daily physical activity into the routines of students of all ages has additional benefits,

including:

Healthier students and community,

Focused students who are prepared to learn,

An increased sense of independence among students,

Establishing lifelong habits

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Geographic Location

Marshall is the county seat of Lyon County – a county located in Southwest Minnesota. The City of

Marshall is located in the middle of the county and is largely flat land. Marshall lies just east of Buffalo Ridge

and the Redwood River runs through the city. Marshall’s eight schools are dispersed throughout the city, both in

the midst of residential neighborhoods and on the outskirts of the city. Marshall Public School District lies

entirely within Lyon County and encompasses the Cities of Marshall and Ghent as well as the unincorporated

community of Green Valley (see Figure 1 for a map of the Marshall Public School District).

The population of Marshall was 13,680 as of the 2010 Census; 23.5% of all children under 18 were

below the poverty level.

School Profile

As of the 2016-2017 academic year, the enrollment and demographic statistics for the schools of Marshall were:

True Light / Marshall Area Christian (PK-8)

o Enrollment: 113

o Demographics: N/A

Park Side Elementary (PK-2)

o Enrollment: 615

o Demographics: 56.4% White, 17.4% Hispanic, 11.7% Black, 9.8% Asian, 4.4% Two or More

Races, <1% American Indian/Alaska Native

o English Learner: 23.7%

o Special Education: 24.1%

o Free/Reduced Price Lunch: 53.8%

o Homeless: 0.3%

West Side Elementary (3-4)

o Enrollment: 350

o Demographics: 59.1% White, 14.9% Hispanic, 12.3% Black, 8% Asian, 5.1% Two or More

Races, <1% American Indian/Alaska Native


o Special Education: 16%

o Free/Reduced Price Lunch: 50%

o Homeless: 0.9%

Marshall Middle (5-8)

o Enrollment: 679


Races




o Homeless: 1.2%

Marshall High (9-12)

o Enrollment: 814


Races, <1% Native Hawaiian/Pacific Islander




o Homeless: 0.2%

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Holy Redeemer (K-8)

o Enrollment: 246

o Demographics: 91% White, 5% Black, 3% Asian, 1% Hispanic

o English Learners: 0%



o Homeless: 0%

Samuel Lutheran (PK-8)

o Enrollment: 72

o Demographics: 95% White, 5% All Other Ethnicities

o English Learners: 0%



o Homeless: 0%

MATEC (9-12)

o Enrollment: 73

o Demographics: 50.7% White, 37% Hispanic, 8.2% Black, 4.1% Asian

o English Learner: 0%



o Homeless: 4.1%

Marshall High School maintains multiple active amenities for students to participate in including baseball,

basketball, cross country, dance, football, golf, gymnastics, hockey, soccer, softball, swimming & diving,

tennis, track and field, volleyball, and wrestling.

The contact information for each of the schools are:


1300 E Lyon St.

Marshall, MN 56258

507-537-6948


500 S 4th St.

Marshall, MN 56258

507-537-6962


401 S Saratoga St.

Marshall, MN 56258

507-537-6938

Marshall Area Christian / True Light

601 E College Drive

Marshall, MN 56258

507-532-2762


400 Tiger Drive

Marshall, MN 56258

507-537-6920

Marshall Area Technical & Education Center

305 South Second Street

Marshall, MN 56258

507-537-6210

Samuel Lutheran School

500 Village Drive

Marshall, MN 56258

507-532-2162

Holy Redeemer

501 South Whitney

Marshall, MN 56258

507-532-6642

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Figure 1: Location of Marshall Public School District in Minnesota and its geography. (Source: MN Geospatial

Information Office)

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Chapter II: Planning Process

Vision Statement

One of the first tasks undertaken by the Marshall SRTS Team was to write a vision statement. This

guiding statement lays out the sort of work the team hopes to see implemented at the schools and in Marshall

through the continuous development of the Safe Routes to School plan.

Marshall schools, in collaboration with community partners, will work to create safe and

connected routes to and from school.

Background

The SRTS planning process is a comprehensive approach designed to bring together the school and

community stakeholders around a shared vision to improve pedestrian safety and increase the number of

students who choose (and parents who allow) walking and biking to school. Because the plan will be

implemented by the community, it is critical to get their input throughout the entire process.

The planning process is based around “The 6 Es” approach, which are: Education, Encouragement,

Enforcement, Engineering, Evaluation, and Equity. Each of the “Es” is detailed below.

Education: Providing education about SRTS helps build support among children, parents, teachers, and

community members. The team should assess where education might be needed, and craft their messages to

meet the needs of target audiences. Examples of education can include in-classroom and/or out-of-school

walking and bicycling education for students, educating parents on the benefits of walking and biking,

educating parents and the public about right-of-way laws and sharing the road with bicyclists, and informing

students and parents about which routes are safe to take through the community. Often times this is where

teachers and public health workers can lend their skills along with other community partners who have regular

contact with the public, such as law enforcement.

Encouragement: Though closely tied to education, encouragement is focused on influencing people to

make the choice to walk and bike to school through incentives and rewarding efforts. Encouragement activities

work better if the physical environment already lends itself to walking and bicycling to school. Some examples

of encouragement activities might be: organizing a “Walk and Bike to School Day,” creating walking school

buses or bike trains with adult volunteers, utilizing in-classroom incentives to encourage students to walk and

bike. Often, encouragement is done in partnership with school staff, though community volunteer involvement

is frequently needed.

Enforcement: Enforcement strategies correct and reduce unsafe behavior by drivers, pedestrians, and

bicyclists. This creates paths and roads that are inviting and safe for all intended users. These strategies can

include partnerships with law enforcement; enforcing policies and procedures to ensure students, parents, and

others are knowledgeable about appropriate transportation protocols; and signage enhancements.

Engineering: The built environment is often a large determinant of whether or not students are able or

allowed to walk to school. For example, a large, unmarked intersection across a highway might dissuade some

parents from allowing their child to walk to school. Additionally, having little or no sidewalks also makes

walking dangerous. These sorts of solutions can include traffic calming techniques, sidewalks, bicycle lanes,

bike racks, and signage.

Evaluation: In order to define both the starting point and goals, the team must have data from which to

begin. Evaluation is where the SRTS planning process begins, and ideally where it returns on a regular basis to

document progress. In the following pages, you will be more in-depth data that was gathered, such as traffic

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volumes, crash data, and surveys. Additional examples are conducting regular student tallies or walk audits in

order to track the change in walking and biking to school over time.

Equity: In contrast to equality, where all resources are distributed on an equal basis, equity strives to

identify those communities and individuals for whom the same opportunities are not available. Many of our

cities are physically structured in ways that disadvantage specific groups. For example, a low-income trailer

park might be located on the edge of town across a busy highway. Not only are these students at an economic

disadvantage, but also at a physical disadvantage due to the way the city has been built. Additionally, safety

concerns might be more prevalent in certain neighborhoods and would need more focus when implementing

SRTS strategies. Giving specific consideration to these communities – in whatever form they take – is essential

to leveling the playing field for our most marginalized community members.

Participants and Public Involvement

The SRTS planning process takes a very structured approach to engaging the school and community.

Each member plays a very specific role and they are meant to be a diverse group so that there are as many

avenues for implementation success as possible. The participants in the Marshall SRTS planning process were:

Bruce Lamprecht - MPS Director of Business Services (Team Lead)

Jeremy Williams - West Side Elementary Principal

Jeff Hanson - Marshall Middle School Assistant Principal

Laura Hibma - True Light Administrator

Julie Berndt - True Light Administrative Assistant

Glenn Olson - City of Marshall Engineer

Jason Anderson - City of Marshall Assistant Engineer

Cheryl Henn - Marshall Middle School Physical Education Teacher

Brian Bertrand - Marshall Transportation Staff

Karen VanKeulen - Marshall Chamber of Commerce

Tony Alberts - Marshall High School Teacher

Deb Herrmann - Lead School Nurse

Loren Johnson - District Special-Needs Physical Education Instructor

Faith Depuydt - Healthy56258

Sara VanLeeuwe - Law Enforcement

Scott VanDerMillen - Marshall Community Services Director

Doug Goodmund - Marshall Community Services Assistant Director

Jan Timmerman - Marshall High School Teacher

Carole Martin - Community Member

Judy Pitzl - Statewide Health Improvement Partnership Staff

Ann Orren - Statewide Health Improvement Partnership Staff

Maxwell Kaufman - SRDC Development Planner

Description of the Planning Process

Kickoff Meeting: September 14, 2016

WikiMapping: Continuous

Surveys & Tallies: Week of October 10, 2016

Community Outreach (Fire Dept Open House): October 13, 2016

Walk Audit: October 26, 2016

Assessment of Issues and Barriers: October-November 2016

Draft Strategies: December 2016

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Team Meeting #2, Data & Draft Strategies Review: January 18, 2017

Draft Plan: January-February 2017

Team Meeting #3, Draft Plan Review: April 6, 2017

Plan Finalization: April 2017

During the Kickoff Meeting, the team received an overview of the planning process timeline and

deliverables. They developed the aforementioned vision statement, set times for upcoming tasks, and discussed

local issues and concerns. Because the team chose to do community outreach, the planning team gathered input

from public safety staff, community members, parents, and students at the Marshall Fire Department Open

House. Bus duty staff collected observations during arrival and dismissal on October 11, 2016 and the walk

audit took place on October 26, 2016 with the assistance of team members. Parent surveys were distributed via

email and teachers conducted in-class student tallies. The WikiMapping process took place throughout these

tasks.

During the Assessment of Issues and Barriers phase, the team gathered even more data about existing

conditions in both cities and schools, including transportation policies, existing programs, schools speeds and

zones, and sidewalks, among others. Once all the data had been gathered, the team moved into the “Draft

Strategies” phase, where the initial goals and strategies were composed. During Team Meeting #2, the team

discussed those draft goals and strategies and considered new ideas. After that, the plan took its first written

form. This draft plan was circulated to the team for review and then discussed at the final team meeting. At this

meeting, the team further refined the goals and strategies and also gave their input on the draft plan. The final

step in the planning process was the finalization of the plan.

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Chapter III: Existing Conditions

Health Issues

The Minnesota Student Survey is a statewide survey conducted every three years by the Minnesota

Department of Health and the Minnesota Department of Education. Data was available for Marshall Public

School District and can be seen in Figure 2.

The number of students receiving one of more hours of physical activity on at least five days per week

varied considerably between survey years and grade levels. For example, the number of 5th grade students

receiving that amount of exercise increased by 14.6% whereas the number of 8th grade students decreased by

12.5%. The orange arrows in Figure 2 indicate the grade progression – that is to say, the 8th grade students in

2013 would have been the 11th grade students surveyed in 2016. There were similar changes in the rate of

overweight and obese students.

While health is not necessarily the focus of Safe Routes to School, it is related. Many students do not receive

the recommended daily amount of physical activity, which can lead to lack of focus in school and also poor

health. Safe Routes to School can be considered more than just an approach to safe walking and biking – it can

also be a way for students to stay healthy and active, which are essential for academic success.

Traffic Volumes

At its farthest southwest stretch in Marshall, Highway 23 averages 6,100 vehicles per day. In its

southeast stretch it averages 9,100 per day, and in its farthest northeast stretch it averages about 7,900 per day.

As Highway 59 enters from the south, it records about 5,000 vehicles per day, but once it is past its intersection

with Highway 23 that number doubles to 10,000. Throughout downtown Marshall, the traffic volume on

Highway 59 ranges from 8,500 to 9,400 vehicles per day. And as Highway 59 exits Marshall to the northwest,

the traffic volume drops to about 4,800.

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Highway 19 forms another highway of heavy traffic in Marshall, where it reaches 10,200 vehicles per

day near its intersection with Hill Street (directly south of True Light Christian School). The intersection of

Highway 23 (9,000 vehicles) and Highway 19 (3,800 vehicles) is directly adjacent to Marshall High School.

South Saratoga Street lies directly west of Marshall Middle School and averages between 3,600 and 4,550

vehicles per day. West Side Elementary lies at the intersection of W College Drive and S 4th Street, which

average 3,300 and 2,400 vehicles per day, respectively. Finally, Park Side Elementary is located on Lyon Street,

which sustains traffic volume of 3,450 vehicles per day. See Figure 3 for a map of the traffic volumes in relation

to the schools.

Crash Data

From 2006-2015, there were 1,640 crashes in, and in the immediate vicinity of, the City of Marshall. A

total of 6 crashes were fatal, resulting in 7 deaths. Sixteen were reported as incapacitating injuries and 107 were

reported as non-incapacitating injuries. Of the total 1,640 crashes, 18 involved pedestrians while 22 involved

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bikers. Below is a list of pedestrian and bike crashes that occurred near the schools. See Figures 4, 5, and 6 for

maps showing the locations of fatal crashes in relation to the schools as well as crashes that involved

pedestrians and bicyclists as vehicles. This means that while there were 18 crashes that involved a pedestrian as

a vehicle, there were 60 additional crashes where a pedestrian was involved, but not struck. An example of this

might be that a vehicle departed its lane and hit a tree in order to avoid a pedestrian running into the street.

While the pedestrian was not listed as a “vehicle” because s/he was not struck, the crash still involved a

pedestrian action. Similarly, 32 additional crashes (separate from the 22 previously stated) involved a bicycle

action, but no bicyclist being struck. Figure 7 depicts the location of all crashes along with the locations of the

twelve most dangerous intersections in terms of number of crashes.

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March 2008 (9:45 AM): At E Lyon St & Adobe Road, a car driver skidded on snow and rear-ended

another car.

November 2011 (8:07 AM): On Adobe Road (near the school entrance), a southwest-bound bus made a

left turn and failed to yield to a northbound van. Only property damage was noted.


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December 2011 (2:41 PM): A 24-year-old female driver failed to yield to a pedestrian at the intersection

of West College Drive and S 4th St. The driver struck a 9-year-old male pedestrian which resulted in

non-incapacitating injury.

Marshall Middle

October 2008 (7:52 AM): 44-year-old male SUV driver failed to yield due to distraction during a right

turn at C Street & S Saratoga St. and struck a 13-year-old male bicyclist who had a defective brake.

Possible injury was noted.

April 2009 (4:13 PM): 49-year-old female driver failed to yield while turning right at C Street &

Saratoga St. and struck a 55-year-old male bicyclist. Possible injury was noted.

February 2013 (7:32 AM): A 30-year-old female driver struck a 14-year-old female pedestrian who was

not in the crosswalk at Robert St. & S Saratoga Street. Weather was cited as a factor and possible injury

was noted.

September 2012 (4:02 PM): A southbound SUV at the intersection of Saratoga and Southview failed to

yield and struck a 59-year-old westbound bicyclist. Possible injuries resulted.

Marshall High (There have been about 83 crashes in the vicinity of Marshall High School. The following are a

selected few of the most severe):

October 2006 (12:45 PM): A 58-year-old male southbound motorhome driver was struck by a 75-year-

old male passenger car driver who failed to yield while making a left turn. There were two fatalities.

April 2014 (10:50 AM): Southbound semi-truck driven by a 29-year-old male failed to yield to an

eastbound car making a left turn that was driven by a 70-year-old male. Incapacitating injury was

recorded.

October 2015 (11:39 AM): 78-year-old female SUV driver turned left on red, not yielding to oncoming

traffic, colliding with a semi-truck driven by a 61-year-old male. Incapacitating injury was noted.

True Light Christian School (16 Crashes, 13 causing property damage and the following 3 causing possible

injury):

March 2006 (10:44 PM): A 20-year-old male driver who was under the influence rear-ended a parked

car at Summit St. & N High St.

October 2015 (9:41 AM): After failing to yield, a 24-year-old female driving eastbound and making a

right turn collided with a 27-year-old male pickup truck driver at N Whitney St. & E College Drive.

April 2007 (1:04 PM): A 20-year-old male distracted pickup truck driver rear-ended a 71-year-old male

driver who was slowing for traffic at N Whitney St. & E College Drive.

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The twelve intersections in Marshall with the most crashes in the past ten years are as follows:

1. Highway 23 & Highway 59: 70 crashes

2. W Main St. & E/W College Drive: 65 crashes

3. Highway 23 & Highway 19: 60 crashes

4. E College Drive & N/S Bruce St: 55 crashes

5. County Road 67/S Saratoga St. & Highway 23: 48 crashes

6. W College Drive & Saratoga St: 34 crashes

7. S 4th St. & W College Drive: 33 crashes

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8. 240th Ave & Country Club Drive: 32 crashes

9. Main St. & Channel Pkwy: 31 crashes

10. Main St. & Southview Drive: 24 crashes

11. Main St. & 4th St: 23 crashes

12. Lyon St. & E College Drive: 22 crashes

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Sidewalks and Bicycle Infrastructure

The City of Marshall has an extensive sidewalk network. Nearly all of the downtown and the older

neighborhoods are connected to sidewalks. Additionally, the newest developments are being built with

sidewalks. However, many of the other developments between the oldest and newest portions of the city have

been built with no sidewalks. This has created large sections of the city that have sparse or no sidewalks

extending into them. See Figure 8 for a sidewalk map of the city, which also includes trails and on-street bike

lanes. Though these large sections are the most notable gaps, they all tend to be surrounded by sidewalks.

Of the respondents who listed their walking and biking routes as well as the arrival and dismissal

observations, they listed:

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S 4th Street (to West Side, coming from both north and south and to True Light)

Southview Drive (to Marshall Middle)

Gray Place, Lawrence St, and E James (to Marshall Middle)

Deschepper St (to Marshall Middle)

E Saratoga (to Marshall Middle)

N Whitney (to True Light, from the north)

Bruce St (to True Light & Holy Redeemer)

C Street (to Marshall Middle)

Highway 23 Underpass (to Marshall High School)

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Pedestrian and bicycle infrastructure vary from school to school.

Park Side: There are on-street bike lanes along E Lyon Street and also a painted crosswalk on E Lyon at

its intersection with Adobe Road. There are sidewalks around the block on which Park Side sits which lead

directly up to the school, though these sidewalks have limited connectivity to the surrounding neighborhoods.

Bike racks are available, but unused.

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West Side: There are on-street bike lanes along both sides of S 4th Street and also a 4-way painted

crosswalk at the intersection of S 4th St & W College Drive. However, there are no painted crosswalks at the

intersection of S 4th Street and Country Club Drive, despite having a stoplight and a school crossing sign. There

are also sidewalks directly adjacent to the school; however, the neighborhoods south of West Side do not

generally have sidewalks installed. There are bike racks at the back (west end) of the parking lot.

Marshall Middle: There are on-street bike lanes on Saratoga Street as well as on Southview Drive and C

Street leading to Saratoga. As far as the sidewalk network goes, the school must generally be accessed via

Southview and C Street, which have sidewalks (as well as Saratoga). However, the neighborhoods directly west

and south do not have sidewalks. There are painted crosswalks at the intersections of Saratoga and: C Street,

Robert, James, and Southview. There are bike racks north and south of the parent loop, both of which were full.

Marshall High: Marshall High School has a portion of the Camden Regional Trail running in front of it.

This connects to other portions of the trail on the west side of Highway 23 and the south side of Highway 19.

These function as both sidewalks and bike trails. The trail also runs through an underpass beneath Highway 23.

There are painted crosswalks and stoplights at the intersection of Highways 23 and 19. There is one bike rack at

the Fine Arts entrance and one at the gymnasium entrance. There is a 16-space bike rack on the north side of the

building.

True Light: There are no dedicated bike lanes near True Light. There are, however, sidewalks

surrounding True Light that connect to the surrounding neighborhoods. Within some of those neighborhoods,

however, there are some streets that do not have sidewalks. There are painted crosswalks (along with school

crossing signs) at the intersection of E College Drive and N Whitney Street.

MATEC: The sidewalk network leads up to the block upon which MATEC sits, though the school itself

is not connected directly to that sidewalk. The on-street bike lane network runs just one street to the west of

MATEC as well.

Samuel Lutheran: Though the school is locatied at the north edge of Marshall, Samuel Lutheran is

directly connected to both the sidewalk network and on-street bike lane network.

Holy Redeemer: Thanks to its location in the heart of a residential neighborhood, Holy Redeemer is

well-connected to both sidewalks and trails. The on-street bike network additionally runs just one block east of

the school.

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Crossing Guards, Bus Stops, and Transportation

There are no crossing guards at Park Side Elementary; however, there are 4 morning greeters who help

students out of cars, hold doors, and keep traffic moving. No biking to school is allowed. Walking to school is

not encouraged since all children going to Park Side can ride the bus no matter their distance (one block, or

twenty miles, all are eligible).

At West Side Elementary there are two crossing guards at the intersections of W College Drive & S 4th

Street and Country Club Drive & S 4th Street both in the morning and afternoon. Both pedestrians and bicyclists

are asked to cross the streets with the crossing guards. They are to walk their bikes from the time they are on

school property and need to stay on the sidewalks. They are not allowed to cross the parking lot. Additionally,

no biking is allowed to school from about November 1 until springtime.

There are no crossing guards in the rear of Marshall Middle School, but there are two staff members

present. In the front of the Middle School there are two crossing guards at both times of the day: one at Saratoga

& E James St and one at Saratoga & C Street. There is an additional crossing guard at US Highway 59/Main

Street & C Street. There are no policies or procedures regarding walking and biking until the students reach the

school grounds. They cannot ride their bikes or skateboards on school grounds and must walk them to the

designated area where there are bike racks. There is no length of the biking season and so they can ride their

bikes throughout the year.

Marshall High School has no crossing guards at either arrival or dismissal, nor are there any policies

regarding walking and biking. There are also no crossing guards near True Light at either time of day and

walking and biking are not regulated by any policies. A map of all crossing guard locations in Marshall can be

seen in Figure 9.

The school bus system in Marshall consists of 19 routes. There are 287 stops in these 19 routes;

however, there are only 119 unique stops. For example, four bus routes include a stop at S Hill Street & Charles

Avenue, but only one route stops at Silverline Drive & Dogwood Avenue. When one intersection is home to

many routes’ stops, those routes are usually dropping students off at and from different schools. Figure 10

depicts the locations of all 287 stops.

Two bus routes are provided by United Community Action Partnership (formerly Western Community

Action) in the City of Marshall. There are 12 stops on the Blue Route, one of which is at the SMSU Center

(across Highway 23 from the High School) – stopping there are 2:50 PM, 3:19 PM, 3:50 PM, and 4:19 PM

(among other times). It is not, however available until after school starts beginning at 8:47 AM. The Blue Line

also stops at RC Square (about 7 blocks from True Light) at 3:17, 3:45, and 4:17 PM.

The Red Route has a few more stops (26 total) in addition to the SMSU Conference Center, including at

the Cenex near West Side Elementary and the intersection of C Street and South Saratoga near the Middle

School. The stop at the SMSU Conference Center stops hourly at the 25 minute mark, beginning at 7:25 AM

and ending at 6:25 PM. The stop at Cenex near West Side is hourly at the 50 minute mark, beginning at 7:50

AM and ending at 6:50 PM. Finally, the library stop near the Middle School stops hourly at the 53 minute mark

beginning at 7:53 AM until 6:53 PM.

Though the Blue Line does not run early enough to get students from any part of town to the stop near

the High School, it does run late enough to pick students up at dismissal. The Red Line runs both early and late

enough and also has an extensive network in town that would allow students to arrive and depart by community

transit. Fares on both buses are $1.00 per ride, which could be cost prohibitive for some families.

UCAP also runs Community Transit in rural Lyon County. Individual fares are determined by the distance the

bus has to travel (ranging from $2.00-$5.00 per person per stop). There are discounts for children 3-12 ($1.00)

and children under 2 (free), all of whom must be accompanied by an adult.

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Arrival & Dismissal Procedures

Arrival and dismissal procedures were gathered by bus duty staff members on October 11, 2016. The

full transcript of the arrival and dismissal observations can be found in Appendix A.

Park Side

During arrival, there were no bikers and no walkers observed. Three families parked along the street and

walked into the school with their students. There is a dedicated bus lane off of Adobe Road and no buses drop

off in the rear of the school. Additionally, there is no public transit. There is a bike rack in front of the school,

but it is unused due to the policy of no biking to school. The main entrance, however, is on the southwest side

of the school

Students who were driven by parents were dropped at the sidewalk in the drop-off lane; however, if a

parent is in the lot they will walk their student to the curb. Though there are no crossing guards, most students

were met by Park Side’s four greeters. Morning greeters stand in the front and back of the school to help

students out of cars, hold doors, and keep traffic moving. Cones were placed along the curb of the parking lot

and sidewalk.

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The only pedestrian paths that are on the school grounds are from the sidewalk to the playground. There

are bike lanes along Lyon Street and a painted crosswalk at Lyon Street & Adobe Road. There are no

intersections or crosswalks on Prospect. There were no observed traffic issues and it was a fairly smooth

process. Very few cars were in the area except people dropping off students. Figure 11 illustrates the locations

of morning greeters, the bike rack, and other signage and zones at Park Side.

West Side

During arrival, some pedestrians and bicyclists must walk through the parking lot to access the school.

The bike racks are on a hill at the back of the parking lot and are located in front of/next to parked cars. Buses

stop along 4th Street and cars need to go around buses when they drop off kids – these buses block the flow of

traffic. Additionally, cars are crossing pedestrian traffic and each other. The parking lot is combined with parent

drop-off, which means there are cars parking and also driving through to drop students off all at the same time.

Once these cars complete the drop-off loop, they exit back into traffic which is also backed up and waiting to

enter the loop. Many cars bottom out when they turn in to the loop.

There are crossing guards at three intersections near West Side. Figure 12 illustrates the area around

West Side.

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Marshall Middle

Observations at Marshall Middle were taken at the main entrance (southwest) and the rear entrance

(northeast). Figure 13 shows an overhead view of the school with all zones and infrastructure indicated.

Rear Entrance

At the rear entrance to the school, there were no walkers and no bikers. The special needs bus

(wheelchair & 1-on-1 students) drops off in the rear. Students get dropped off from cars by the sidewalk and

walk around the door. There were no traffic issues and all drivers seemed patient.

Though there are no formal crossing guards in the rear of the school, two staff members are there to

observe arrival and dismissal. There are sidewalks from the main roads to the back entrance of Marshall Middle

with plenty of room to walk. There are bike paths and signage for them at the pedestrian crossing on C Street.

The C Street stop sign has a “no left turn before and after school” indication. There is limited access to the back

parking lot. The curb is ADA compliant for wheel chairs.

Traffic was steady and it appeared they all knew the system and drivers were patient and looking out for

pedestrians in the parking lot. There were no major conflict areas in the rear.

At dismissal the process was much the same. Girls volleyball players going to Holy Redeemer took the

sidewalk in the rear, and there were no bikers. In the parking lot and parent loop, cars had to watch for other

vehicles pulling out in front of them. There was one staff member present.

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Main Entrance

Most walking and biking students are accessing the main entrance to the campus from the intersection of

Saratoga Street and C Street. There are paved sidewalks on all sides of the school for pedestrians and all

sidewalks are plowed in the winter. There is one bike rack north of the bus loop and another to the south of the

parent loop. Students walk their bikes on the sidewalk by both the parent and bus loop.

Buses have their own loop, which comes off Saratoga & returns to Saratoga (however, the public transit

bus stops where the parents stop). There is a yellow safety line painted for students waiting for the buses. Staff

is used to control traffic and they wear yellow vests to be visible. The parent loop is located just south of the bus

loop. Driver behavior in the loops was largely patient and calm with a few exceptions.

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There are two crossing guards located at Saratoga St. & East James St. and Saratoga St. & C St. Bike

lanes are painted on roads leading to the school as well as a bike lane in the parent loop (yellow line) leading

out to Saratoga St.

The streets have the typical speed signs, school zone & crossing signs around the school, and crosswalks

have been painted at all intersections leading to the school grounds. Curb ramps exist on school grounds as well

at intersections.

Marshall High

During this particular observation at Marshall High, no walkers were observed, while three students rode

their bikes to school. All bicyclists used the pedestrian underpass (under MN Highway 23) and entered along

the front entrance sidewalk. Two went to the bike rack at the gym entrance (which has 18 spaces) and one to the

rack at the Fine Arts entrance (also with 18 spaces).

Buses arrived between 7:30 AM – 8:00 AM and dropped off students at the gym entrance. Cars were

observed dropping students off in both the student parking lots and in front of the school as well as the Fine

Arts entrance loop. There are no crossing guards. There is a 4-way stop at Tiger Drive and Commencement

Boulevard and overall driver behavior was appropriate.

Figure 14 is an aerial view of Marshall High School with all zones and infrastructure indicated.

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True Light

During arrival, students used the sidewalk for walking and biking, crossing often at Whitney Street,

though there are no crossing guards. There are no school buses that drop off at True Light. The drop-off/pick-up

zone behind the school (northwest side) is used by parents. There is a sign indicating “No cars on black

top/parking lot during school hours.” There is a 16-space bike rack on the north side of the building. Pedestrian

paths in the area are in good condition and are plowed in winter.

There are two pedestrian crossing signs on East College indicating a school crossing at E College Drive

& Whitney Street as well as a portable “Stop for Pedestrians” sign that is placed in the street during arrival and

dismissal. A crosswalk is also painted there.

Traffic volumes on East College varied throughout arrival, and no speeding was observed. They were:

7:30 AM, 2 cars/min

7:40 AM, 20 cars/min



At dismissal many students walk home and also toward Super America just east on E College Drive.

Two bicyclists were seen crossing E College Drive and also leaving True Light via Whitney Street and High

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Street. Parents walked students across East College. It was noted that Whitney Street & East College is

dangerous for unattended students at 3:10 PM – there were two parent complaints just that day. High school

students arrived to pick up siblings at 3:15 PM.

Figure 15 shows the zones and signage around True Light Christian School.

MATEC

During arrival, walkers and bikers came from College Drive, across the parking lot. Five walkers and

one biker were seen. Two school buses arrived carrying five students total, along with two students from one

community transit bus. The bus lane is in front of the school. Because the parking lot is shared with multiple

other organizations and businesses, the parking lot/car loop had non-school traffic. There are no cones or signs

and the lines are in need of repainting. Some of the drop-off spots are confusing. There is also one bike rack in

front of the school entrance.

One adult crossing guard stands at the nearest intersection. The speed limit is 30 mph and there is also a

traffic light at the 3-way intersection. Most driving was respectful, save for one student. There is no clear drop-

off “loop” or method, for example one person parked in the middle of a fire lane, but the lines are wrong.

At dismissal, three bikers and two walkers were observed. Buses arrived at 3:15, 3:16, 3:18, and 3:27.

35 kids drove or were picked up. Similar to arrival, most drivers were respectful, though some students left too

fast and a couple were on cell phones.

Samuel Lutheran

At arrival there were no walkers or bikers and two students rode the bus. There was no conflicting traffic

observed. Twenty-two cars dropped off students – some parked and went in with children then left. There were

no crossing guards. Street signage was noted as good.

At dismissal there were also no students who walked or biked from school. The bus system ran

smoothly, the car loop was efficient with ample parking, and traffic was fairly light. There were six slots in one

bike rack, but no noted bikes.

The rack is located under an overhang near the preschool entry. There is one low spot in the sidewalk,

and they are plowed in the winter. There are no intersections near the school and speed/street signs are visible.

There are two signs for pedestrian walkways by the school, but no lines are painted on the street. Due to the

location of the school, there are very few students who need to cross the street.

Holy Redeemer

At arrival there were six walkers and two bikers observed. In the car loop, 81 students and staff were

noted along with 49 cars. There were no crossing guards in the vicinity of Holy Redeemer. Two bike racks of

36 spots each were located adjacent to the parking lot and next to the crosswalk. In general, bikes arrive via S

Whitney and Jean Ave, while walkers come from Lyon Street across the soccer fields to the south. Buses arrive

via Jean Avenue while cars arrive via Jean Avenue or South Whitney.

The speed limit is 30 mph and there is a stop sign at Jean/Whitney when approaching via Jean Ave.

Drivers were generally courteous, within the speed limit, and observant of others and students.

Speed Limits, Signage, and Zones

Park Side

Figure 11 illustrates the zones surrounding Park Side Elementary. Park Side has a large parking lot and

it is sufficient to hold the amount of cars needed, with an additional parking lot in the rear of the building

(indicated in red). The stripes in this lot are at right angles and the lot is often close to capacity. There are two

parent drop-off loops (purple zones) and a separate bus loading zone (indicated in yellow).

West Side

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As seen in Figure 12, West Side’s parking lot/car loop (red and purple, respectively) is relatively small

and may not hold all the cars needed at one time. However, a bigger parking lot may discourage walking and

biking further. The spaces in the parking lot are striped at right angles and there are also separate left turn and

right turn lanes at the exit of the lot/loop. The buses do not use this loop when dropping off students; rather,

they use the small inset along the east side of the school to stop and drop off kids (depicted in yellow). There

are two main entrances that students use. Students being dropped off by buses tend to use the east doors while

students being dropped off by cars tend to use the south doors.

Three crossing guards are located in the three intersections nearest to West Side. There is also school

crossing and school zone speed limit (20 MPH) signage along W College Drive.

Marshall Middle

Much like Park Side, the Middle School also has a separate loop for buses (yellow zone) and family

vehicles (purple zone). The buses enter the loop from the south and exit from the north. The main entrance used

by bus, family car, and bicycling students is the west entrance, which is connected by sidewalk to the bus loop

and car lot. The Middle School has two large parking lots (red zone) with sufficient space. The larger lot on the

west side of the school has diagonal parking whereas the east lot “behind” the school has spaces striped at right

angles.

School crossing signs and removable pedestrian crossing signs line Saratoga Street and C Street near

Marshall Middle. The speed limit is not a school zone and remains 30 MPH. See a map of these zones in Figure

13.

Marshall High

The three main entrances to Marshall High are on the west, southwest, and south sides of the school. As

shown in Figure 14, the parking lots (red zone), bus loop (yellow zone), and parent drop-off (purple zone)

surround these entrances. The High School has four very large parking lots with sufficient space. Each lot’s

spaces are striped at right angles except in the southeastern-most lot which has additional spaces arranged

around its edge in a curving fashion.

There are three pedestrian crossing signs around the parking lot area.

True Light

Figure 15 shows a map of the zones around True Light Christian School. There is a parking lot behind

True Light with sufficient space for staff, which also is the location of the parent pick-up/drop-off loop. The

parking spaces are striped at right angles.

School crossing signage is located along E College Drive as well as a removable “Stop for Pedestrian”

sign in the crosswalk at Whitney Street & E College Drive.

Student Locations

The SRTS Planning team collected data about the locations students live in Marshall. The descriptions

and maps that follow attempt to give insight into where students at each school are living and in order to better

inform decisions about where and how to plan for and implement infrastructure and programming.

Park Side

Most of the 615 Park Side students do not live in the adjacent neighborhoods. Rather, they live near the

center of Marshall. Given the ages of Park Side students (K-1), it may not be feasible to expect them to walk or

be able to bike such a long distance. This still leaves 124 students who live in the two nearest sections to Park

Side (about 1 mile at its furthest extent). Figure 16 shows a map depicting the number of Park Side students

living in each section of Marshall.

West Side

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Two neighborhoods north of West Side house a large number of the school’s 350 students as do the

neighborhoods directly south. 4th Street remains an important path for these students. See Figure 17 for their

locations.

Marshall Middle

The 679 students that attend Marshall Middle are centered around the school itself, creating the optimal

conditions for walking and bicycling to school. The most north neighborhood of Marshall also houses many

students of Marshall Middle, though the neighborhood is on the opposite side of US Highway 59. Figure 18

depicts the locations of Marshall Middle students.

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True Light

The majority of the 113 True Light students live relatively far from the school itself. While True Light is

located in the northeast portion of Marshall, many of its students live in the southwest portion. Overall, the

student population is fairly dispersed across Marshall. See Figure 19 for a depiction of True Light’s student

locations.

Marshall High

Marshall High School is located at the far northeast corner of Marshall. Many of the 814 students are

more than one mile from the school and most are more than two miles away. The location of Marshall High

School in an isolated non-residential area makes widespread walking and bicycling difficult. Student locations

are depicted in the map in Figure 20.

MATEC

MATEC is located in the central area of Marshall, just east of West Side Elementary. While there are a

small, but significant number of pedestrians and bicyclists, family vehicles and carpooling are still the most

common form of transportation. This could be due to the age of the upper level students who attend MATEC as

well as many MATEC students living toward the outer neighborhoods of Marshall as seen in Figure 21.

Community Outreach and WikiMapping Input

In order to receive a wider range of feedback from the community, the planning team chose to conduct

outreach at the Marshall Fire Department Open House and also chose to utilize WikiMapping throughout the

process. All input from the Fire Department Open House was added to the WikiMap for reference.

WikiMapping is a collaborative online mapping application that allows residents to give anonymous input on

assets and challenges in their neighborhoods. Users can place lines and points on the map to reference areas

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such as “my routes to school,” “dangerous intersection,” “sidewalk needed,” etc. The WikiMap itself was sent

out via email and through flyers for anyone who wished to contribute to the WikiMap directly.

See Appendix B for a visual of the final WikiMap along with a legend stating what each point and line

means.

Parent Survey Results

The parent surveys were distributed and conducted online in October 2016. Below are summaries of the

data (full results can be found in Appendix C).

Park Side

Of the 60 surveys received from Park Side parents, Kindergarten was the most highly represented grade

level, while Preschool was the least. Most families (43%) lived between 1-2 miles from Park Side Elementary

and 32% lived even further than that. Just 5% lived under ¼ mile, 11% between ¼ and ½ mile, and 9% between

½ and 1 mile.

Given that Park Side houses Preschool-2nd Grade and also that most families live over 1 mile from the

school, it is perhaps unsurprising that very few parents marked that their children walk or bike. On average, 2%

walked in the morning and 3% in the afternoon, whereas none bicycled (as stated earlier, biking to Park Side is

not allowed). 33% took a school bus in the morning along with 62% in a family vehicle. In the afternoon these

percentages made a huge switch to 80% taking a school bus and just 15% in a family vehicle. This complete

switch between family vehicles and school buses could be explained by parents dropping children off before

heading to work and then needing their child to take a school bus so they do not have to leave work. Carpooling

stayed at a consistent 2% throughout the day and 2% of parents listed transit only in the mornings.

All the walkers came from under ½ mile from the school. Using a family vehicle at dismissal was much

more popular among those living up to 1 mile away from the school. After one mile, school buses became more

popular. However, family vehicles were the primary mode of transport at all distances from the school for

arrival. Only 5 parents listed that their child had asked to walk to school – most of whom lived less than ¼ mile

from the school. And that group of students living ¼ mile from the school who had asked to walk or bike was

twice as large as their counterparts within ¼ mile who had not asked. Overall, though, most of the parents said

that their child had not asked to walk or bike to school.

Of the parents who said their child does not walk to school, the most cited reasons for disallowing their

child to walk were distance, amount and speed of traffic along the route, safety of intersections, and

weather/climate. Most (73%) of parents said Park Side neither discourages nor encourages walking/biking,

while a significant portion (19%) said they discourage it. Over half (60%) of parents felt walking was neither

fun nor boring, with a significant portion (37%) stating it was fun or very fun. Most parents (84%) agreed that

walking and biking were healthy.

Comments Summary

“My daughter has had a tough time adjusting to riding the bus after school to daycare. Although there

are older kids on the bus going to the same place, it's been overwhelming for her as they already have

their friends that they sit by (which makes her feel alone). Is there any way to implement a buddy

system? More information about the assistance these students receive transferring buses at the HS would

also be appreciated.”

“He only walks after school because our daycare is only 2 houses away from school and its with a few

other children that also go to that daycare.”

“Currently my son goes to Daycare in Marshall and is bussed there after school, however I don't know

that I would feel comfortable with him walking/biking there after school due to traffic and safety of

intersections and crossings on the school's main road. We live out of town so he would always be

dropped off or would ride the bus from daycare, I would never allow him to walk/bike in the winter

38

months. I do believe that some precautions need to be taken on the school's main road regarding safety -

crossing guards would be a great start!”

“As a pre-K child it is very unlikely I would ever let him walk to or from school right now unless he was

escorted by an adult.”

“For the Parkside school distance and age are my main factors. I would never let him bike or walk at

that age. I don't feel they can be trusted when they are that young and too many things can happen in

that short amount of time they are unattended. I don't think I would change my mind unless a school was

directly across the street from our house at those age levels.”

“My child drop off and pick up (bus) is very congested with trafgic [sic]. we live close to a college”

“People drive in the bike lane, so I do not allow my children to ride bike in the bike lane even when I am

next to them. I love places where there are separate bike paths that cars are unable to drive on, such as

the on Saratoga near the new pedestrian bridge. This path is so wonderful for our community!! I would

also be interested in having my daughter cross Lyon Street after school to walk to my husband's work if

there was a crossing guard, but we have not seen one. A community that is safe to walk and bike in is so

important, thank you for your effort to improve Marshall in this way!!”

“With free bussing for all kids who attend Park Side, I have no reason to even consider my children

walking to school.”

“My son is hard of hearing. So not sure if I will feel comfortable ever with him bike riding”

“With the construction of the pedestrian bridge, I would let my son ride bike to school when he would

be attending the middle school due to distance. Since I work 8-5, it's convenient for me to just drop him

off prior to going to work.”

“Child too young to walk or bike alone”

“My child is too young (5) and we live to far from the school for her to walk/bike. The nearest bus stop

is 3 blocks and I'm not comfortable with her walking that far alone every day”

“Walking to Parkside is not an option it is to far but west side is only a block away my children will

have to walk”

“Parkside does not encourage children to ride bikes to school. They do not have bike rakes. Also

crossing Lyon street and then Bruce street is very dangerous for these young children.”

“4th st. And south view Dr 4 way stop is very dangerous. People don't stop, speed and don't care about

their surroundings. Petition have been done and the city refuses to do anything. Saratgoga is very busy

and I don't feel comfortable.”

“My daughter rides the special needs bus and will never be able to safely walk/bike herself to/from

school. The bus arrives in the morning pretty consistently (within 5 minutes either way) at the

designated pick up time of 7:17a. However, the afternoon drop off time varies widely, arriving at our

home anywhere between 3:30p & 4:00p on a standard 3p release day.”

West Side

34 parent surveys were received from West Side Elementary. 53% of the surveys were from the parents

of a 3rd Grade student while 47% were 4th Grade parents.

Though 39% of the respondents lived more than 1 mile from the school, 33% lived between ½ to 1 mile

from the school. Another 27% lived below ½ mile from the school. Of these students, about 6% walked in the

morning and 12% in the afternoon. Almost one-quarter (24%) of respondents stated their child bikes to school.

School buses accounted for 21% of morning trips, but 45% of afternoon trips. Family vehicles accounted for

45% of morning responses and 18% in the afternoon. Carpooling was the least used mode of transportation at

3% in the morning and 0% in the afternoon.

The majority of the walkers came from under ½ mile from the school, with about one coming from

between ½ and 1 mile. All bicyclists came from either less than ¼ mile away or between ½ mile and 1 mile.

Though these are good numbers to start with, it shows there is definitely room for improvement among those

students who are being driven to school, but walking home. As expected, the frequency of busing and personal

vehicle use increased as distance did.

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The majority of students (75% of respondents) had asked their parents to walk or bike to school. This,

too, was correlated with distance for those students. This shows us that there is high interest in walking and

biking at least among those students who live within one mile of West Elementary.

For those parents whose students did not walk or bike, their most cited reasons were safety of

intersections and crossings, amount and speed of traffic along the route, distance, and weather/climate. For

those whose children did already walk, they pointed to crossing guards, weather/climate, and safety of

intersections and crossings. 82% of parents felt West Side neither encourages nor discourages biking, but 65%

of parents said walking and biking is fun for their child (the rest stating “neutral”). An even higher percentage

(82%) said walking and biking were either healthy or very healthy.

Comments Summary

“After school activities and ni [sic] crossing guards is a concern”

“She bikes on days that the weather and after school activities allows. Once winter hits she will be

getting a ride or taking the bus.”

“My biggest area of concern is right by West Side. Parents in vehicles are in too big of a hurry. I have

seen them come very close to hitting the cross guards as well as kids on bikes. More police patrol needs

to be added during pick up times. Maybe ticketing parents would slow them down and encourage them

to look twice?”

“The traffic at the intersection of Saratoga and Southview is a huge concern. Either a traffic guard or

traffic light should be installed to help ensure traffic flow can be maintained, yet allow pedestrians and

bikers to safely share the road.”

“My child does walk to the YMCA a lot of days after school.”

“I think the maturity of the child and just the age has to do with allowing my child to walk home.

Weather will also play a part in allowing my child to walk home as well. I will say that motorists (and

this includes school buses too surprisingly) do not do a good job of stopping at crosswalks when there is

not a crossing guard.”

“I worry about 5th grade and my son having to walk all the way to the middle school in the winter I do

home daycare and I am unable to take him”


Fifty-four questionnaires were received from parents of students at Marshall Middle School. Sixth Grade

parents were the most highly represented, but all grades had a fairly even number of respondents, ranging from

11-17 responses per grade level. 32% of respondents lived under ½ mile from the school and 20% lived

between ½ and 1 mile. 33% lived between 1-2 miles whereas 16% lived more than two miles away from the

school.

According to parents’ responses, biking was more popular in the morning than both walking and school

bus transport – while biking was chosen by 22% of respondents, walking and buses had only 12% and 20%,

respectively. Family vehicles, however, held the top spot in the mornings, with 47% of parents choosing that as

their typical mode of arrival. Walking received a modest boost to 15% at dismissal, while biking went down to

19% of responses. Busing went up to 31% while family vehicles dropped to 29%. 4% of respondents listed

carpooling at dismissal while 2% listed transit.

When we list out these results by the distance the respondent live from the school, we see that the

majority of those living within ¼ mile from the Middle School are walking and biking, with just a small portion

(14%) taking a family vehicle in the morning – granted the sample size is small. For those living between ¼

mile and ½ mile, biking and family vehicle usage were most popular, while walking was less so. Biking was

again most popular for those between ½ and 1 mile from the school, though the responses were much more

evenly distributed. Past 1 mile from the school, a very small percentage listed biking otherwise the responses

were almost exclusively school buses and family vehicles.

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The majority of respondents stated that their children had asked to walk or bike to school, and this

majority was true for all people living less than 1 mile from the school. Past that, the majority of students had

not asked. This shows great interest in walking and biking to school for those living within a mile of the school.

For those whose children did not walk or bike to school, they most often cited the amount and speed of

traffic along the route, safety of intersections and crossing, distance, and weather/climate as reasons for not

allowing their child to walk. For those whose children already walk or bike, they most often cited distance,

weather/climate, crossing guards, safety of intersections, and sidewalks/pathways.

Three-quarters of the parents said the Middle School neither encourages nor discourages walking and

biking, while just under one-quarter said the school does encourage both. Half of parents said walking and

biking is neither fun nor boring for their child, and 42% said it was fun or very fun. The vast majority of parents

(94%) agreed that walking and biking were healthy for their child.

Comments Summary

“I consider crossing a major highway to be risky. Also, part of the path is remote and I fear for safety or

refuge from animals or perpetrators.”

“The convenience of driving is due to working at school.”

“My son started riding bike to Westside in 3rd grade because we live too close to the school to ride the

bus. I only allowed it because my son is very responsible and he rode with an older neighbor boy.

Otherwise, I feel 3rd grade is too young to ride bike to Westside given the horrible traffic situation

surrounding that school.”

“A stop light needs to be placed at the Library/Middle school section. There is too much congestion after

school and someone is going to get hurt. Crossing guards are only one person and can't control speeding

vehicles.”

“intersections are dangerous and traffic is fast, weather is always a issue in MN, more crossing staff

would be nice.”

“Walks almost every day both ways.”

“He has also been bullied coming from school so we try to transport him as much as possible.”

“I feel the biggest concern at the middle school is the bike lane coming into the parking lot on the south

(track) end of the parking lot. It's not visible or divided enough from the heavy car flow coming in/out of

the parking lot.”

“The middle school encourages bike riding by having lots of bike racks available. The parking lot can be

kind of dangerous to get out of at the end of the school day.”

“The amount of traffic around the Middle school does not make for a safe commute. Especially in the

morning when all the Schwan's employees are arriving at the same time school is starting.”

“We drop our son at the back of the middle school. Last year you put up a sign below the stop sign that

says No Left Turn during the hours of 7:30-8:30am and 3:00-4:00pm (or something like that). I am

assuming this was done to help the flow of traffic. I completely agree. Unfortunately many parents either

can't read or choose to ignore the sign. Every day at both drop off and pick up I am stuck behind

someone turning the wrong direction during the designated times. If our police officer was present there

for a few days I am guessing people would start to take notice of the sign and there wouldn't be an issue

anymore. Just a thought.”

“Whitney Street traffic lights were removed and east college drive is difficult and dangerous to cross

even for an adult. That would be preferred route to Lyon st and crossing guard to C st. Other route is

through downtown which has traffic that is too heavy.”

True Light

31 parent surveys were received from True Light Christian School. Since these responses were spread

out over 10 grade levels (Preschool-8), each grade had fairly low numbers of responses. However, 29% (9) of

respondents were parents to a 2nd grade student.

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23% of respondents lived within ¼ mile from the school, 6% between ¼ - ½ mile, and 13% between ½

to 1 mile. 58% of respondents lived over 1 mile from True Light.

Parents said that on a typical day, 71% of students arrive by family vehicle and 65% depart by the same.

6% carpool both ways and 10% bike both ways. 13% walk to school and 19% leave on foot. The students being

dropped off in a family vehicle who do not leave by the same can account for the added pedestrians at

dismissal. None listed a school bus.

Almost all walkers (except 1) lived within ¼ mile of the school. Biking was popular only under ½ mile

save for one student more than 2 miles away. Overall, a personal vehicle was the most popular mode of

transportation.

Most respondents (23), however, said that their child had asked to walk to school. This was fairly

consistent throughout the distances from the school. It was only past 2 miles from the school that most

respondents said their child had not asked.

For those whose child does not walk or bike to school, the most cited barriers were safety of

intersections/crossing, amount and speed of traffic along the route, crossing guards, and distance. For those

whose child does walk or bike, they most often cited distance, weather/climate, and after-school program

participation.

While 73% of respondents thought True Light neither encourages nor discourages walking and biking,

20% felt True Light does encourage them. Regarding how fun walking and biking are, the respondents were

almost evenly split. 52% were neutral and 48% said it was either fun or very fun for their child. 82% stated

walking and biking are healthy for their child, while 17% were neutral.

Comments Summary

“Our daughter needs to cross the busiest street In Marshall. I do not feel she would be seen or be safe

without a crossing guard or some kind of traffic light. Thank you.”

“Crossing busy roads it a big concern for our family. We teach our kids to cross at places with crossing

guards and at lights, however the College Drive and main street light doesn't always show "walk" after

the button is pushed and so the kids just go across there when they think it is safe. I'm not sure they are

the best judge of when it is safe without a working "walk" light. Also, many kids try to cross College

Drive near True Light School and it is a nightmare. Something needs to be done near the school for the

kids and cars for that matter to safely cross there.”

“I am glad there are crossing guards on country club by West side. Would be great if there were crossing

guards by True Light School for them to cross without worrying about the traffic and the sun coming

up(which makes it hard to see while driving) in the morning by the school. My two children love biking

with three other children from the neighborhood.”

“When he bikes past West side school (I have been with him when it happened) he got yelled at by a

teacher, to walk his bike past the front of the school on the side walk where the buses unload. I will not

let him ride on the street by the armory side of the street. That is to dangerous. I have instructed him to

ride his bike on the sidewalk in that area to take advantage of the two crossing guards posted there. The

one on country club drive and the one on Hwy 19. Then he continues on all the way to his school which

is about 2 more miles. He bikes mostly on sidewalks because that is exactly where I have told him to

bike and is safer that the streets in the mornings. People are not paying enough attention to bikers and

walkers.”

“The walking and biking are to either friends or family homes in Marshall near the school.”

“Crossing main street is the biggest concern”

“I am hesitant to let my kids cross college drive, and only allow them to walk home due to limited other

options, they walk together, and only one busy street to cross. I would feel more comfortable if there

were a crossing guard at college drive by the school. I don't think I would allow this child to cross

without having a sibling to cross with.”

“From our school there are no stop lights or crossing guard for children to safely cross East College

Drive so many choose not to walk.”

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“I think it would be great to have more crossing guards here in Marshall.”

“I believe a crossing guard is needed at East College drive.”


Of the 51 parents who responded to the survey at Marshall High School, grade 10 was the most

represented and grade 9 was least, though the difference between them was 11 surveys.

None of the respondents lived within ½ mile of Marshall High School and only 2 respondents (4%) lived

between ½ mile and 1 mile. 20 respondents (42%) lived between 1-2 miles from the school, and the remaining

26 (54%) lived more than 2 miles from the school. This makes sense, given Marshall High School’s location at

the farthest northeast corner of the city.

Of the respondents, 88% listed a family vehicle as their child’s arrival mode and 80% as their departure

mode. 6% and 12% used carpooling at arrival and dismissal, respectively. School bus usage stayed at a constant

4%, while walking was 0% at arrival and 2% at dismissal. 2% of parents listed “other” for both times of the day.

We can see from the results that the parents listing family vehicles in the morning, but not for the afternoon had

switched their answers to carpooling and walking.

The one pedestrian respondent lived between 1-2 miles from the school. The small amount of parents

listing school bus usage were all over 1 mile from the school. At ½-1 mile, the two parents listed a family

vehicle exclusively. Past 1 mile, family vehicles were still by far the most utilized method of transport, while

carpooling was a far second. Only 4 parents said their child had asked to walk or bike to school, all of whom

lived more than 1 mile from the school. Overall, most students had not asked their parent to walk or bike to

school.

For those whose children do not walk or bike to school, the most cited factor was distance followed by

speed and amount of traffic along the route, safety of intersections and crossings, and weather/climate. For

those whose children already walk or bike, the most often cited safety of intersections and crossings and speed

of traffic along the route.

Despite 82% of parents listing that walking and biking are healthy, 63% said it was neither boring nor

fun and significant portion (28%) said it was boring. 85% of parents thought the High School neither

encourages nor discourages walking and biking, but 10% felt the school discourages it.

Comments Summary:

“Walking and biking are NOT encouraged at the highschool. Where are the bike racks? Where are the

pedestrian crossings (other than SMSU underpass)? Consider PE credit for walking or biking, even 1

mile per day. Kids are fat.... Also, the intersection from fine arts across 23 to SMSU (and the illegal

stream of inexperienced drivers illegally U-turning there) is incredibly dangerous after school.”

“Access to the high school is great for drivers, bikers and walkers. The underground tunnel provides safe

access to the high school.”

“Another obstacle is the amount of stuff my child needs to carry with her to and from school. Backpack,

large band instrument, sometime marching band items, etc.”

“Not safe crossing highway to high school and underpass by college is to far away.”

“My oldest son was hit by a car when biking to school his 6th grade year (Lyon and Saratoga Street

intersection). He was ok. There was not a crossing guard there at the time and there is now. There is not

but it really discouraged us from sending our children on bikes. Our other son is now 15 and he mopeds

or we drop off at the high school. I am so glad we have the tunnel under the highway so he is able to

moped under Highway 23. Otherwise we would be transferring him each day.”

“Two major highways to cross makes it not safe to get to school other than a patent driving”

“biking is quite easy from this part of town since the bike trail was built. Thank you, Mayor Byrnes.”

“My child was almost struck by an inattentive driver in Hwy 23, and will not be allowed to walk or bike

again”

“Biking to school in Marshall is really not ideal for any age.”

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“It is unhealthy to ride across Hwy 23 or even the tunnel under Hwy 23 as it is a place you could get

trapped by an attacker”

“Does it really matter what the survey results are? The Marshall School board and City of Marshall are

always looking for ways to "improve" things with absolutely no regard to what the taxpayers have to

pay. Take a look at the existing bike/walk system in place around the high school. It cost big $ and is

rarely used. Parents could care less to issues of safety when it comes to their kids running around town

looking for Pokemon, so I fail to believe that there is a "safety" concern regarding how they get to

school. Just put a Pokemon clue near the school and all will be good and well.”

“we need bike paths off street. The bike lanes on city streets are dangerous and a waste of public funds.”

“This is a really poor survey for high school. My main complaint with traffic safety at the high school is

the speed and chaos during the 5-10 minutes right before and after school. I would like to see traffic

police patrolling (even directing) traffic during these heavy traffic times.”

MATEC

Five parents responded to the MATEC parent survey; however, three of those listed their students as

being in Preschool and another listed 8th grade despite the fact that MATEC houses only grades 9-12. The

remaining respondent listed their student as a 12th grade student. Due to this discrepancy, the team analyzed

only that one survey corresponding to the correct grades at MATEC.

That parent reported living two or more miles from MATEC and that walking would be boring, but

healthy for their child. Distance, convenience, after-school programs, sidewalks, traffic, and safety were cited as

reasons for driving to school. The parent stated MATEC neither encourages nor discourages walking and

biking.

No additional comments were left by any of the survey respondents.

Samuel Lutheran

In October 2016, seven parents completed a survey for Samuel Lutheran – one parent for each grade

PreK-4, with two reporting for kindergarten. Five of them lived two or more miles from Samuel Lutheran, with

another living between 1-2 miles. One respondent lived between ¼ to ½ mile from Samuel Lutheran.

None of the parents reported walking or biking as the primary mode of transport. All utilized a family

vehicle in the morning and one of them switched to a school bus in the afternoon. Distance, time, and weather

were the most-cited factors for the mode of transportation chosen.

Most respondents said that Samuel Lutheran neither encourages nor discourages walking and biking,

while one said they discourage it. All but one parent said walking and biking are neither fun nor boring, with the

remaining parent stating they are very boring. Four parents said walking/biking are healthy or very healthy

while one stated it was neutral. There were no additional applicable comments to walking/biking.

Holy Redeemer

Twenty-five parents completed Safe Routes to School surveys at Holy Redeemer in October 2016. The

respondents’ children were spread between Kindergarten to 8th grade, with most having students in 5th or 6th

grade. More than half of the respondents lived more than one mile from the school, with 9 between 1-2 miles

and 9 more than two miles from Holy Redeemer. 3 lived within ¼ mile, 1 between ¼ - ½ mile, and 3 between ½

to 1 mile.

Walking and biking were reported consistently at two respondents at both arrival and dismissal. Family

vehicles were reported at 14 in the morning and 12 in the afternoon with 1 additional respondent for carpool in

the morning. The remaining respondents took a school bus (with one additional respondent for transit). Those

who walked lived under 1 mile to the school whereas the bicyclists lived between ¼ to 2 miles from the school.

All respondents living under ½ mile had had their student ask if they could walk/bike to school. Above

that distance, more students had not asked than those who had.

For those parents whose students do not already walk to school, distance, amount of traffic, after-school

programming, and intersection/crossing safety were the most-cited factors in making that decision. All

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respondents said Holy Redeemer neither encourages nor discourages walking or biking. Fourteen respondents

said walking/biking was neither fun nor boring, with the remaining 10 stating it was either fun or very fun. All

but one respondent said walking/biking is either healthy or very healthy, with one stating it was neutral.

Comments Summary:

My child doesn't have the option to walk or ride bike to and from home due to distance but could to the

library, another school for activities, or grandma's. I find that the majority of people are inattentive to

children even in proximity to a school and often unwilling to stop at unattended intersections for young

children. (From experience)

People texting and driving is a BIG problem

Walking and biking is hard when you have a musical instrument. I feel there needs to be some days they

can stay at school to allow for students to walk/bike. Crossing Guards need to be more aware. They can't

just walk into the road ways they need to look as well. The guard that is currently at Lyon and Saratoga

has to big of an area to cover for one person.

I also worry about bullying, but that can happen on the bus as well.

If there was one thing I could change about my child's school transportation, it is the length of his ride

on the school bus. The child is on the bus for 1 hour and 15 minutes each way from school. They need to

improve their bus transportation more than the walking transportation. there are people available to help

kids out of school and they do a really good job of helping across roads.

My child is in kindergarten. He is too young to walk or ride bike anywhere without an adult or much

older child.

Student Tally Results

Student tallies were conducted by classroom teachers who asked students at the beginning and end of the

day what their mode of transportation was/would be. The full results of the tallies can be found in Appendix D.


Teachers in 23 classrooms at Park Side tallied an average of 461 trips to school during a week in

October 2016. On average, 0.5% of students walked in the morning and 2% in the afternoon. An average of

0.1% stated they are biking to school, though the afternoon percentages on those days were 0%. Taking the

school bus was the most frequently reported mode of transportation, unlike the parent survey results. In the

tallies, an average of 56% of students arrived by bus and 74% departed by bus. Family vehicles and carpools

accounted for a collective 44% in the morning and 25% in the afternoons. A small percentage of students (0.3%

and 0.2% in the morning and afternoon, respectively) took transit to school.

The highest percentage of walkers was on Thursday afternoon with 3% of students walking. Bus

ridership peaked on Tuesday afternoon with 77% of students and Wednesday morning had the highest number

of students taking a family vehicle on Wednesday morning at 46% -- this day also had the highest percent of

transit riders (0.4%). Thursday afternoon had the highest percent of carpoolers at 5%.

Weather seemed to have no significant effect on modes of transportation. It should be noted that in the

raw data, one teach may have listed one day as rainy while the rest listed it as overcast, thus skewing the “rainy

day” results.


An average of 303 daily trips to school were tallied in 15 West Side Elementary classrooms in October

2016. On an average morning, 6% of students walked, 9% biked, 44% rode a bus, 39% rode a family vehicle,

1% carpooled, 0.3% took transit, and 0.2% came another way. In the afternoons, the percent of walkers doubled

to 12% while bikers stayed constant at 9%. School bus ridership increased a bit to 47% while family vehicle

usage dropped to 29%. Carpooling stayed the same, though transit increased to 1% as did “other.” The increase

in walking and school bus usage in the afternoons can be linked to the decreased family vehicle usage.

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Walking followed this same pattern on a daily basis, reaching its peak on Thursday afternoon with 15%

of students walking. Biking stayed mostly constant except for a peak on Tuesday at around 11.5% of students

biking. School bus ridership did not vary much on a daily basis, staying between 43%-48% at each tally. Family

vehicle usage, however, ranged from 26%-42%. Carpooling was a constant 1% at every tally, while transit was

consistently 0.3% in the morning and 1% in the afternoons. There was no specific pattern to “other,” except that

it was logged only at either 0%, 0.3%, or 1% in each tally.

Weather seemed to have a negative effect on walking only, with those students likely switching to

family vehicle usage.


An average of 544 daily trips to school were tallied by teachers in 36 Middle School classrooms. On an

average morning, 10% of students walked and 10% biked. Just 34% rode a bus, while 41% rode a family

vehicle and 5% carpooled (giving a total of 46% in a personal vehicle of some sort). 0.1% reported taking

transit and “other” each. On the average afternoon 18% of students walked and biking stayed at 10%. 35% of

students took a school bus and family vehicles dropped to 32%. Carpooling, however, stayed at 5%, as did

transit stay at 0.1% and “other” rose to 0.4%.

The rates of walking peaked on Tuesday and Thursday afternoons at 19% of students while biking

stayed between 9-12% all week. Busing, too, had little change throughout ranging from 31% on Tuesday

morning to 38% on Thursday afternoon. Family vehicle ridership changed more throughout the week and even

within the span of one day, sometimes moving by 11% in one day. Its high was Wednesday morning at 42%.

Carpooling stayed between 4-5% all week and transit ranged from 0%-0.2%, while “other” ranged from 0%-

0.6%.

Overcast weather seems to lower the walking rate just one percent and raise the family vehicle rate a

similar amount, but the weather effect is likely insignificant given such small changes.

True Light Christian

An average of 81 daily trips to school were tallied at True Light across 7 classrooms in October 2016.

On average, 9% of students walked to school and 12% departed school on foot. 4% biked to school and 3% left

school by bike. 0.8% rode transit at dismissal and 1% marked “other” for dismissal. School buses accounted for

only about 0.8% of arrivals at school. Family vehicles were the most used form of transport at 81% of morning

trips and 70% of afternoon trips. Carpoolers made up another much smaller group at 6% in the morning and

13% in the afternoon. We can infer that the students not taking a family vehicle home switched their mode of

transport to walking and carpooling in the afternoon.

Walking was consistently higher in the afternoons, as was carpooling. Inversely, family vehicle usage

decreased in the afternoon – sometimes as much as 15%. Bicycling stayed low at no more than 5% at any given

time. School buses and transit never accounted for more than 1% of students at any given trip.

Overcast weather seemed to push walker turnout down a slight amount, though this might be due to a

few trips being mistakenly listed as “rainy” when all others were either sunny or overcast. Overall, the weather

seems to have made no significant change in transportation modes.


An average of 391 daily trips to school were tallied at Marshall High School across 23 classrooms. On

average, less than 1% of students are walking and biking daily. Between 27-33% of students take the school

bus. 54-55% of students are using a family vehicle while 11-13% carpool on average (also in a personal

vehicle). Transit was listed at 0.3% and “other” between 1-2%.

While there were consistently bicyclists throughout each day, they were a very low percentage of the

study body, ranging from 0.5% to 0.8%. The largest amount of students walking was on Thursday afternoon

when 1% of students walked. Family vehicle usage and carpooling in personal vehicles was the most popular

form of transport. Family vehicle usage never went below 53% during a school day and carpooling ranged from

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10%-13%. School bus usage varied more so throughout the say, with the largest drop between arrival and

dismissal being 8% on Tuesday.

Weather seemed to have no adverse effect on walking and biking, likely because there are so few

students already walking and biking.

MATEC

An average of 149 daily trips to school were tallied at MATEC across 9 classrooms. On average, 8.5%

of students walked, 5.5% biked, 12% rode a school bus or transit, and 73% rode either a family vehicle or

carpooled. The highest percentage of pedestrians was recorded on Tuesday afternoons with 14%, though the

low was 5% on Thursday mornings. Bicycling stayed fairly consistent throughout with a high of 8% on

Thursday afternoon and a low of 4% on Tuesday and Wednesday.

Weather seemed to have little effect on transportation patterns, though a decline in the number of

bicyclists was seen on rainy and overcast days.

Samuel Lutheran

An average of 115 daily trips to school were tallied at Samuel Lutheran across 6 classrooms in October

2016. Throughout the week, 0% of students walked and biked to school. By far the most common form of

transportation was family vehicle, with 84% in the mornings and 81% in the afternoons. School buses were the

next highest mode of transportation, though significantly less utilized at 7% in the morning and doubling to

14% in the afternoon. Carpooling stood at 9% in the morning and 5% in the afternoon. As the data shows, the

3% reduction in family vehicle use and 4% in carpooling explains the afternoon boost in school bus usage.

The rate of use of each mode of transportation varied significantly throughout the week. For example,

only 4% of students rode the school bus on Tuesday morning, but 12% rode is Wednesday morning. Similarly,

90% of students rode a family vehicle on Tuesday afternoon, but only 55% did so on Wednesday afternoon.

The weather seemed to have little effect on transportation choice.

Holy Redeemer

An average of 736 daily trips to school were tallied at Holy Redeemer across 19 classrooms in October

2016. Throughout the week, an average of 1% of students biked to and from school whereas about 5.5%

walked. School bus rates were on average 18% in the morning, jumping to 23% in the afternoons. Family

vehicle ridership came in at 72% in the mornings, with a decline to 64% in the afternoons. Carpooling made up

about 3% in the mornings and 4% in the afternoons while transit was reported at about 1% in the afternoons

only.

Walking rates stayed fairly consistent throughout the week, with a high of 7% on Tuesday afternoon and

a low of 4% on Thursday morning. There were bicyclists every day (with a low of 0.4% on Tuesday afternoon),

though the number never broke 2% of the student population (it’s highest on Wednesday). The number of

students taking the school bus and family vehicles were directly relational to each other. Every afternoon there

was an increase in students taking the bus and a decrease in those taking a family vehicle. Carpooling generally

increased in the afternoons, though that was not the case on Tuesday when it decreased a small amount.

While a smaller number of students walked on overcast days, the number of bicyclists increased. Thus,

the data does not suggest that weather patterns had a significant effect on walking and biking rates.

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Chapter IV: Strategies

As laid out in the vision statement, the goal of the Marshall SRTS team is to create a safe and connected

network of routes to and from all schools. This promotion of safety and physical activity serves as the overall

goal of the committee. Specifically, through Safe Routes to School, this is done through the 6 Es, mentioned

earlier. The “Strategies” section narrows this goal into focused strategies for reaching the overarching goal. Each

strategy is then further broken down into an action step – an easily manageable task that the team can complete

en route to achieving the large goals of the plan.

The identified strategies, and action steps were identified throughout the planning process as the team

discussed ideas and as input was gathered through parents, residents, and city officials. A qualitative approach

was used for gaining community input and quantitative data was used via student tally results – both of which

were used to identify goals and strategies.

The strategies and action steps listed below are meant to encompass all 6 Es. The planning team also rated

the priority of each strategy. Each goal was ranked, with number 1 being the highest-rated goal by the team. This

does not mean that the low-ranked goals are less important to implement, nor does it mean number 1 must be

implemented first, followed by number 2, and so on. Rather, the ranking is meant to focus time and funds as to

which issues are the most feasible and pressing to implement at the current time. Due to scarce resources, it may

be necessary to start with an action step that requires little or no money and engineering expertise. The work plan

in Chapter V lists rank by school. This is to ensure that some schools with consistently low-ranked strategies do

not get ignored by the team. The full scores and rankings can be found immediately following the work plan.

The Safe Routes to School Plan should be a living document, meaning that the team can update it as

needed – whether the changes are amendments or new strategy and action step additions. The malleability of this

document will allow for it to reflect the changing needs of the community and school as time goes on. Because

these are recommendations, the team might see the need to modify an action step during implementation.

Additional engineering work may need to take place before the team is able to fully implement other action steps.

The strategies and action steps below are organized by which school they fall primarily under. This is

useful for ensuring that the team uses a multifaceted approach to increasing walking and biking and ensuring

pedestrian and bicyclist safety.

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Strategy I: Increase walking to Park Side through curriculum and programming.

Action 1: Incorporate walking safety education into classrooms or physical education.

Action 2: Establish a “walking school bus” for students within ¼ mile of Park Side.

6Es: Education, Encouragement

(1) Walking and biking education can be easily incorporated into classrooms through existing curricula.

One example of these is the Walk! Bike! Fun! curriculum from the Bicycle Alliance of Minnesota. These sorts

of free and pre-written curriculum make it easy for physical education or classroom teachers to weave walking

and bicycling safety into their lesson plans. The Walk! Bike! Fun! curriculum specifically is separated into two

sections: “Walk Fun!,” for younger elementary students who are not able to bike safely alone followed by “Bike

Fun!” for older elementary students. In the walking curriculum, students learn about traffic, street crossing,

intersections, and visual barriers, among others. In the bicycling portion, students learn about helmet use, flat

tires, how to start and stop on a bicycle, riding on the road, and other topics. In both sections of the curriculum,

students are taken outside for walking and bicycling around town or in a designated area to practice the skills

they learned.

The teachers at Park Side Elementary already lead their own physical education classes, so this pre-

written and free curriculum is optimal for enhancing their existing lesson plans without burdening them with the

task of writing their own walking and biking education series.

(2) A walking school bus is a group of children walking to school with one or more adults. Similarly, a

bike train is where students bicycle along a pre-planned route and are accompanied by one or more adults.

Routes for both the walking school bus and bike train can originate in a particular neighborhood and the adult

volunteer will lead the group from neighborhood to neighborhood, picking up students along the way to school

at designated times. Though ideally held every day, these initiatives could be held on a less frequent, but

regular, schedule so that parents can rely on the bus or train picking up their students on certain dates and at the

same time.

Strategy II: Increase safety through enforcement initiatives.

Action 1: Work with the City of Marshall and law enforcement to ensure proper speeds near Park Side.

Action 2: Once walking to Park Side has increased, consider a crossing guard (at arrival/dismissal, or during

walking event days) at the intersections of:

Adobe Rd. & E Lyon St.

Bruce St. & E Lyon St.

6Es: Enforcement

(1) Team members and school staff mentioned that the age of students at Park Side coupled with the

normal speed limit of E Lyon St. creates an environment that is not pedestrian-friendly. Though there are school

crossing signs at E Lyon St. & Adobe Rd., this street could be made safer by enforcing speeds at this area.

Another suggestion from team discussions was the consideration of a school zone speed limit along E Lyon St.

This is detailed in Strategy XII.

The SRTS Team will need to work closely with the City of Marshall in order to identify a proper

solution(s) for this road to increase safety.

(2) Once other encouragement initiatives have taken place and pedestrian volumes warrant it, one way to

make crossing safer might be to place crossing guards at select intersections. The SRTS Team identified two

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during the planning process, which are the intersections of Adobe Ro. & E Lyon St. as well as Bruce St. & E

Lyon St.

Additionally, though sidewalks in the surrounding neighborhood were not specifically identified as

desirable solutions by the team, it should be noted that the City of Marshall will pay half the cost of sidewalk up

to a specified limit. If sidewalk infrastructure were to be recommended later, this would be integral to

completing such a project with the City of Marshall.

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Strategy III: Utilize incentives and education to increase walking and bicycling.

Action 1: Incorporate walking and bicycling safety education into classroom curriculum and classroom

incentives.

Action 2: Work with the YMCA Bike Rodeo to encourage follow-up in walking/biking to school.

6Es: Education, Encouragement

(1) As mentioned in Strategy I, walking and biking curriculum is often free for educators and easy to

incorporate into existing classroom or physical education. For grades 3-4 at West Side, a better fit for the

abilities and interests of many students might be bicycling, though walking can also be incorporated.

In addition to education, students in this age group might be better motivated through incentives. These

can include, but are not limited to: assemblies, skits, games, inter-classroom competitions, student mileage

tracking competitions, and others. Participatory events and challenges motivate students to take part through the

appeal of “winning.” Inexpensive or free rewards can include shoelaces, stickers, bike helmets, class parties, or

simply bragging rights.

Marshall Community Services currently has the supplies for an educational curriculum that was created

by Marshall residents and implemented in the past. These resources were very impactful and can be utilized

again when educating students.

(2) The Marshall YCMA currently conducts annual educational bike rodeos. While there is no need to

duplicate their efforts, the SRTS Team can work to ensure that the skills students learn during bike rodeos are

utilized in biking to school afterward. Whether it is encouraging their own students to attend the bike rodeo, or

implementing an in-classroom incentive immediately after the bike rodeo finishes, the efforts should be

designed to sustain high rates of bicycling. Often bike rodeos are held near the end of the school year or in the

summer. In this case, the SRTS Team can work with the YMCA to emphasize bicycling to school in their bike

rodeo curriculum or give another reminder of walking and biking to school when the time comes.

Strategy IV: Implement policy changes and enforcement to increase pedestrian and bicyclist safety at

West Side.

Action 1: Implement “Right Turn Only” policies to clear up congestion entering and exiting the parking

lot/loop.

Action 2: Educate parents on safe drop-off/pick-up procedures via handouts in students’ backpacks or emails or

in person.

Action 3: Work with MnDOT and the city to consider crosswalks, sidewalks, or other safety enhancements at

Legion Field Road & W College Drive or increase safety in traveling from Legion Field Road to West Side.

Action 4: Increase enforcement at problem intersections, specifically 4th St & Southview Dr.

6 Es: Education, Enforcement, Engineering

(1) Throughout the planning process parents, staff, and the planning team all stated that traffic

congestion in the West Side parking lot/parent drop-off loop poses a safety hazard to students. The walk audit

confirmed the congestion issues that exist there. Because students are crossing the path of traffic here, it is

important to address this congestion. The SRTS Team met with the City of Marshall’s engineering staff who

suggested placing signage to direct traffic in a “right in, right out” only fashion (illustrated in Figure 22). Doing

so creates fewer points of conflict in the traffic flow and reduces the likelihood of collisions. Because changing

this traffic flow concerns only the entrance and exit to the West Side parking lot, the signage can be placed

51

within the parking lot/school property without the express permission of the road authority. However, the SRTS

Team should work with the City of Marshall should any further traffic or engineering issues arise.

(2) Once new and safer drop-off/pick-up procedures have been implemented, it will be necessary to

educate parents on the new policies and procedures. This can be done in a number of ways, including

newsletters, handouts during drop-off, handouts students can take home, and/or extra enforcement during the

week of the initial change. Emphasizing student safety as the reason for this change will also assist in ensuring

parents are on-board with any new procedures.

(3) Parents responded to surveys mentioning that crossing MN Highway 19 at Legion Field Road is a

difficult area for students. A solution is essential to make walking and bicycling easier for students from the

adjoining northwest neighborhood of Marshall. If an infrastructure solution is desired, the SRTS Team must

work with MnDOT for the solution. However, some infrastructure already exists in the area that might make

walking and bicycling possible. A paved trail travels through the Legion Field park area and connects at its

south end to existing sidewalk (refer to the sidewalk map in Figure 8). Though there is a short gap between the

Legion Field Road sidewalk and the paved trail, there is a paved parking lot in the area. The SRTS Team can

work with the City of Marshall to install a sidewalk on the north side of MN-19 to make an uninterrupted

connection from Legion Field Road to West Side Elementary.

(4) 4th St. & Southview Dr. was identified as a problem intersection and is also an area where sidewalks

are already built, meaning students already use this path to West Side, which is directly north of the

intersection. The SRTS Team can work with law enforcement to ensure this intersection is safe and all traffic

safety laws are heeded there.

53

Strategy V: Work within the Middle School to increase walking and bicycling safety and frequency.

Action 1: Incorporate bike safety education into classroom/physical education curriculum.

Action 2: Create an incentive program for students to walk/bike to school.

Action 3: Increase traffic enforcement capacity among Marshall Middle School staff.

6 Es: Education, Encouragement, Enforcement

(1) Considering the amount of bikes already at Marshall Middle School, a biking curriculum would be a

better fit for the abilities and interests of grades 5-8. Curricula, as mentioned in previous strategies, could be

easily incorporated into physical education classes at Marshall Middle.

(2) In addition to education, students in this age group might be better motivated through in-classroom

incentives such as inter-classroom competitions, student mileage tracking competitions, and others. Though not

necessary, low-cost or free rewards such as shoelaces, stickers, bike helmets, or class parties can be utilized as

further incentives.

(3) The SRTS Team suggested that the school staff present during drop-off and pick-up could be better-

equipped to direct traffic and deal with situations than they currently are. The SRTS Team should work with

Marshall Middle School to ensure that the drop-off/pick-up duty staff are well-trained to do their jobs and are

completing them to the fullest extent.

Strategy VI: Increase safety for all users through enforcement and engineering.

Action 1: Enforce crossing guard stops

Action 2: Consider adding crossing guards at issue areas such as:

Saratoga St. & Southview Dr.

Saratoga St. & Robert St.

Action 3: Enforce the “No Turn” signage in the parking lot and proper usage of the bike lane in the lot.

Action 4: Work with the City of Marshall to create a solution for the intersection of C Street & Saratoga St.

6 Es: Enforcement, Engineering

(1) One of the most-cited issues facing Marshall Middle School – including by the crossing guards

themselves – was that traffic does not stop for crossing guards. Often neither parents nor buses, according to the

crossing guards, will heed their signs. The SRTS Team should work with all stakeholders (transportation staff,

crossing guards, parents) to educate them in various ways about heeding the crossing guards. Whether that is

extra enforcement during drop-off/pick-up, a joint meeting with transportation staff and crossing guards, or

another strategy, the team will need to address the concerns of all road users in order to create a safe

environment for pedestrians and bicyclists.

(2) Another concern brought up by the crossing guards was the need for an additional crossing guard at

Saratoga St. & Robert St. There is a school crossing sign here, a painted crosswalk, and students were seen

crossing here. The crossing guard at Saratoga St. & C Street indicated that he does his best to go back and forth

between the crossings when needed, but they are too far apart with too many students crossing to keep up. An

additional problem area identified during the planning process was Saratoga St. & Southview Dr. If resources

allow and conditions moving forward justify it, the SRTS Team can work with the Middle School to consider

adding a crossing guard here.

(3) Congestion in the parent drop-off loop at Marshall Middle was another highly-cited issue. There is

already signage to direct traffic, but as one parent stated it is rarely followed:

54

Last year you put up a sign below the stop sign that says No Left Turn during the hours of 7:30-

8:30am and 3:00-4:00pm (or something like that). I am assuming this was done to help the flow

of traffic. I completely agree. Unfortunately many parents either can't read or choose to ignore

the sign. Every day at both drop off and pick up I am stuck behind someone turning the wrong

direction during the designated times.

As detailed in Strategy V, extra enforcement by the drop-off/pick-up staff may remedy this issue. If that is not

sufficient, law enforcement could provide extra enforcement for a limited period.

(4) The intersection of C Street & Saratoga St. was cited as a problem area through the planning process.

The team had referenced that all issues along Saratoga Street were alleviated when there was construction along

the road and a three-way stop was implemented at Saratoga St. & C Street. The SRTS Team met with the City

of Marshall Engineering Department to discuss solutions. Per their suggestions, the SRTS Team can work with

the City of Marshall to perform an engineering study to determine if the intersection meets recommended

warrants for installation of multi-way stop control. The engineering study may address site geometrics, traffic

volumes, pedestrian/bicycle volumes, and crash history.

55

Strategy VII: Increase walking and biking safety education as well as encouragement initiatives all within

True Light classrooms.

Action 1: Implement a walking/biking curriculum component of classroom/physical education classes.

Action 2: Incorporate incentives in and outside of the classroom for walking/biking to school or other active

lifestyle choices.

6 Es: Education, Encouragement

(1) In order to increase the capacity of students to walk and bike safely to True Light, walking/biking

safety curriculum can be introduced in classrooms or physical education classes. As referenced in previous

strategies, one example of these is the Walk! Bike! Fun! curriculum from the Bicycle Alliance of Minnesota.

Walking curriculum is usually for younger elementary students who are not able to bike safely alone followed

by biking education which is usually for older elementary students. In the walking curriculum, students learn

about traffic, street crossing, intersections, and visual barriers, among others. In the bicycling portion, students

learn about helmet use, flat tires, how to start and stop on a bicycle, riding on the road, and other topics. In both

sections of the curriculum, students are taken outside for walking and bicycling around town or in a designated

area to practice the skills they learned.

Because True Light houses Preschool through 8th grades, many grade levels can benefit from such a

curriculum.

(2) As evidenced in the student tallies, between 9%-12% of students (about 7-10 individuals) are

walking to school and between 3%-4% are bicycling (about 2-3 individuals). Thus, between 9-13 students are

already choosing active transportation, whereas the total number of students at True Light who live within

Marshall is 41. True Light has a good number of students walking and biking, but depending on the age levels,

it could be higher. One way to increase walking would be to encourage parents to conduct a remote drop-off

near True Light, but still far enough to give students the opportunity to walk at least a short distance – possibly

chaperoned and reserved for certain days.

Other options could be in-classroom incentives which might include inter-classroom competitions,

student mileage tracking competitions, and others. Rewards for participating and/or winning students and

classrooms might include shoelaces, stickers, bike helmets, or class parties. True Light classrooms could also

consider assemblies, skits, and games, which are less competitive, yet still encouraging.

Strategy VIII: Increase pedestrian and bicyclist safety in the area surrounding True Light.

Action 1: Establish a crossing guard at the crosswalk on E College Dr. & Whitney St.

Action 2: Work with the City of Marshall & MnDOT to create a solution to calm traffic and enhance the

crossing at E College Drive & Whitney Street.

Action 3: Improve lighting in the neighborhoods north of True Light (Hill, Boxelder, Minnesota, & Elm Streets

areas)


(1+2) The most-cited issue facing True Light by parents, staff, and the team was the absence of a

crossing guard at E College Drive/MN Highway 19 & Whitney Street. This area of E College Drive sustains

about 10,200 vehicles per day, making it the most frequently traveled stretch of roadway in the entire City of

Marshall.

The SRTS Team discussed that previously this intersection had a stop light as well as a crossing guard,

but both were removed per the decision of the road authority. The SRTS Team met with MnDOT during the

56

planning process, and MnDOT suggested that this intersection would be eligible for a crossing guard once

again. Though crossing guards cannot technically stop traffic along a state highway, they can assist students to

find a safe time to cross. True Light and the SRTS Team should work with MnDOT to approve a crossing guard

at this intersection.

This intersection might be a good candidate for a rectangular rapid flashing beacon or another warning

device. True Light can work with the City of Marshall and MnDOT to request one when appropriate for this

intersection.

Furthermore, E College Drive/MN Highway 19 is due to be addressed by MnDOT in 2025. True Light

should be involved in the planning process and can work with MnDOT and the City of Marshall to identify and

coordinate the best long-term solution.

(3) The neighborhood directly north of True Light was identified as an area in need of improved

lighting. While these enhancements are nearest to True Light, they would benefit students of many schools. The

SRTS Team can work with the City of Marshall to find a solution to address this issue.

57

Strategy IX: Utilize age-appropriate education and encouragement to increase biking knowledge and

active transportation rates at Marshall High.

Action 1: Incorporate bicycle repair into an existing industrial arts elective or as an outside class.

Action 2: Incorporate incentives for students to walk/bike to Marshall High (coupons, rewards, etc.).

6 Es: Education, Encouragement

(1) Learning bike repair skills encourages students and families to bicycle to school and empowers

students to take charge of their own transportation. A bicycle mechanics/repair training can be made available

to students as a one-time basics lesson or as a multi-session course. This training can be offered after school or

on weekends, and can be combined with an earn-a-bike program where students can own the bicycle they

repair. The SRTS Team can work with the local police department to find repossessed bicycles that students can

repair and earn once they have repaired it.

(2) Incentives are effective ways to encourage students to walk and bike to school. One potential

strategy to encourage high school-age students to walk and bike would be utilizing a punch-card or coupon

system to encourage walking and biking. For every time a student walks to school, they could receive a punch

in their punch card. Once they receive a certain amount, they can be eligible for a free or discounted item from

the school concessions, vending machine, a la carte menu, or a local business.

Strategy X: Create a pedestrian- and bicycle-friendly atmosphere around Marshall High School.

Action 1: Implement an idling campaign.

Action 2: Increase traffic enforcement during arrival and dismissal.

Action 3: Paint a crosswalk at the school crossing on Tiger Drive and connect it to the sidewalk network.

Action 4: Work with MnDOT to calm speeds at MN-23 and MN-19.


(1) Car exhaust not only pollutes, it also disproportionately affects the health of exposed youth. An anti-

idling campaign debunks myths about idling your car and encourages drivers to “spare the air” by turning off

their engines when waiting for student dismissal. The campaign can include street signs, a marketing campaign

led by students, and informational materials for parents. Materials may be produced in school, but the campaign

will likely take place during pick-up/drop-off or outside the school. Depending on the success of this project,

the SRTS Team may want to replicate it at other schools.

(2) During the parent survey, some parents stated that traffic around Marshall High School is an issue.

For example:

My main complaint with traffic safety at the high school is the speed and chaos during the 5-10

minutes right before and after school. I would like to see traffic police patrolling (even directing)

traffic during these heavy traffic times.

The SRTS Team can work with law enforcement to strategically address these issues and calm traffic.

(3) There are school crossing signs along Tiger Drive, however not all have painted crosswalks and are

not all connected to the sidewalk network. To increase connectivity, these can be addressed by the SRTS Team

and Marshall High School.

(4) Currently there is a speed sign along MN Highway 23 that flashes during school hours. The High

School has also encouraged students to take right turns into the high school only in order to improve traffic

flow. A safety assessment was conducted by MnDOT at the intersection of MN-23 and MN-19. Some

pedestrian/bicycle improvements were identified in the assessment including pedestrian islands. There is a

58

proposed roundabout at Tiger Drive & MN Highway 23. Another solution that might make traffic safer is

adding signage to alert drivers that they are in an acceleration lane when they turn west onto MN-19 out of the

southbound lane of Tiger Drive.

While speeds were identified as an issue at MN-19 and MN-23, the team can continue to work with

MnDOT to implement their proposed solutions and educate the community about them.

59

Strategy XI: Enforce parking lot regulations at MATEC

Action 1: Increase enforcement of the regulations during clement weather as well as educate student at the

beginning of each quarter when new students attend.

Action 2: Ensure all lines are properly painted in the MATEC parking lot along with posted lot regulations.

6 Es: Education, Enforcement

(1) The SRTS Team discussed that education and enforcement of regulations for the MATEC parking

lot is needed. While the team should strive to educate new students who are unaware of regulations, it may be

necessary to better enforce these regulations through better morning enforcement by staff. If that extra

enforcement by staff does not remedy the issue, law enforcement can be present for a short period of time to

better enforce the regulations.

(2) During the arrival and dismissal observations, MATEC staff members noted that the lines are

incorrectly painted or too faded to see in the MATEC parking lot. Additionally, the drop-off loop policies are

not clear. Ensuring that both the lines are clear and the policy stated are integral to ensuring a safe environment

for all users.

60

Strategy XII: Adopt city-wide policies and campaigns intended to educated and increase walkability and

bikeability.

Action 1: Educate the public about distracted driving.

Action 2: Adopt subdivision regulations that make Marshall eligible for MN Safe Routes to School

infrastructure funds if and when they are available.

Action 3: Establish school zone speed limits for all schools in Marshall.

Action 4: Educate the public about proper usage of bike lanes.

6 Es: Education, Enforcement

(1) Distracted driving jeopardizes the safety of those students who walk and bike to school. With a

record high number of pedestrian fatalities in Minnesota in 2016 – a rising number of which are caused by

distracted drivers1 – it is important to conduct community-wide campaigns against distracted driving. The

parent survey results indicated that distracted driving remains an issue in Marshall. Thus, the SRTS Team can

work to address this safety hazard with the appropriate stakeholders.

(2) The Minnesota Department of Transportation has introduced new subdivision regulation

requirements in order to be eligible for Safe Routes to School state funds. According to Minnesota Statute

174.40, subd. 4a, “A statutory or home rule charter city, county, or town is eligible to receive funding under this

section only if it has adopted regulations that require safe routes to school infrastructure in developments

authorized on or after June 1, 2016.” Since there is no singular definition of “safe routes to school

infrastructure,” this can be considered improvements for non-motorized modes of transportation. A copy of the

eligibility changes and a sample subdivision regulation from the City of Rushford, Minnesota can be found in

Appendix E of this plan.

While these funds are not available every year, this policy change can open funding doors in the future if

and when funding does become available. It also ensures that the City of Marshall considers pedestrians,

bicyclists, and other modes of active transportation as it continues to develop in the future.

(3) Based on the results of data gathering and surveys as well as through conversations with the City of

Marshall’s Engineering Department, the team identified school zone speed limits for all schools in Marshall as a

priority project. This will alert drivers to the locations of schools and the importance of heeding to student

pedestrians and bicyclists. The schools can work with the City of Marshall, Lyon County, and MnDOT where

appropriate to identify the correct geographic placement of the speed limits as well as the allowable speed

limits.

(4) Many parents and team members were concerned about the usage of bike lanes in Marshall and

motorists background knowledge on how to properly obey traffic rules related to the bike lanes. The SRTS team

in partnership with applicable stakeholders can undertake a community education and awareness effort to

educate the public on proper bike lane usage.

Strategy XIII: Use data to inform SRTS decisions and program effectiveness.

Action 1: Continue to conduct annual student travel tallies.

Action 2: Evaluate the effectiveness of each action step once it has been implemented.

6 Es: Evaluation

(1) During the planning process, student tallies were conducted to collect base line data for how many

students are walking and biking at all schools (the full results of these tallies can be found in Appendix D). It is

important to continue conducting regular student tallies in order to gauge how the percentage of walkers and

1 http://www.startribune.com/minnesota-pedestrian-deaths-reached-25-year-high-in-2016/409605585/

http://www.startribune.com/minnesota-pedestrian-deaths-reached-25-year-high-in-2016/409605585/

61

bicyclists is changing throughout time. With this annually updated data, the SRTS Team can further illustrate

the success of their efforts, or will be able to see if further work is still needed.

Conducting these tallies at the same or similar times each year is optimal. For example, Marshall’s

tallies for this process were conducted during October 2016. Conducting them in the late spring or early autumn

will likely give similar results, whereas conducting them too close to cold winter weather will likely give lower

average results of walking and biking.

(2) Each time the SRTS Team implements one of their strategies, they should assess to what extent the

strategy was successful. This will allow the team to evaluate the ways they could more efficiently and

effectively increase walking, bicycling, and safety. Additionally, the team can consider doing demonstration

projects before fully implementing a strategy or action step. This will allow them to evaluate the potential

effectiveness before investing extensive resources in implementing the strategy.

Strategy XIV: Ensure all students in Marshall are considered when making decisions about pedestrian,

bicycle, and other active transportation infrastructure and policies.

Action 1: Ensure future school construction takes walking and biking into consideration.

Action 2: Give specific consideration to students who have extra barriers to walking and biking to school.

6 Es: Engineering, Equity

(1) Marshall has recently considered relocating and building new school buildings in order to

accommodate a growing student population. If and when these plans come to fruition, it is imperative that the

SRTS Team advocate for the inclusion of pedestrian and bicycling accessibility to these new buildings. The

priority of walking and bicycling would ideally be evident in the design of any parking lots and loops that are

constructed as well as sidewalk and bike lane connections.

(2) When equity is mentioned in the context of Safe Routes to School, it is meant to give specific

consideration to those populations that may encounter more barriers to accessing a safe route to school than

other students face. Equity is not necessarily a single action, but rather a lens to view Safe Routes to School

through. It should be woven in throughout the Safe Routes to School planning and implementation processes.

Marshall has many areas that are home to students facing larger barriers than others in walking and

bicycling to school. One example of equity that Marshall has done an exemplary job on is constructing a

pedestrian bridge along Saratoga Street above MN Highway 23. While not every equitable action need be as

expensive as that project, the idea behind it is to create an equitable opportunity for the students in that isolated

neighborhood.

Whether it is crossing MN Highway 19, MN Highway 23, MN Highway 59, or the railroad tracks, or

whether it is living in a neighborhood with no sidewalks or bike lane connections, these areas of the city and the

students who live within them should be given particular consideration when making decisions about how to

create and maintain safe routes to school in Marshall.

62

Chapter V: Plan Maintenance

Committee Formation

At the conclusion of the planning process, the planning team will move into the implementation phase.

An integral part of this phase is forming a Safe Routes to School Committee who will be responsible for

implementation of the plan as well as tracking the progress that is made. Because it might prove to be inefficient

for the entire team to work on one action step at a time, the committee can try forming subcommittees in which

members are responsible for implementing certain goals. The committee should meet regularly on a schedule

that is acceptable to the members.

The committee should ensure that evaluation measures are put in place. These evaluation measures are

laid out in Strategy XIII. They include checking annually what action steps have been completed, what

improvements have been made, updating the plan if necessary, replacing any members who have left their

positions, and assessing if the committee is on track to meet its goals.

Updating the Plan

If and when the committee feels the time has come to update the plan, they can do so via the editable

format of this document. Scenarios under which the plan might need to be updated are if a new strategy has

been agreed upon, a school is built, another school would like to join in these efforts, a new travel tally has been

conducted, or a similar large development.

In the event a new strategy needs to be added to the plan, the committee should update the Strategies

section along with any applicable existing conditions that are relevant or that may have changed. If a school is

relocated or another school in the district joins the SRTS efforts, then the team may want to replicate the

planning process for that school, including surveys, tallies, walk audits, issue assessments, and any mapping

necessary followed by drafting strategies and action steps. This data can be inserted into the correct sections of

the plan.

When new travel tallies are conducted, the team can use the new data to create visuals of how walking

and bicycling have changed over time in Marshall. This data could be inserted into the existing conditions

section, or added as an appendix to the plan.

Work Plan

On the following pages of this section are the work plan for the Marshall SRTS strategies and action

steps. This is meant to be a more visual layout of all the action steps so that the committee can better track

implementation progress. The work plan can and should be updated as progress is made. All action steps have

had their ranking by school indicated as well as which of the 6 Es they fall under. The purpose of ranking by

school is so that the team does not ignore some schools whose strategies were all ranked low, while focusing all

their energy on one school whose strategies were ranked highly. Some action steps were not ranked due to their

addition or amendment during the team’s finalization process. The full rankings for all actions and by school

can be found in the table immediately following the work plan.

63

Strategy I: Increase

walking to Park Side

through curriculum

and programming.

Action 1: Incorporate

walking safety

education into

classrooms or

physical education.

3

Education

[Short-term]

Action 2: Establish a

“walking school bus”

for students within ¼

mile of Park Side.

4

Encouragement

[Short-term]

Strategy II: Increase

safety around Park

Side through

enforcement

initiatives.

Action 1: Work with

the City of Marshall

and law enforcement

to ensure proper

speeds near Park Side.

1

Enforcement

Engineering

[Short-term]

Action 2: Once

walking to Park Side

has increased,

consider a crossing

guard (at

arrival/dismissal, or

during walking event

days) at the

intersections of:

• Adobe Rd. & E

Lyon St.

• Bruce St. & E Lyon

St.

2

Enforcement

[Long-term]

64

Strategy III: Utilize

incentives and

education to increase

walking and

bicycling to West

Side.


walking and bicycling

safety education into

classroom curriculum

and classroom

incentives.

3

Education

[Short-term]

Action 2: Work with

the YMCA Bike

Rodeo to encourage

follow-up in

walking/biking to

school.

2

Education

Encouragement

[Short-term]

Strategy IV:

Implement policy

changes and

enforcement to

increase pedestrian

and bicyclist safety

at West Side.

Action 1: Implement

“Right Turn Only”

policies to clear up

congestion entering

and exiting the

parking lot/loop.

1

Engineering

Enforcement

[Short-term]

Action 2: Educate

parents on safe drop-

off/pick-up

procedures via

handouts in students’

backpacks or emails

or in person.

5

Education

Enforcement

[Short-term]

Action 3: Work with

MnDOT and the city

to consider

crosswalks, sidewalks,

or other safety

enhancements at

4

Engineering

[Medium-term]

65

Legion Field Road &

W College Drive or

increase safety in

traveling from Legion

Field Road to West

Side.

Action 4: Increase

enforcement at

problem intersections,

specifically 4th St &

Southview Dr.

6

Enforcement

[Short-term]

Strategy V: Work

within the Middle

School to increase

walking and

bicycling safety and

frequency.


bike safety education

into

classroom/physical

education curriculum.

1

Education

[Short-term]

Action 2: Create an

incentive program for

students to walk/bike

to school.

5

Encouragement

[Short-term]

Action 3: Increase

traffic enforcement

capacity among

Marshall Middle

School staff.

Enforcement

[Medium-term]

Strategy VI:

Increase safety for

all users at Marshall

Middle School

Action 1: Enforce

crossing guard stops.

3

Enforcement

[Short-term]

Action 2: Consider

adding crossing

3

Enforcement

[Short-term]

66

through enforcement

and engineering.

guards at issue areas

such as:

• Saratoga St. &

Southview Dr.

• Saratoga St. &

Robert St.

Action 3: Enforce the

“No Turn” signage in

the parking lot and

proper usage of the

bike lane in the lot.

4

Enforcement

[Short-term]

Action 4: Work with


to create a solution for

the intersection of C

Street & Saratoga St.

2

Enforcement

Engineering

[Medium-term]

Strategy VII:

Increase walking and

biking safety

education as well as

encouragement

initiatives all within

True Light

classrooms.

Action 1: Implement a

walking/biking

curriculum component

of classroom/physical

education classes.

1

Education

[Short-term]


incentives in and

outside of the

classroom for

walking/biking to

school or other active

lifestyle choices.

4

Encouragement

[Short-term]

Strategy VIII:

Increase pedestrian

Action 1: Establish a

crossing guard at the

3

Enforcement

[Short-term]

67

and bicyclist safety

in the area

surrounding True

Light.

crosswalk on E

College Dr. &

Whitney St.

Action 2: Work with


& MnDOT to create a

solution to calm

traffic and enhance

the crossing at E

College Drive &

Whitney Street.

3

Engineering

[Medium-term]

Action 3: Improve

lighting in the

neighborhoods north

of True Light (Hill,

Boxelder, Minnesota,

& Elm Streets areas).

2

Engineering

[Medium-term]

Strategy IX: Utilize

age-appropriate

education and

encouragement to

increase biking

knowledge and

active transportation

rates at Marshall

High.


bicycle repair into an

existing industrial arts

elective or as an

outside class.

5

Education

[Medium-term]


incentives for students

to walk/bike to

Marshall High

(coupons, rewards,

etc.).

2

Encouragement

[Short-term]

Strategy X: Create a

pedestrian- and

Action 1: Implement

an idling campaign.

4

Education

[Short-term]

68

bicycle-friendly

atmosphere around

Marshall High

School.

Enforcement

Action 2: Increase

traffic enforcement

during arrival and

dismissal.

1

Enforcement

[Short-term]

Action 3: Paint a

crosswalk at the

school crossing on

Tiger Drive and

connect it to the

sidewalk network.

Engineering

[Short-term]

Action 4: Work with

MnDOT to calm

speeds at MN-23 and

MN-19.

3

Enforcement

Engineering

[Long-term]

Strategy XI: Enforce

parking lot

regulations at

MATEC

Action 1: Increase

enforcement of the

regulations during

clement weather as

well as educate

students at the

beginning of each

quarter when new

students attend.

Enforcement

[Short-term]

Action 2: Ensure all

lines are properly

painted in the

MATEC parking lot

along with posted lot

regulations.

Engineering

Enforcement

[Medium-term]

69

Strategy XII: Adopt

city-wide policies

and campaigns

intended to educated

and increase

walkability and

bikeability.

.

Action 1: Educate the

public about

distracted driving.

1

Enforcement

[Medium-term]

Action 2: Adopt

subdivision

regulations that make

Marshall eligible for

MN Safe Routes to

School infrastructure

funds if and when

they are available.

2

Enforcement

[Medium-term]

Action 3: Establish

school zone speed

limits for all schools

in Marshall.

Engineering

Enforcement

[Medium-term]

Action 4: Educate the

public about proper

usage of bike lanes.

3

Education

[Medium-term]

Strategy XIII: Use

data to inform SRTS

decisions and

program

effectiveness.

Action 1: Continue to

conduct annual

student travel tallies.

2

Evaluation

[Long-term]

Action 2: Evaluate the

effectiveness of each

action step once it has

been implemented.

2

Evaluation

[Long-term]

Strategy XIV:

Ensure all students

in Marshall are

Action 1: Ensure

future school

construction takes

Engineering

[Long-term]

70

considered when

making decisions

about pedestrian,

bicycle, and other

active transportation

infrastructure and

policies.

walking and biking

into consideration.

Action 2: Give

specific consideration

to students who have

extra barriers to

walking and biking to

school.

Equity

[Long-term]

71

Year 1 Year 2 Year 3 Year 4 Year 5 Ongoing

1

Incorporate walking safety education into classrooms or physical

education.Education

2

Establish a “walking school bus” for students within ¼ mile of Park Side. Encouragement

3

Work with the City of Marshall and law enforcement to ensure proper

speeds near Park Side.

Enforcement,

Engineering

4

Once walking to Park Side has increased, consider a crossing guard (at

arrival/dismissal, or during walking event days) at the intersections of:

Adobe Rd. & E Lyon St. & Bruce St. & E Lyon St.

Enforcement

5

Incorporate walking and bicycling safety education into classroom

curriculum and classroom incentives.Education

6

Work with the YMCA Bike Rodeo to encourage follow-up in walking/biking

to school.

Education,

Encouragement

7

Implement “Right Turn Only” policies to clear up congestion entering and

exiting the parking lot/loop.

Engineering,

Enforcement

8

Educate parents on safe drop-off/pick-up procedures via handouts in

students’ backpacks or emails or in person.

Education,

Enforcement

9

Work with MnDOT and the city to consider crosswalks, sidewalks, or other

safety enhancements at Legion Field Road & W College Drive or increase

safety in traveling from Legion Field Road to West Side.

Engineering

10

Increase enforcement at problem intersections, specifically 4th St &

Southview Dr.Enforcement

11

Incorporate bike safety education into classroom/physical education

curriculum.Education

12

Create an incentive program for students to walk/bike to school. Encouragement

13

Increase traffic enforcement capacity among Marshall M iddle School staff. Enforcement

14

Enforce crossing guard stops. Enforcement

15

Consider adding crossing guards at issue areas such as: Saratoga St. &

Southview Dr. & Saratoga St. & Robert St.Enforcement

16

Enforce the “No Turn” signage in the parking lot and proper usage of the

bike lane in the lot.Enforcement

17

Work with the City of Marshall to create a solution for the intersection of

C Street & Saratoga St.

Enforcement,

Engineering

18

Implement a walking/biking curriculum component of classroom/physical

education classes.Education

Marshall SRTS Implementation Timeline

Project EEstimated Project Timeline

72

19

Incorporate incentives in and outside of the classroom for walking/biking

to school or other active lifestyle choices.Encouragement

20

Establish a crossing guard at the crosswalk on E College Dr. & Whitney St. Enforcement

21

Work with the City of Marshall & MnDOT to create a solution to calm

traffic and enhance the crossing at E College Drive & Whitney Street.Engineering

22

Improve lighting in the neighborhoods north of True Light (Hill, Boxelder,

M innesota, & Elm Streets areas).Engineering

23

Incorporate bicycle repair into an existing industrial arts elective or as an

outside class.Education

24

Incorporate incentives for students to walk/bike to Marshall High

(coupons, rewards, etc.).Encouragement

25

Implement an idling campaign.Education,

Enforcement

26

Increase traffic enforcement during arrival and dismissal. Enforcement

27

Paint a crosswalk at the school crossing on Tiger Drive and connect it to

the sidewalk network.Engineering

28

Work with MnDOT to calm speeds at MN-23 and MN-19.Enforcement,

Engineering

29

Increase enforcement of the regulations during clement weather as well as

educate students at the beginning of each quarter when new students

attend.

Enforcement

30

Ensure all lines are properly painted in the MATEC parking lot along with

posted lot regulations.

Enforcement,

Engineering

31

Educate the public about distracted driving.Education,

Enforcement

32

Adopt subdivision regulations that make Marshall eligible for MN Safe

Routes to School infrastructure funds if and when they are available.

Engineering,

Enforcement

33

Establish school zone speed limits for all schools in Marshall. Enforcement

34

Educate the public about proper usage of bike lanes. Enforcement

35

Continue to conduct annual student travel tallies.Engineering,

Enforcement

36

Evaluate the effectiveness of each action step once it has been

implemented.Evaluation

37

Ensure future school construction takes walking and biking into

consideration.Engineering

38

Give specific consideration to students who have extra barriers to walking

and biking to school.Equity

73

School Action Score Rank

(All)

Rank by

School

DW Distracted Driving 1.56 1 1

WS Drop Off Loop Eng. 1.82 2 1

WS Bike Rodeo 2 3 2

TL Classroom Ed 2.15 4 1

PS School Zone 2.2 5 1

WS Classroom Ed 2.2 5 3

DW Subdivision Regs 2.24 6 2

DW Evaluation 2.24 6 2

MH Traffic Safety 2.41 7 1

DW Bike Lane Use 2.5 8 3

MM Classroom Ed 2.5 8 1

WS Crosswalk Legion/College 2.5 8 4

MM C/Saratoga 2.56 9 2

MM Crossing Guard

Enforcement

2.59 10 3

WS Parent Ed 2.59 10 5

PS Crossing Guards 2.6 11 2

WS Enforcement Intersection 2.65 12 6

TL Lighting 2.77 13 2

PS Classroom Ed 2.8 14 3

MH Incentives 2.81 15 2

MM Signage Enforcement 2.87 16 4

MM Lot Bike Lane Use 2.87 16 4

PS Walking School Bus 2.87 16 4

TL Crossing Guard 2.92 17 3

TL Traffic Calming on 19 2.92 17 3

MH Speeds 23/19 2.93 18 3

MM Incentive Program 3.06 19 5

MH Idling Campaign 3.12 20 4

MH Bike Repair 3.13 21 5

TL Incentive Program 3.15 22 4

All scores and rankings from the goals prioritization survey (1.00 is

the highest score possible while 5.00 is the lowest possible). Column

4 indicates the rank compared to all action steps while column 5

indicates each action’s rank at each school.

School Key:

PS = Park Side

WS = West Side

MM = Marshall Middle

TL = True Light Christian

MH = Marshall High

DW = District-Wide Strategy

74

Chapter VI: Conclusion

The Marshall Safe Routes to School Plan, with a robust process of public engagement and data

gathering, will be an indispensable tool in increasing both the number of students who walk and bike to all

Marshall schools as well as increasing safety in the City of Marshall.

When making land use decisions and investments for the future, it is imperative that the SRTS Team,

each school, and the City of Marshall consider more than just the cost of construction. There are costs

associated with the inactivity that comes with an environment unsuitable for pedestrians and bicyclists.

Decision makers should ask themselves the following questions when considering future plans:

How will my decision affect health?

How will my decision impact connectivity for pedestrians and bicyclists?

Will my decision make the community more or less inviting to pedestrians and bicyclists?

Were all roadway users considered when making this decision?

Is there any way to make this development encourage physical activity?

In order to make implementation easier, a funding resources section to this plan has been added in

Appendix F. Though not exhaustive, this section can be used as a starting point for exploring various funding

sources for SRTS infrastructure and programming.

75

Chapter VII: Appendices

The following appendices to this plan have been included for the purposes of providing detailed

information and resources to the team. All appendices are referenced in the body of this plan where applicable.

Appendix A: Walk Audit Notes and Map

Appendix B: WikiMap Input

Appendix C: Parent Survey Results

Appendix D: Student Tally Results

Appendix E: State SRTS Funds Subdivision Regulations and Sample Resolution

Appendix F: Funding Resources

76

Park Side

Arrival (10/11/2016, 7:45 AM – 8:10 AM, 50 degrees, calm/no wind)

Walkers/Bikers

No bikers

No walkers

3 families parked along the street and walked into the school with their students.

Bus System

No buses in the back of the school

Dedicated bus lane separate from parent drop lanes

No public transit

Car Loop/Lot

Students dropped at the sidewalk in the drop off lane

If parent is in the lot they will walk their student to the curb

All students were dropped off by the sidewalk next to the school. Most were met by our greeters.

Cones are placed along the curb of the parking lot and sidewalk

Crossing Guards/Patrols

No crossing guards

Morning greeters in the front and back to help students out of cars, hold doors, and keep traffic moving

We had a total of 4 morning greeters.

Bike Racks

Available but not used

None in the back of the school

Pedestrian Paths

Sidewalks

The only paths that are on the school grounds from the sidewalk to the playground.

Sidewalks

Sidewalk goes around the parking area and connects with the city sidewalk.

Bike Routes

There are bike lanes along Lyon Street

Streets

Lyon Street (in front of building) is busy

Prospect Street runs behind the back of the school

Intersections

No intersections or crosswalks on Prospect

Painted crosswalk at Lyon Street & Adobe Road

77

Traffic

No issues – fairly smooth process

Very few cars except people dropping off students

Community Infrastructure (Around School Zone)

Park across the street

Back of the school is a neighborhood setting

Dismissal

▬▬▬

West Side

Arrival (10/11/2016, 7:45 AM-8:10 AM)

Walkers/Bikers

Have to go through the parking lot

Sidewalks do not connect

Bike racks are on a hill and in front of/next to parked cars

Bus System

Cars need to go around buses when they drop off kids

Buses block the flow of traffic

Cars block walkers

Have to move cars

Car Loop/Lot

Parking lot combined with parent drop-off

Cars bottom out when they turn in

Parents have to wait to come in due to buses


At most of the corners

Bike Rack

At the back of the parking lot

Dismissal (None)

Other Observations

Buses block the traffic along 4th Street

Bus stops at daycare and backs up the traffic

[See map for more observations.]

▬▬▬

78

Marshall Middle

Back of the School

Arrival (7:40 AM – 7:55 AM, 52 degrees, Cloudy)

Walkers/Biker

Back side of the school, no walkers and no bikers

Bus System

Special needs bus (wheelchair & 1-on-1 students)

Car Loop/Lot

Students get dropped off from cars by the sidewalk

Students gets out and walk around to door

Patient drivers


2 staff members

No crossing guards/patrols

Bike Racks

No bike racks out back

Pedestrian Paths

No pedestrian paths in the back

There is a path across C Street

Sidewalk

There are sidewalks from the main roads to the back entrance of MMS

Plenty of room to walk

Bike Routes

Bike paths on C Street (painted lines)

Signs for bike path

Warning for pedestrian crossing

Streets

C Street – stop sign has a “no left turn” before and after school

Intersections

The cars come down a road off a side street

Limited access to back parking lot

Curb (ADA) access for wheel chairs

Traffic

Traffic was steady and it appeared they all knew the system

Drivers were patient and looking out for pedestrians in the parking lot.

79

Community Infrastructure

Across the main road to the back parking lot are several businesses

Not an attraction to students

No major conflict areas

Dismissal (3:05 PM – 3:20 PM, 48 degrees, cloudy)

Walkers/Bikers

Girls VB players going to Holy Redeemer took the sidewalk.

No bikers

Bus System

Same as the morning (special needs bus)

Car Loop/Lot

Cars had to watch for other vehicles pulling out in front of them.


1 staff member

No crossing guards

Main Entrance to the School (Southwest)

Arrival (10/11/2016, 7:15 AM – 7:50 AM, 51 degrees, cloudy)

Walkers/Bikers

Most students are accessing the campus from the southwest (Saratoga Street) and also C Street.

Bus System

Buses have separate loop – comes off Saratoga & returns to Saratoga.

Public Transit stops where the parents stop.

Yellow safety line for students waiting for the buses

Car Loop/Lot

Staff is used to control traffic – they wear yellow vests to be visible

Parent loop is south of bus loop

Public transit stops where the parents stop


Crossing guard located at:

o Saratoga & East James

o Saratoga & C Street

Bike Racks

One bike rack north of the bus loop

One bike rack south of the parent loop

Students walk bikes on the sidewalk by both parents and bus loop

Pedestrian Paths

80

Paved sidewalks on all sides of school for pedestrians

All sidewalks are plowed in the winter

Sidewalk

None

Bike Routes

Bike lanes are painted on roads leading to the school

Bike lane provided in the parent loop (yellow line)

Streets

Typical speed signs, school zone & crossing signs located around the school.

Intersections

Crosswalk at all intersections leading to the school grounds (white paint)

Curb ramps exist on school grounds as well as intersections

¼ miles between crossings

Traffic

Parent Route – big loop with separate entrance and exit points

Same for buses only separate from parent loop

Driver behavior would be described as patient and calm with a few exceptions


Community library next to school on the same grounds

YMCA about ¼-½ mile to the northwest.

Dismissal (none recorded)

▬▬▬

Marshall High

Arrival (10/11/16, 7:30 AM-8:00 AM, warm/windy/clear)

Walkers/Bikers

No walkers were observed arriving to school

3 students rode their bikes to school – both used the pedestrian underpass and entered along the front

entrance sidewalk – 2 went to rack at the gym entrance, 1 to the rack at the Fine Arts entrance

Bus System

Buses drop off at the gym entrance

Buses arrived between 7:30 – 8:00 AM

Car Loop/Lot

Cars were observed dropping students off in both the student parking lots and in front of the schools as

well as the Fine Arts entrance loop.

81


We have no crossing guards

Bike Racks

1 at Fine Arts entrance – 18 spaces

1 at gymnasium entrance – 18 spaces

Pedestrian Paths

Concrete

Intersections

4-way stop at Tiger Drive and Commencement Boulevard

Traffic

Driver behavior was appropriate

Dismissal (none observed)

[See map for more information]

▬▬▬

True Light

Arrival (10/11/2016, 7:30 AM-8:00 AM, Cloudy, 50 degrees)

Walkers/Bikers

Students use sidewalk for walking and biking

Bus System

No AM buses

Car Loop/Lot

Drop-off/pick-up zone used by parents


N/A

Needed on East College in the AM

Bike Racks

16 slot bike rack on north side of the building

Pedestrian Paths

Good condition

Some leaves

Plowed in winter

Sidewalks

Good!

82

Bike Routes

N/A

Streets

2 [crossing] signs on East College

No signs on Whitney or High

Crosswalk at East College and Whitney

“No cars on black top/parking lot during school hours” (sign)

Intersections

East College/Whitney

3 signs (1 street/2 curb)

2 crosswalks

Traffic

On East College:

o 7:30 AM, 2 cars/min




No speeding observed


Super America Gas Station: students walk here after school

Dismissal (10/11/2016, 3:00 PM-3:20 PM, Cloudy, 50 degrees)

Walkers/Bikers

Parents walked students across East College

2 bikes crossed East College

Bus System

N/A

Car Loop/Lot

Limited cars today due to volleyball practice


None

Bike Racks

North side of building

Pedestrian Paths

Clear

Bike Routes

83

Student leave on bikes via

o High Street

o Whitney Street

o East College

Intersections

Whitney & East College is dangerous for unattended students at 3:10 PM

o 2 parent complaints today

Traffic

Slow and busy at 3:10 PM


High school students arriving to pick up siblings at 3:15 PM.

▬▬▬

MATEC

Arrival (10/11/2016, 7:30 AM-8:05 AM, Overcast, 50 degrees)

Walkers/Bikers

From College Drive/across parking lot-walker & biker entrance 4

Walker from entrance 4

5 walkers, 1 biker

2 walkers, 1 biker

Bus System

2 school buses from entrance 4 (7:46 AM)

3 students from bus one, 2 students from bus two, two students from community transit

Bus lane is in front of the school.

2 buses, 1 transit

Car Loop/Lot

Most student & staff traffic from entrance 4

Most daycare traffic from entrance 2

No cones, no signs

4 handicap spots

Lines could be repainted, some drop-off spots are confusing.

2 buses, 4 cars, 1 community transit


Adult

1 guard in front of Escape Spa

Yes on lighted intersection

Bike Racks

1 rack in front of school entrance

84

Pedestrian Paths

No

Sidewalks

Yes

Bike Routes

None - sidewalks

Streets

30 mph

Traffic light at intersection

Intersections

Stop light to the west of school, 3-way intersection

Traffic

Most driving was respectful

One student arrived late – driving too fast

Cars pull up to school to drop off, day care traffic cuts across parking lot

No clear drop-off “loop” or method

Person parked in the middle of fire lane, but the lines are wrong

Community Infrastructure – Around School Zone

Convenience store directly across 2nd St.

We share parking lots with Escape Spa (across the lot), Western Printing (next door), a daycare, and

businesses with whom we share the building.

Dismissal (10/11/2016, 3:05 PM-3:30 PM), overcast, 46 degrees)

Walkers/Bikers

3 bikers (past Escape Spa)

Two walkers

Bus System

Buses arrived at: 3:15, 3:16, 3:18, 3:27

Community transit pulled up and out through Western Printing (2 students)

Car Loop/Lot

35 kids drove or were picked up (cars came out past Escape and Western)

Crossing Guards

1 adult

Traffic

Most drivers respectful

Some student left too fast

A couple on cell phones

Students exit by Western Printing or Escape Spa.

85

▬▬▬

Samuel Lutheran

Arrival (10/11/2016, 7:30 AM-8:15 AM, cloudy, cool temperature)

Walkers/Bikers

No walkers or bikers, though two bicyclists going elsewhere rode by.

Bus System

2 students rode the bus today

No conflicting traffic

Car Loop/Lot

22 cars dropped off students – some parked and went in with children then left.

Crossing Guards

No corners/crossings

Bike Racks

None

Streets

Signage is good

Traffic

22 cars drove by school along with three buses

Dismissal (10/11/2016, 2:45-3:15, overcast, 48 degrees)

Walkers/Bikers

There were not students who walked or biked to/from school

Bus System

The buses ran smoothly

Car Loop/Lot

The car loop was efficient and there was ample parking for those who needed it.


There were not crossing guards or patrols

Bike Racks

Six slots in one bike rack

The rack is located under an overhang near the preschool entry

Pedestrian Paths

Cement sidewalks with ramps (they are plowed in the winter)

Sidewalks

86

One low spot

Bike Routes

Only sidewalks

Streets

No intersections are near the school. Speed signs and street signs are visible.

Intersections

There are no intersections near the school.

There are two signs for pedestrian walkways by the school, but no lines are painted on the street.

Unless a student lived directly across the street, there is no reason to cross it. The street is 39 feet wide.

Ramps on sidewalks are accessible.

Traffic

Traffic is fairly light and obeys speed limits

Community Infrastructure around the School Zone

The school is surrounded by apartments.

There are two assisted living homes one block north.

Do I have room to walk? Yes

Is it easy to cross streets? Average

Do drivers behave well? Yes

Is the walk generally pleasant? Yes

▬▬▬

Holy Redeemer

Arrival (10/11/2016,7:30 AM-8:05 AM, clear, no wind, 45 degrees)

Walkers/Bikers

6 Walkers, 2 bikers

Car Loop/Lot

Number of Kids/Staff: 81

Number of Cars: 49


N/A

3 parents walked their kids across the parking lot

Bike Racks

Located Adjacent to the parking lot and next to crosswalk.

2 racks of 36

Arrival & Dismissal (10/11/2016, 7:30 AM-8:05 AM and 2:45 PM-3:05 PM)

Walkers/Biker

87

Bike arrive via S Whitney and Jean Ave

Walkers come from Lyon St across the soccer fields

Bus System

Arrive via Jean Avenue

Car Loop/Lot

Cars arrive via Jean Ave or S Whitney. Drop at school parking locations


No guards or student patrols

Supervision of playground by school staff

Bike Racks

One rack observed

Pedestrian Paths

Sidewalks access to school entrance also on Jean Avenue and Whitney

Sidewalks

None noted

Bike Routes

Bike route noted on North side of grade school playground

Streets

30 mph

Stop sign at Jean/Whitney when approaching via Jean Ave

Intersections

No traffic signals or designated crosswalks

Traffic

Drivers generally courteous

Observant of others and students.

Speeds reasonable

Community Infrastructure around School Zone

No adjacent businesses

YMCA three blocks

88

The interactive WikiMap that was used during the planning process can be found at

http://www.wikimapping.com/wikimap/Marshall-SRTS-Plan.html. At that website you can see the comments

attached to all points and lines on the map. Due to the amount of comments (107) left on the map and the fact

that each comment is tied to a geographic point, it is not feasible, nor useful to list them in this plan. Rather,

they should be viewed on the original WikiMapping website.

http://www.wikimapping.com/wikimap/Marshall-SRTS-Plan.html

of 13

Parent Survey Report: One School in One Data Collection Period

School Name: Park Side Elementary School Set ID: 15212 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 633 Date Report Generated: 11/15/2016 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 633

Number of Questionnaires Analyzed for Report: 60

This report contains information from parents about their children's trip to and from school. The report also reflects parents'

perceptions regarding whether walking and bicycling to school is appropriate for their child. The data used in this report were

collected using the Survey about Walking and Biking to School for Parents form from the National Center for Safe Routes to School.

Sex of children for parents that provided information

of 13

Grade levels of children represented in survey


Grade in School

Responses per grade

Number

Percent

PreK

7

12%

Kindergarten

23

38%

1

19

32%

2

11

18%

No response: 0 Percentages may not total 100% due to rounding.

of 13

Parent estimate of distance from child's home to school


Distance between home and school

Number of children

Percent

Less than 1/4 mile

3

5%

1/4 mile up to 1/2 mile

6

11%

1/2 mile up to 1 mile

5

9%

1 mile up to 2 miles

24

43%

More than 2 miles

18

32%

Don't know or No response: 4 Percentages may not total 100% due to rounding.

of 13

Typical mode of arrival at and departure from school


Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

60

2%

0%

33%

62%

2%

2%

0%

Afternoon

60

3%

0%

80%

15%

2%

0%

0%

No Response Morning: 0 No Response Afternoon: 0 Percentages may not total 100% due to rounding.

of 13

School Arrival

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

3

33%

0%

0%

67%

0%

0%

0%


6

0%

0%

17%

83%

0%

0%

0%


5

0%

0%

0%

80%

0%

20%

0%


24

0%

0%

38%

58%

4%

0%

0%

More than 2 miles

18

0%

0%

39%

61%

0%

0%

0%


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

3

33%

0%

33%

33%

0%

0%

0%


6

17%

0%

50%

33%

0%

0%

0%


5

0%

0%

80%

20%

0%

0%

0%


24

0%

0%

88%

8%

4%

0%

0%

More than 2 miles

18

0%

0%

83%

17%

0%

0%

0%


of 13

Percent of children who have asked for permission to walk or bike to/from school by distance they live from school

Percent of children who have asked for permission to walk or bike to/from school by distance

they live from school

Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

5

67%

20%

0%

8%

0%

No

50

33%

80%

100%

92%

100%


of 13

Issues reported to affect the decision to not allow a child to walk or bike to/from school by

parents of children who do not walk or bike to/from school

Issues reported to affect the decision to allow a child to walk or bike to/from school by

parents of children who already walk or bike to/from school

Issue

Child does not walk/bike to school

Child walks/bikes to school

Distance

72%

0

Amount of Traffic Along Route

65%

0

Speed of Traffic Along Route

58%

0

Safety of Intersections and Crossings

53%

0

Weather or climate

51%

0

Time

30%

0

Crossing Guards

23%

0

Sidewalks or Pathways

23%

0

Adults to Bike/Walk With

19%

0

Convenience of Driving

16%

0

Child's Participation in After School Programs

14%

0

of 13

Violence or Crime 7% 0

Number of Respondents per Category

43

0

No response: 17 Note: --Factors are listed from most to least influential for the 'Child does not walk/bike to school' group. --Each column may sum to > 100% because respondent could select more than issue --The calculation used to determine the percentage for each issue is based on the 'Number of Respondents per Category' within the respective columns (Child does not walk/bike to school and Child walks/bikes to school.) If comparing percentages between the two columns, please pay particular attention to each column's number of respondents because the two numbers can differ dramatically.

of 13

Parents' opinions about how much their child's school encourages or discourages walking

and biking to/from school

Parents' opinions about how much fun walking and biking to/from school is for their child

Parents' opinions about how healthy walking and biking to/from school is for their child

Page 11 of 13

Comments Section

SurveyID

Comment

1464720

My daughter has had a tough time adjusting to riding the bus after school to daycare. Although there are older kids on the bus going to the same place, it's been overwhelming for her as they already have

their friends that they sit by (which makes her feel alone). Is there any way to implement a buddy system? More information about the assistance these students receive transferring buses at the HS

would also be appreciated.

1464922

My children will never ride bike or walk to school as we live 10 miles away, however if we were in Marshall within close proximity, it may be considered depending on child's age and school being

attended.

1464300

He only walks after school because our daycare is only 2 houses away from school and its with a few other children that also go to that daycare.

1464308

Currently my son goes to Daycare in Marshall and is bussed there after school, however I don't know that I would feel comfortable with him walking/biking there after school due to traffic and safety of intersections and crossings on the school's main road. We live out of town so he would always be

dropped off or would ride the bus from daycare, I would never allow him to walk/bike in the winter months. I do believe that some precautions need to be taken on the school's main road regarding safety

- crossing guards would be a great start!

1464412

As a pre-K child it is very unlikely I would ever let him walk to or from school right now unless he was escorted by an adult.

1464568

For the Parkside school distance and age are my main factors. I would never let him bike or walk at that age. I don't feel they can be trusted when they are that young and too many things can happen in that short amount of time they are unattended. I don't think I would change my mind unless a school was

directly across the street from our house at those age levels.

1481356

We live in Lynd I Don't think I would let my son walk or,bike to marshall!

1464386

My child drop off and pick up (bus) is very congested with trafgic.we live close to a college

1465470

People drive in the bike lane, so I do not allow my children to ride bike in the bike lane even when I am next to them. I love places where there are separate bike paths that cars are unable to drive on, such as the on Saratoga near the new pedestrian bridge. This path is so wonderful for our community!! I would also be interested in having my daughter cross Lyon Street after school to walk to my husband's work if there was a crossing guard, but we have not seen one. A community that is safe to walk and bike in is so

important, thank you for your effort to improve Marshall in this way!!

1464313

With free bussing for all kids who attend Park Side, I have no reason to even consider my children walking to school.

1464358

My son is hard of hearing. So not sure if I will feel comfortable ever with him bike riding

1464441

With the construction of the pedestrian bridge, I would let my son ride bike to school when he would be attending the middle school due to distance. Since I work 8-5, it's convenient for me to just drop him off

prior to going to work.

1464341

Child too young to walk or bike alone

Page 12 of 13

1464577 My child is too young (5) and we live to far from the school for her to walk/bike. The nearest bus stop is 3 blocks and I'm not comfortable with her walking that far alone every day.

1464354

Walking to Parkside is not an option it is to far but west side is only a block away my children will have to walk

1464397

My child rides the bus to and from school every day. I feel as though this survey is not pertinent to us.

1464564

Parkside does not encourage children to ride bikes to school. They do not have bike rakes. Also crossing Lyon street and then Bruce street is very dangerous for these young children.

1464299

4th st. And south view Dr 4 way stop is very dangerous. People don't stop, speed and don't care about their surroundings. Petition have been done and the city refuses to do anything. Saratgoga is very busy

and I don't feel comfortable.

1464394

My daughter rides the special needs bus and will never be able to safely walk/bike herself to/from school. The bus arrives in the morning pretty consistently (within 5 minutes either way) at the

designated pick up time of 7:17a. However, the afternoon drop off time varies widely, arriving at our home anywhere between 3:30p & 4:00p on a standard 3p release day.

Page 13 of 13

of 12


School Name: West Side Elementary School Set ID: 15213 School Group: Marshall Public Schools Month and Year Collected: October 2016 School Enrollment: 350 Date Report Generated: 11/15/2016 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 350






of 12



Grade in School

Responses per grade

Number

Percent

3

18

53%

4

16

47%


of 12




Number of children

Percent

Less than 1/4 mile

5

15%


4

12%


11

33%


6

18%

More than 2 miles

7

21%


of 12



Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

33

6%

24%

21%

45%

3%

0%

0%

Afternoon

33

12%

24%

45%

18%

0%

0%

0%


Typical mode of school arrival and departure by distance child lives from school

Page 5 of 12


Page 6 of 12

School Arrival

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

5

20%

60%

0%

20%

0%

0%

0%


4

25%

0%

25%

50%

0%

0%

0%


11

0%

45%

18%

36%

0%

0%

0%


6

0%

0%

33%

67%

0%

0%

0%

More than 2 miles

7

0%

0%

29%

57%

14%

0%

0%


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

5

40%

60%

0%

0%

0%

0%

0%


4

25%

0%

50%

25%

0%

0%

0%


11

9%

45%

27%

18%

0%

0%

0%


6

0%

0%

100%

0%

0%

0%

0%

More than 2 miles

7

0%

0%

57%

43%

0%

0%

0%


of 12





Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

25

80%

100%

91%

67%

43%

No

8

20%

0%

9%

33%

57%


of 12

Issues reported to affect the decision to not allow a child to walk or bike to/from school by parents of children who do not walk or bike to/from school



of 12



Issue




79%

75%


71%

50%


71%

25%

Distance

43%

50%

Weather or climate

43%

75%

Crossing Guards

36%

75%


29%

0%


29%

50%

Violence or Crime

21%

25%

Time

21%

25%


14%

25%


7%

50%


14

4


of 12





Page 11 of 12

Comments Section

SurveyID

Comment

1464365

After school activities and ni crossing guards is a concern

1464413

She bikes on days that the weather and after school activities allows. Once winter hits she will be getting a ride or taking the bus.

1467351

My biggest area of concern is right by West Side. Parents in vehicles are in too big of a hurry. I have seen them come very close to hitting the cross guards as well as kids on bikes. More police patrol needs to be

added during pick up times. Maybe ticketing parents would slow them down and encourage them to look twice?

1464303

The traffic at the intersection of Saratoga and Southview is a huge concern. Either a traffic guard or traffic light should be installed to help ensure traffic flow can be maintained, yet allow pedestrians and

bikers to safely share the road.

1464339

My child does walk to the YMCA a lot of days after school.

1464717

I think the maturity of the child and just the age has to do with allowing my child to walk home. Weather will also play a part in allowing my child to walk home as well. I will say that motorists (and this includes

school buses too surprisingly) do not do a good job of stopping at crosswalks when there is not a crossing guard.

1464398

My child rides the bus to and from school. I feel as though this doesn't pertain to us.

1464355

I worry about 5th grade and my son having to walk all the way to the middle school in the winter I do home daycare and I am unable to take him

Page 12 of 12

of 13


School Name: Marshall Middle School Set ID: 15214 School Group: Marshall Public Schools Month and Year Collected: October 2016 School Enrollment: 642 Date Report Generated: 11/15/2016 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 642






of 13



Grade in School

Responses per grade

Number

Percent

5

11

20%

6

17

31%

7

13

24%

8

13

24%


of 13




Number of children

Percent

Less than 1/4 mile

7

14%


9

18%


10

20%


17

33%

More than 2 miles

8

16%


of 13



Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

51

12%

22%

20%

47%

0%

0%

0%

Afternoon

52

15%

19%

31%

29%

4%

2%

0%



Page 5 of 13

of 13

School Arrival

Distance

Number within

Distance

Walk

Bike

School

Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

7

57%

29%

0%

14%

0%

0%

0%


9

11%

44%

0%

44%

0%

0%

0%


10

10%

40%

20%

30%

0%

0%

0%


16

0%

6%

38%

56%

0%

0%

0%

More than 2 miles

8

0%

0%

25%

75%

0%

0%

0%


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

7

71%

29%

0%

0%

0%

0%

0%


9

11%

44%

0%

44%

0%

0%

0%


10

20%

30%

20%

20%

10%

0%

0%


17

0%

6%

53%

29%

6%

6%

0%

More than 2 miles

8

0%

0%

50%

50%

0%

0%

0%


of 13

Percent of children who have asked for permission to walk or bike to/from school by distance they live from school



Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

31

86%

89%

78%

35%

50%

No

19

14%

11%

22%

65%

50%


of 13

Issues reported to affect the decision to not allow a child to walk or bike to/from school by parents of children who do not walk or bike to/from school



of 13



Issue




76%

45%


66%

55%


62%

45%

Distance

59%

73%

Weather or climate

52%

64%


31%

55%

Time

28%

45%


24%

27%


24%

45%

Crossing Guards

10%

55%

Violence or Crime

7%

27%


3%

18%


29

11


of 13





Page 11 of 13

Comments Section

SurveyID

Comment

1464378

i consider crossing a major highway to be risky. Also, part of the path is remote and I fear for safety or refuge from animals or perpetrators.

1464914

The convenience of driving is due to working at school.

1464395

My son started riding bike to Westside in 3rd grade because we live too close to the school to ride the bus. I only allowed it because my son is very responsible and he rode with an older neighbor boy. Otherwise, I feel 3rd grade is too young to ride bike to Westside given the horrible traffic situation

surrounding that school.

1467352

I do feel that whether or not to allow a child to bike is the parents decision not the schools. In the past the school has said no more biking and there were many nice days after that. It is one thing not to allow in January when the weather is an obvious issue but there can still be very nice days in November. The crossing guards do a very nice job. Would it be possible to add one at the 4 way stop on Saratoga and

Southview?

1464304

A stop light needs to be placed at the Library/Middle school section. There is too much congestion after school and someone is going to get hurt. Crossing guards are only one person and can't control speeding

vehicles.

1464357

intersections are dangerous and traffic is fast, weather is always a issue in MN, more crossing staff would be nice.

1464414

Walks almost every day both ways.

1464325

We live in lynd, so walking or biking is too far for my child to get to and from school.

1464375

He has also been bullied coming from school so we try to transport him as much as possible.

1464415

I feel the biggest concern at the middle school is the bike lane coming into the parking lot on the south (track) end of the parking lot. It's not visible or divided enough from the heavy car flow coming in/out of

the parking lot.

1464566

The middle school encourages bike riding by having lots of bike racks available. The parking lot can be kind of dangerous to get out of at the end of the school day.

1464302

The amount of traffic around the Middle school does not make for a safe commute. Especially in the morning when all the Schwan's employees are arriving at the same time school is starting.

1464421

We drop our son at the back of the middle school. Last year you put up a sign below the stop sign that says No Left Turn during the hours of 7:30-8:30am and 3:00-4:00pm (or something like that). I am assuming this was done to help the flow of traffic. I completely agree. Unfortunately many parents

either can't read or choose to ignore the sign. Every day at both drop off and pick up I am stuck behind someone turning the wrong direction during the designated times. If our police officer was present

there for a few days I am guessing people would start to take notice of the sign and there wouldn't be an issue anymore. Just a thought.

1464366

Whitney Street traffic lights were removed and east college drive is difficult and dangerous to cross even for an adult. That would be preferred route to Lyon st and crossing guard to C st. Other route is through

downtown which has traffic that is too heavy.

Page 12 of 13

of 13


School Name: Marshall High School Set ID: 15215 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 851 Date Report Generated: 11/14/2016 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 851






of 13



Grade in School

Responses per grade

Number

Percent

9

9

18%

10

20

39%

11

11

22%

12

11

22%


of 13




Number of children

Percent

Less than 1/4 mile

0

0%


0

0%


2

4%


20

42%

More than 2 miles

26

54%


of 13



Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

48

0%

0%

4%

88%

6%

0%

2%

Afternoon

49

2%

0%

4%

80%

12%

0%

2%



Page 5 of 13


Page 6 of 13

School Arrival

Distance

Number within

Distance

Walk

Bike

School

Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

0

0%

0%

0%

0%

0%

0%

0%


0

0%

0%

0%

0%

0%

0%

0%


2

0%

0%

0%

100%

0%

0%

0%


20

0%

0%

10%

85%

0%

0%

5%

More than 2 miles

25

0%

0%

0%

88%

12%

0%

0%


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

0

0%

0%

0%

0%

0%

0%

0%


0

0%

0%

0%

0%

0%

0%

0%


2

0%

0%

0%

100%

0%

0%

0%


20

5%

0%

5%

75%

10%

0%

5%

More than 2 miles

26

0%

0%

4%

81%

15%

0%

0%


of 13





Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

4

0%

0%

0%

15%

4%

No

44

0%

0%

100%

85%

96%


of 13





of 13



Issue



Distance

83%

50%


74%

100%


71%

50%


60%

100%

Weather or climate

57%

0%

Time

43%

0%


40%

50%


33%

0%


29%

50%

Violence or Crime

21%

0%

Crossing Guards

17%

0%


7%

0%


42

2


of 13





Page 11 of 13

Comments Section

SurveyID

Comment

1464296

We live 12 miles from school. I would love to have her walk/bike, but it would probably take an hour each way. The only thing preventing her from doing so is the distance from the school. We are not

moving closer to school, so there is nothing that can be done to change this.

1464323

Walking and biking are NOT encouraged at the highschool. Where are the bike racks? Where are the pedestrian crossings (other than SMSU underpass)? Consider PE credit for walking or biking, even 1 mile per day. Kids are fat.... Also, the intersection from fine arts across 23 to SMSU (and the illegal stream of

inexperienced drivers illegally U-turning there) is incredibly dangerous after school.

1464410

Access to the high school is great for drivers, bikers and walkers. The underground tunnel provides safe access to the high school.

1464411

we are in the country so not helpful data

1466837

Another obstacle is the amount of stuff my child needs to carry with her to and from school. Backpack, large band instrument, sometime marching band items, etc.

1464361

I answered the last section as if I lived in Marshall.

1464399

Not safe crossing highway to high school and underpass by college is to far away.

1464420

My oldest son was hit by a car when biking to school his 6th grade year (Lyon and Saratoga Street intersection). He was ok. There was not a crossing guard there at the time and there is now. There is not but it really discouraged us from sending our children on bikes. Our other son is now 15 and he mopeds

or we drop off at the high school. I am so glad we have the tunnel under the highway so he is able to moped under Highway 23. Otherwise we would be transferring him each day.

1464293

#10 and 11 are confusing to answer. This survey really doesn't apply to us, as our child is driving.

1464382

Two major highways to cross makes it not safe to get to school other than a patent driving

1464920

biking is quite easy from this part of town since the bike trail was built. Thank you, Mayor Byrnes.

1464507

My child was almost struck by an inattentive driver in Hwy 23, and will not be allowed to walk or bike again

1464353

Biking to school in Marshall is really not ideal for any age.

1464333

It is unhealthy to ride across Hwy 23 or even the tunnel under Hwy 23 as it is a place you could get trapped by an attacker

1464334

Does it really matter what the survey results are? The Marshall School board and City of Marshall are always looking for ways to "improve" things with absolutely no regard to what the taxpayers have to pay. Take a look at the existing bike/walk system in place around the high school. It cost big $ and is

rarely used. Parents could care less to issues of safety when it comes to their kids running around town looking for Pokemon, so I fail to believe that there is a "safety" concern regarding how they get to

school. Just put a Pokemon clue near the school and all will be good and well.

1464368

we need bike paths off street. The bike lanes on city streets are dangerous and a waste of public funds.

Page 12 of 13

1464921 Daughter DOES NOT RIDE THE BUS

1464416

This is a really poor survey for high school. My main complaint with traffic safety at the high school is the speed and chaos during the 5-10 minutes right before and after school. I would like to see traffic police

patrolling (even directing) traffic during these heavy traffic times.

Page 13 of 13

of 13


School Name: True Light (Marshall Area Christian) Set ID: 15216 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 113 Date Report Generated: 11/14/2016 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 113






of 13



Grade in School

Responses per grade

Number

Percent

PreK

2

6%

Kindergarten

5

16%

1

1

3%

2

9

29%

3

2

6%

4

4

13%

5

6

19%

8

2

6%


of 13




Number of children

Percent

Less than 1/4 mile

7

23%


2

6%


4

13%


10

32%

More than 2 miles

8

26%


of 13



Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

31

13%

10%

0%

71%

6%

0%

0%

Afternoon

31

19%

10%

0%

65%

6%

0%

0%



Page 6 of 13


Page 7 of 13

School Arrival

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

7

57%

14%

0%

29%

0%

0%

0%


2

0%

50%

0%

50%

0%

0%

0%


4

0%

0%

0%

100%

0%

0%

0%


10

0%

0%

0%

100%

0%

0%

0%

More than 2 miles

8

0%

13%

0%

63%

25%

0%

0%


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

7

71%

14%

0%

14%

0%

0%

0%


2

0%

50%

0%

0%

50%

0%

0%


4

25%

0%

0%

75%

0%

0%

0%


10

0%

0%

0%

100%

0%

0%

0%

More than 2 miles

8

0%

13%

0%

75%

13%

0%

0%


of 13





Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

23

100%

100%

50%

100%

25%

No

8

0%

0%

50%

0%

75%


of 13





of 13



Issue




82%

60%


77%

40%


68%

40%

Crossing Guards

55%

40%

Distance

55%

100%

Weather or climate

32%

80%

Violence or Crime

23%

0%


23%

40%


14%

80%

Time

14%

60%


14%

0%


9%

20%


22

5


of 13





Page 12 of 13

Comments Section

SurveyID

Comment

1466325

Our daughter needs to cross the busiest street In Marshall. I do not feel she would be seen or be safe without a crossing guard or some kind of traffic light. Thank you.

1467654

Crossing busy roads it a big concern for our family. We teach our kids to cross at places with crossing guards and at lights, however the College Drive and main street light doesn't always show "walk" after

the button is pushed and so the kids just go across there when they think it is safe. I'm not sure they are the best judge of when it is safe without a working "walk" light. Also, many kids try to cross College Drive

near True Light School and it is a nightmare. Something needs to be done near the school for the kids and cars for that matter to safely cross there.

1467258

I am glad there are crossing guards on country club by West side. Would be great if there were crossing guards by True Light School for them to cross without worrying about the traffic and the sun coming

up(which makes it hard to see while driving) in the morning by the school. My two children love biking with three other children from the neighborhood.

1471206

When he bikes past West side school (I have been with him when it happened) he got yelled at by a teacher, to walk his bike past the front of the school on the side walk where the buses unload. I will not let him ride on the street by the armory side of the street. That is to dangerous. I have instructed him to ride his bike on the sidewalk in that area to take advantage of the two crossing guards posted there. The one on country club drive and the one on Hwy 19. Then he continues on all the way to his school which

is about 2 more miles. He bikes mostly on sidewalks because that is exactly where I have told him to bike and is safer that the streets in the mornings. People are not paying enough attention to bikers and

walkers.

1467025

The walking and biking are to either friends or family homes in Marshall near the school.

1467357

Crossing main street is the biggest concern

1466299

I am hesitant to let my kids cross college drive, and only allow them to walk home due to limited other options, they walk together, and only one busy street to cross. I would feel more comfortable if there

were a crossing guard at college drive by the school. I don't think I would allow this child to cross without having a sibling to cross with.

1467094

From our school there are no stop lights or crossing guard for children to safely cross East College Drive so many choose not to walk.

1467003

I think it would be great to have more crossing guards here in Marshall.

1467053

I believe a crossing guard is needed at East College drive.

1466391

We live out of town, so it's not very realistic for our likes to walk or bike to school.

Page 13 of 13

of 11


School Name: MATEC Set ID: 15217 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 01/13/2017 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 0




collected using the Survey about Walking and Biking to School for Parents form from the National Center for Safe Routes to

School.

**Because less than 30 questionnaires are included in this report, each graph and table display counts rather than

percentage information.

of 11



Grade in School

Responses per grade

Number

PreK

3

8

1

12

1

No response: 0 Numbers rather than percents are displayed because the number of respondents for this question was less than 30.

of 11




Number of children

Less than 1/4 mile

0


0


1


0

More than 2 miles

2

Don't know or No response: 2 Numbers rather than percents are displayed because the number of respondents for this question was less than 30.

of 11



Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

3

1

0

0

2

0

0

0

Afternoon

3

2

0

0

1

0

0

0

No Response Morning: 2 No Response Afternoon: 2 Numbers rather than percents are displayed because the number of respondents for this question was less than 30.


Page 5 of 11


Page 6 of 11

School Arrival

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

0

0

0

0

0

0

0

0


0

0

0

0

0

0

0

0


1

1

0

0

0

0

0

0


0

0

0

0

0

0

0

0

More than 2 miles

2

0

0

0

2

0

0

0


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

0

0

0

0

0

0

0

0


0

0

0

0

0

0

0

0


1

1

0

0

0

0

0

0


0

0

0

0

0

0

0

0

More than 2 miles

2

1

0

0

1

0

0

0


of 11

Number of children who have asked for permission to walk or bike to/from school by

distance they live from school

Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

0

0

0

0

0

0

No

3

0

0

1

0

2


of 11





Issue



Distance

2

0

Time

1

0


1

0


1

0


1

0

Violence or Crime

1

0


1

0

Weather or climate

1

0


1

0


0

0

Crossing Guards

0

0

of 11

Speed of Traffic Along Route 0 0


2

0

No response: 3 Note: --Factors are listed from most to least influential for the 'Child does not walk/bike to school' group.

of 11



Level of support

Number of children

Strongly Encourages

1

Encourages

0

Neither

2

Discourages

0

Strongly Discourages

0


Level of fun

Number of children

Very Fun

0

Fun

0

Neutral

2

Boring

1

Very Boring

0


How healthy

Number of children

Very Healthy

1

Healthy

2

Neutral

0

Unhealthy

0

Very Unhealthy

0

of 11

Comments Section

(none)

of 15


School Name: Samuel Lutheran Set ID: 15219 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 01/13/2017 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 0


This report contains information from parents about their children's trip to and from school. The report

also reflects parents' perceptions regarding whether walking and bicycling to school is appropriate for their

child. The data used in this report were collected using the Survey about Walking and Biking to School for

Parents form from the National Center for Safe Routes to School.

**Because less than 30 questionnaires are included in this report, each graph and table display counts

rather than percentage information.

of 15



Grade in School

Responses per grade

Number

PreK

1

Kindergarten

2

1

1

2

1

3

1

4

1

of 15


of 15




Number of children

Less than 1/4 mile

0


1


0


1

More than 2 miles

5

of 15




Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

7

0

0

0

7

0

0

0

Afternoon

7

0

0

1

6

0

0

0


of 15

School Arrival

Distance

Number within

Distance

Walk

Bike

School

Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

0

0

0

0

0

0

0

0


1

0

0

0

1

0

0

0


0

0

0

0

0

0

0

0


1

0

0

0

1

0

0

0

More than 2 miles

5

0

0

0

5

0

0

0


School Departure

Distance

Number within

Distance

Walk

Bike

School

Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

0

0

0

0

0

0

0

0


1

0

0

0

1

0

0

0


0

0

0

0

0

0

0

0


1

0

0

0

1

0

0

0

More than 2 miles

5

0

0

1

4

0

0

0


of 15



Asked

Permission?

Number of

Children

Less than 1/4

mile

1/4 mile up to

1/2 mile

1/2 mile up to 1

mile


More than 2 miles

Yes

0

0

0

0

0

0

No

7

0

1

0

1

5


of 15

Issues reported to affect the decision to not allow a child to walk or bike to/from

school by parents of children who do not walk or bike to/from school



Issue



Distance

5

0

Time

3

0

Weather or climate

3

0


2

0


2

0


1

0


0

0


0

0


0

0

of 15

Crossing Guards

0

0

Violence or Crime

0

0


0

0


6

0


of 15

Parents' opinions about how much their child's school encourages or discourages

walking and biking to/from school

Level of support

Number of children

Strongly Encourages

0

Encourages

0

Neither

6

Discourages

1


0

Parents' opinions about how much fun walking and biking to/from school is for their

child

Level of fun

Number of children

Very Fun

0

Fun

0

Neutral

4

Boring

0

Very Boring

1


How healthy

Number of children

Very Healthy

1

Healthy

3

Neutral

1

Unhealthy

0

Very Unhealthy

0

Page 14 of 15

of 12

Comments Section

SurveyID

Comment

1464460

We live in Vesta MN, so there probably isn't much on this survey that's actually helpful.

Page 15 of 15

of 12


School Name: Holy Redeemer Set ID: 15218 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 01/13/2017 % Range of Students Involved in SRTS: Don't Know Tags: Number of Questionnaires Distributed: 0




collected using the Survey about Walking and Biking to School for Parents form from the National Center for Safe Routes to

School.

**Because less than 30 questionnaires are included in this report, each graph and table display counts rather than

percentage information.

of 12



Grade in School

Responses per grade

Number

Kindergarten

4

1

1

3

3

4

1

5

6

6

6

7

1

8

3


of 12




Number of children

Less than 1/4 mile

3


1


3


9

More than 2 miles

9


of 12



Time of Trip

Number of Trips

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Morning

25

2

2

5

14

1

1

0

Afternoon

24

2

2

8

12

0

0

0



Page 6 of 12


Page 7 of 12

School Arrival

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

3

1

0

0

2

0

0

0


1

0

1

0

0

0

0

0


3

1

0

0

2

0

0

0


9

0

1

1

5

1

1

0

More than 2 miles

9

0

0

4

5

0

0

0


School Departure

Distance

Number within

Distance

Walk

Bike

School Bus

Family Vehicle

Carpool

Transit

Other

Less than 1/4 mile

3

2

0

0

1

0

0

0


1

0

1

0

0

0

0

0


3

0

0

0

3

0

0

0


9

0

1

4

4

0

0

0

More than 2 miles

8

0

0

4

4

0

0

0


of 12



Asked Permission?

Number of Children

Less than 1/4 mile

1/4 mile up to 1/2

mile

1/2 mile up to 1

mile


More than 2 miles

Yes

10

3

1

1

4

1

No

15

0

0

2

5

8


of 12





of 12



Issue



Distance

15

2


11

2


9

1


9

2


8

2

Time

7

1

Weather or climate

7

2


5

1


5

2

Crossing Guards

4

1


2

1

Violence or Crime

1

1


20

2




Level of support

Number of children

Strongly Encourages

0

Encourages

0

Neither

24

Discourages

0


0


Level of fun

Number of children

Very Fun

2

Fun

8

Neutral

14

Boring

0

Very Boring

0


How healthy

Number of children

Very Healthy

10

Healthy

13

Neutral

1

Unhealthy

0

Very Unhealthy

0

Comments Section

SurveyID

Comment

1465047

My child doesn't have the option to walk or ride bike to and from home due to distance but could to the library, another school for activities, or grandma's. I find that the majority of people are inattentive to

children even in proximity to a school and often unwilling to stop at unattended intersections for young children. (From experience)

1465042

People texting and driving is a BIG problem

1466302

Walking and biking is hard when you have a musical instrument. I feel there needs to be some days they can stay at school to allow for students to walk/bike. Crossing Guards need to be more aware. They can't just walk into the road ways they need to look as well. The guard that is currently at Lyon and Saratoga

has to big of an area to cover for one person.

1464945

I also worry about bullying, but that can happen on the bus as well.

1464947

We live in the country and by a major highway so there is no way our children would be able to walk or ride bike to school. This survey should have an option to say if you live within the cities limits or not.

1465202

If there was one thing I could change about my child's school transportation, it is the length of his ride on the school bus. The child is on the bus for 1 hour and 15 minutes each way from school. They need to improve their bus transportation more than the walking transportation. there are people available to

help kids out of school and they do a really good job of helping across roads.

1464949

My child is in kindergarten. He is too young to walk or ride bike anywhere without an adult or much older child.

Page 12 of 12

of 3

Student Travel Tally Report: One School in One Data Collection Period

School Name: Park Side Elementary School Set ID: 22054 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 11/14/2016 % of Students reached by SRTS activities: Don't Know Tags: Number of Classrooms Included in Report: 23

This report contains information from your school's classrooms about students' trip to and from school. The data used in this

report were collected using the in-class Student Travel Tally questionnaire from the National Center for Safe Routes to School.

Morning and Afternoon Travel Mode Comparison


Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Morning 1404 0.5% 0.1% 56% 42% 2% 0.3% 0%

Afternoon 1365 2% 0% 74% 22% 3% 0.2% 0%

Percentages may not total 100% due to rounding.

of 3

Morning and Afternoon Travel Mode Comparison by Day


Number of Trips

Walk

Bike

School Bus Family Vehicle

Carpool

Transit

Other

Tuesday AM 455 0.9% 0.2% 59% 38% 2% 0.2% 0%

Tuesday PM 459 0.9% 0% 77% 20% 2% 0.2% 0%

Wednesday AM 522 0.6% 0.2% 52% 46% 2% 0.4% 0%

Wednesday PM 466 0.9% 0% 74% 23% 2% 0.2% 0%

Thursday AM 427 0% 0% 57% 41% 2% 0.2% 0%

Thursday PM 440 3% 0% 70% 22% 5% 0.2% 0%


of 3

Travel Mode by Weather Conditions

Travel Mode by Weather Condition

Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 1162 1% 0% 65% 31% 2% 0.2% 0%

Rainy 23 0% 0% 70% 22% 9% 0% 0%

Overcast 1584 0.8% 0.1% 64% 33% 2% 0.3% 0%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: West Side Elementary School Set ID: 22052 School Group: Marshall Public Schools Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 11/14/2016 % of Students reached by SRTS activities: Don't Know

Tags: Number of Classrooms Included in Report: 15





Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Morning 899 6% 9% 44% 39% 1% 0.3% 0.2%

Afternoon 920 12% 9% 47% 29% 1% 1.0% 1.0%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 306 6% 11% 46% 35% 1.0% 0.3% 0%

Tuesday PM 310 11% 12% 47% 26% 1% 1.0% 1%

Wednesday AM 289 6% 8% 42% 42% 1% 0.3% 0.3%

Wednesday PM 308 9% 8% 48% 32% 1% 1.0% 0.3%

Thursday AM 304 6% 8% 43% 41% 1.0% 0.3% 0.3%

Thursday PM 302 15% 7% 46% 29% 1.0% 1.0% 1%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 597 12% 8% 47% 30% 1% 0.7% 1%

Rainy 61 8% 15% 54% 20% 2% 0% 2%

Overcast 1161 7% 9% 44% 37% 1% 0.7% 0.3%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: Marshall Middle School Set ID: 22051 School Group: Marshall Public Schools Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 11/22/2016 % of Students reached by SRTS activities: Don't Know






Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Morning 1663 10% 10% 34% 41% 5% 0.1% 0.1%

Afternoon 1599 18% 10% 35% 32% 5% 0.1% 0.4%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 547 11% 12% 31% 41% 5% 0% 0%

Tuesday PM 527 19% 12% 31% 32% 5% 0.2% 0.6%

Wednesday AM 558 9% 9% 34% 42% 5% 0.2% 0.2%

Wednesday PM 526 17% 10% 35% 32% 5% 0.2% 0.6%

Thursday AM 558 9% 9% 35% 41% 5% 0% 0%

Thursday PM 546 19% 9% 38% 30% 4% 0% 0%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 1174 15% 9% 36% 35% 5% 0.2% 0%

Rainy 68 16% 9% 31% 34% 6% 0% 4%

Overcast 2020 14% 11% 33% 37% 5% 0.0% 0.2%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: Marshall High School Set ID: 22050 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 11/14/2016 % of Students reached by SRTS activities: Don't Know






Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Morning 1152 0.1% 0.6% 33% 54% 11% 0.3% 1%

Afternoon 1193 0.8% 0.7% 27% 55% 13% 0.3% 2%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 352 0% 0.6% 33% 55% 10% 0.3% 1%

Tuesday PM 359 0.8% 0.8% 25% 57% 13% 0% 3%

Wednesday AM 407 0% 0.5% 32% 53% 13% 0.2% 1%

Wednesday PM 420 0.7% 0.5% 29% 54% 13% 0.2% 3%

Thursday AM 393 0.3% 0.8% 34% 54% 10% 0.5% 1%

Thursday PM 414 1.0% 0.7% 29% 55% 13% 0.7% 1.0%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 688 0.4% 0.3% 22% 61% 15% 0.4% 1%

Rainy 34 0% 0% 47% 47% 6% 0% 0%

Overcast 1606 0.5% 0.8% 33% 53% 11% 0.3% 2%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: True Light (Marshall Area Christian) Set ID: 22056 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 11/14/2016 % of Students reached by SRTS activities: Don't Know






Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Morning 244 9% 4% 0.8% 81% 6% 0% 0%

Afternoon 244 12% 3% 0% 70% 13% 0.8% 1%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 81 7% 2% 1% 77% 12% 0% 0%

Tuesday PM 82 15% 2% 0% 73% 7% 1% 1%

Wednesday AM 81 9% 5% 0% 83% 4% 0% 0%

Wednesday PM 80 10% 4% 0% 68% 18% 0% 1%

Thursday AM 82 10% 4% 1% 83% 2% 0% 0%

Thursday PM 82 12% 2% 0% 68% 15% 1% 1%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 170 12% 2% 0.6% 76% 6% 1% 0.6%

Rainy 22 14% 5% 0% 73% 9% 0% 0%

Overcast 296 9% 4% 0.3% 75% 11% 0% 0.7%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: MATEC Set ID: 22060 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 01/13/2017 % of Students reached by SRTS activities: Don't Know Tags:

Number of Classrooms Included in Report: 9





Number of Trips

Walk

Bike School Bus

Family Vehicle

Carpool

Transit

Other

Morning 159 8% 5% 11% 63% 10% 2% 0.6%

Afternoon 138 9% 6% 9% 59% 14% 2% 0%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 47 11% 4% 11% 62% 9% 2% 2%

Tuesday PM 42 14% 5% 10% 55% 12% 5% 0%

Wednesday AM 56 9% 4% 13% 61% 13% 2% 0%

Wednesday PM 47 9% 4% 9% 62% 17% 0% 0%

Thursday AM 56 5% 7% 11% 66% 9% 2% 0%

Thursday PM 49 6% 8% 10% 61% 12% 2% 0%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 64 6% 13% 11% 61% 6% 3% 0%

Rainy 13 8% 0% 31% 54% 0% 8% 0%

Overcast 220 10% 4% 9% 62% 14% 1% 0.5%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: Samuel Lutheran Set ID: 22061 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 01/13/2017 % of Students reached by SRTS activities: Don't Know Tags: Number of Classrooms Included in Report: 6

This report contains information from your school's classrooms about students' trip to and from school. The data used in

this report were collected using the in-class Student Travel Tally questionnaire from the National Center for Safe Routes to

School.



Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Morning 125 0% 0% 7% 84% 9% 0% 0%

Afternoon 105 0% 0% 14% 81% 5% 0% 0%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 50 0% 0% 4% 86% 10% 0% 0%

Tuesday PM 49 0% 0% 10% 90% 0% 0% 0%

Wednesday AM 50 0% 0% 12% 78% 10% 0% 0%

Wednesday PM 31 0% 0% 32% 55% 13% 0% 0%

Thursday AM 25 0% 0% 4% 92% 4% 0% 0%

Thursday PM 25 0% 0% 0% 96% 4% 0% 0%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 69 0% 0% 13% 78% 9% 0% 0%

Rainy 5 0% 0% 0% 100% 0% 0% 0%

Overcast 156 0% 0% 10% 84% 6% 0% 0%

Snow 0 0% 0% 0% 0% 0% 0% 0%



School Name: Holy Redeemer Set ID: 22058 School Group: Marshall Safe Routes to School Month and Year Collected: October 2016 School Enrollment: 0 Date Report Generated: 01/13/2017 % of Students reached by SRTS activities: Don't Know Tags:

Number of Classrooms Included in Report: 19





Number of Trips

Walk

Bike School Bus

Family Vehicle

Carpool

Transit

Other

Morning 769 5% 1% 18% 72% 3% 0% 0%

Afternoon 704 6% 1% 23% 64% 4% 1% 0%




Number of Trips

Walk

Bike


Carpool

Transit

Other

Tuesday AM 259 6% 1% 18% 70% 4% 0% 0%

Tuesday PM 245 7% 0.4% 25% 64% 2% 1% 0%

Wednesday AM 256 5% 2% 18% 71% 3% 0% 0%

Wednesday PM 242 5% 2% 22% 64% 6% 2% 0%

Thursday AM 254 4% 0.8% 18% 75% 3% 0% 0%

Thursday PM 217 6% 2% 23% 64% 5% 0.9% 0%




Weather Condition

Number of Trips

Walk

Bike School

Bus Family Vehicle

Carpool

Transit

Other

Sunny 503 7% 0.8% 25% 63% 3% 1.0% 0%

Rainy 66 6% 0% 14% 73% 6% 2% 0%

Overcast 904 5% 2% 18% 71% 4% 0.4% 0%

Snow 0 0% 0% 0% 0% 0% 0% 0%


Safe Routes to School Eligibility Changes for State Funds

2015 Eligibility Changes In 2015, the following eligibility requirement was added to the state SRTS program:

Minnesota Statutes 174.40, subd. 4a

Subd. 4a. Eligibility. A statutory or home rule charter city, county, or town is eligible to receive

funding under this section only if it has adopted subdivision regulations that require safe routes to

school infrastructure in developments authorized on or after June 1, 2016.

How does the change affect eligibility for non-infrastructure grants?

This eligibility requirement does not apply to non-infrastructure funds. There is no change to

eligibility for mini-grants, bicycle fleets, or planning assistance grants.

How does the change affect eligibility for infrastructure grants? The

eligibility requirement will be added to statewide SRTS infrastructure solicitations when state funds

are available. To prepare for future solicitations, MnDOT recommends communities review their

subdivision regulations with their SRTS team, local planners, attorneys and elected officials to see if

they meet the requirements or should adopt new subdivision regulations.

What is SRTS infrastructure? A definition for SRTS infrastructure was not provided under Minnesota Statutes 174.40. Since the

program is modeled after the federal program, eligible SRTS infrastructure–related projects and

improvements for non-motorized transportation under the federal SRTS program may be considered

SRTS infrastructure. For examples of typical SRTS infrastructure projects in Minnesota funded

through the SRTS program, check out projects previously awarded projects under the grant history

section on the grants page.

What will a city or town need to include in an application? The city or town applying for infrastructure funds will be asked to provide a signed resolution by

their governing board acknowledging and confirming compliance with the requirements under

Minnesota Statutes 174.40, subd. 4a.

What will a county sponsor need to include in an application? The county sponsor is acting on behalf of the city or town and will be asked to certify that the city or

town receiving the funding assistance has met the statute requirements.

Note: This does not have any impact on the 2015 statewide SRTS solicitation with federal funds.

Visit the MnDOT SRTS website for more information.

https://www.revisor.mn.gov/statutes/?id=174.40


http://www.fhwa.dot.gov/environment/safe_routes_to_school/guidance/#toc123542197

http://www.dot.state.mn.us/saferoutes/index.html


http://www.dot.state.mn.us/saferoutes/index.html

Many pedestrian infrastructure projects in Minnesota use one or more of the following funding sources. Note

that program requirements and deadlines are subject to change. Confirm this information, and obtain more

details through the websites and contacts provided.

1) Transportation Alternatives (TA) Funding

TA combines funding from the SAFETEA-LU Transportation Enhancements, Safe Routes to School

infrastructure, Scenic Byways programs. TA is part of the federal transportation act referred to as FASTACT.

This consolidated program provides funding for a variety of alternative transportation projects, including

many that were previously eligible activities under the separate funding programs.

TA funding solicitation

Solicitation for TAP funding will be at the same time throughout the state.

Letter of Intent (LOI)2. Step one is to submit an LOI. In SW Minnesota, the SRDC will contact

applicants to help review the project proposal and the steps necessary for delivering a federally funded

project prior to local communities and regional agencies submitting a full grant application. The

purpose of the LOI review is to help applicants refine the focus of their application, improve the

application request, and to help them identify if there would be elements that would delay a project.

Project eligibility, serving a transportation purpose, deliverability in the year programmed, local

match, responsibility for various components of the application and project are key components

discussed during the LOI.

LOI review worksheet. The SRDC will submit to the applicant and the ATP a LOI worksheet that

covered what was discussed during the review. The LOI worksheet will identify the recommendation

to proceed to a full application, if there are recommendations to the applicant as they develop their

application.

2) Minnesota Dept. of Natural Resources (DNR) Administered Park and Trail Grants

DNR administers several trail grants with funding from the federal and state governments. All are

reimbursement programs, and require matching funding. Grants are awarded for the following fiscal year.

Grant administration and review is centralized; applicants compete statewide. Information on all of the grants:

http://www.dnr.state.mn.us/grants/recreation/index.html

A) Federal Recreational Trail Program

$150,000 maximum, $1,000 minimum grant; ax equipment request is $75,000 at 50% match, under

75,000 is a 25% match.

Approximately $2 million available annually statewide

30% to non-motorized projects 30% to motorized projects, 40% to projects with motorized and non-

motorized usage;

25% cash or in kind match (in-kind must be preapproved); federal funds can be used as match in some

cases, but 10% of the project must include non-federal funds and be pre-approved.

State trail corridors are eligible

Applications due annually, last week of February

B) Local Trail Connections Program: To provide grants to local units of government to promote relatively

short trail connections between where people live and desirable locations, not to develop significant new

trails. Funding for this grant program is from "In Lieu Of" lottery proceeds. This program is established

in Minnesota Statutes 85.019.

$150,000 maximum, $5,000 minimum grant

$800,000 total statewide was available for 2017, divided between three Park and Trail grant programs.

2 Some ATP’s consider whether an applicant has submitted a LOI as part of the project scoring criteria.

http://www.dnr.state.mn.us/grants/recreation/index.html

50% non-state cash match required; federal recreational trail program grants may be used as match

Priority for trail project funding will be given to projects that provide significant connectivity.

Considerations also include trail length, expected amount and type of use, and quality and attractiveness

of natural and cultural resources

Applications due annually on last week of March

Eligible projects: Eligible projects include acquisition and development of trail facilities. Projects must

result in a trail linkage that is immediately available for use by the general public. Trail linkages include

connecting where people live (e.g. residential areas within cities, entire communities) and significant

public resources (e.g. historical areas, open space, parks and/or other trails). Acquisition of trail right-of-

way is eligible only when proposed in conjunction with trail development. Acquisition projects require a

perpetual easement for recreational purposes. Development projects require a 20 year maintenance

commitment by the project sponsor. Projects inside state park boundaries, state recreation areas, on state

trail corridors and elements of the Regional Open Space System in the Twin Cities Metro System are not

eligible.

Greater Minnesota Regional Parks and Trails Commission http://www.gmrptcommission.org/ A program

using state sales tax funds provided by the 2008 Clean Water, Land and Legacy Amendment.

Application for regional designation is due at the end of April. Must have a Master Plan that can be

developed if the applicant ranks high to be eligible for funding.

A) Regional Trail Grant Program

$250,000 maximum, $5,000 minimum grant

$1,005,000 total statewide was available for 2013, divided between this and the Local Trail Connections

25% non-state cash match required; federal recreational trail program grants may be used as match

Projects outside Twin Cities metro area only are eligible

Projects in state trail corridors, state recreation areas and state parks are ineligible

Applications due annually the last week of March

3) State Bonding

Every other year in even numbered years the State Legislature approves a large bonding bill to fund major

capital improvements. The State of Minnesota sells General Obligation Tax Exempt and Taxable Bonds, and

Revenue Bonds. The proceeds from the sale of General Obligation bonds are used to pay the cost of building

the capital projects that are approved by the Legislature and the Governor. For several years, trail acquisition

and development projects have received funding in this manner. Most of the bonding funds for trails have

been allocated to State trails, but some “regional” trails, and even a few local trails have received bonding

funding.

Typical bonding process: Well before the legislative session starts, House and Senate committees which

review bonding proposals conduct site visits to some of the project sites around the state which are proposed

for bonding funding. Also well before the session starts, the nonprofit Parks and Trails Council of Minnesota

prepares its own list of park and trail projects recommended for bonding, based on the Council’s criteria, and

starts organizing lobbying efforts to support its list.

The Minnesota DNR may submit bonding requests for state park and state trail projects to the Minnesota

Management and Budget Office. The DNR requests are considered with other state agency requests by the

Governor. The Governor prepares a bonding proposal, which is presented to the Legislature early in the

legislative session. This is the start point of the bonding bill.

State Representatives and Senators in whose district a project is located usually introduce separate bills early in

the legislative session for each trail bonding request. Bills proceed through several committees, and are

http://www.gmrptcommission.org/

eventually combined into one House bonding bill and one Senate bonding bill. The House and Senate usually

agree upon and pass a combined bonding bill. The Governor can approve or veto the entire bill, or veto

individual projects with the Governor’s line item veto authority.

POTENTIAL FUNDING SOURCES FOR TRAILS IN SOUTHWEST MINNESOTA

In Minnesota in 2007, 76% of total charitable giving came from individuals, 10% came from private

foundations, 10% from corporate foundations and giving programs, and 3% from community/public foundations.

Given these statistics, it is wise to devise a fundraising campaign for your trail project that includes solicitations

from individuals. Below are private, corporate and community foundations that may fund trail development

projects or trail related programs.

Nationwide Pedestrians and Bike Trail Specific Funds

Foundation/Company

Name

Funding Category or

Program(s)

Website Amount & Other

Info

The Conservation Fund Kodak American

Greenways Program

www.conservationfund.org Nationwide

solicitation

Due annually, mid-

June; $500-1000

typical grants

$2500 maximum

Bikes Belong For bicycle facility

development and

advocacy

www.bikesbelong.org Up to $10,000 grants

American Hiking Society National Trails Fund, for

foot trails only

www.americanhiking.org

$500-$5,000 per

project

International Mountain

Biking Association

Trail Tune Up Grants;

Clif Bars for Trail Work

Days

www.imba.com

$2,000 per project &

help from IMBA

trail crew for

mountain bike trails

only;

Donates Clif bars for

volunteer work days

Specialized Bike Dealers Wellness on Bikes,

Youth on Bikes, Access

for Bikes, Bikes as

Sustainable

Transportation

www.specialized.com Event, program or

project support.

Specialized dealer

applies in

partnership with

local group

Foundations that Have Funded Parks or Playgrounds in MN

Foundation/Company

Name

Funding Category or

Program(s)


Info

Bremer Foundation Community/economic

development

www.ottobremer.org Funding mostly

limited to

communities served

by Bremer Bank

McKnight Foundation Region and Communities

program.

www.mcknight.org Stated goal: increase

transportation

alternatives

http://www.conservationfund.org/

http://www.bikesbelong.org/

http://www.americanhiking.org/

http://www.imba.com/

http://www.specialized.com/

http://www.ottobremer.org/

http://www.mcknight.org/

Minnesota Twins

Community Fund

Community donations minnesota.twins.mlb.com/min

/community/

To help non-profits

raise money, the

Twins donate

autographed

memorabilia for

non-profits to

auction.

Utility Companies

Foundation/Company

Name

Funding Category or

Program(s)


Info

Sioux Valley Energy Operation Roundup

(Customers elect to

round up their utility

bills to the next highest

dollar, donating the

difference to charities)

www.siouxvalleyenergy.com Over $600,000 has

been donated since

program inception.

Over 75% of

customers

participate.

Charities apply for

inclusion.

Nobles Cooperative

Electric

Operation Roundup www.noblesce.coop/member-

services/operation-round

Has donated over

$100,000 to local

charities since 2001

Lyon-Lincoln Electric

Cooperative

Operation Roundup http://www.llec.coop/ Recent donations

$100 - $1000.

Grants considered 4

times/year

Redwood Electric

Cooperative

Operation Roundup www.redwoodelectric.com/ Over $40,000 has

been granted since

inception

Great River Energy Sponsorship (events or

programs)

Contributions:

Community Service,

Youth or Environment

www.greatriverenergy.com/ No capital

campaigns, but

funds other efforts

for public safety,

quality of life,

youth wellness &

youth participation

in physical

activities

MN Energy Resources Community &

Neighborhood Devt.,

Dollars for Doers

www.minnesotaenergyresourc

es.com/

Xcel Energy Environment, economic

sustainability grants

www.xcelenergy.com/ No capital projects.

Operating support

& program

development. Has

helped to fund park

& trail systems

Surdna Foundation, NY Sustainable

Environment:

www.surdna.org Have funded

Midtown

Greenway; Rails-

http://minnesota.twins.mlb.com/min/community/

http://minnesota.twins.mlb.com/min/community/

http://www.siouxvalleyenergy.com/

http://www.noblesce.coop/member-services/operation-round

http://www.noblesce.coop/member-services/operation-round

http://www.llec.coop/

http://www.redwoodelectric.com/

http://www.greatriverenergy.com/

http://www.minnesotaenergyresources.com/

http://www.minnesotaenergyresources.com/

http://www.xcelenergy.com/

http://www.surdna.org/

Transportation and

Smart Growth

to-Trails. $50,000

to $100,000

Community Foundations

Foundation/Company

Name

Funding Category or

Program(s)


Info

inFaith Community

Foundation (formerly

Lutheran Community

Foundation)

Creation Care

Environmental

Initiative, Donor

Advised Field of Interest

Funds

www.infaithfound.org $7 million/year, all

programs

Southwest Initiative

Foundation

www.swifoundation.org


affiliated with or projects

of SW Initiative Found:

Balaton

Heron Lake-Okabena

Jackson

Lake Benton

Lismore

Marshall

Mountain Lake

Pipestone

Tyler

Walnut Grove

Worthington

swifoundation.org/give-3/how-

to-give/community-

foundations/

Grants awarded

since fund

inception:

Balaton: $36,000

Heron Lake-

Okabena: $123,000

Jackson: $70,000

Lake Benton:

$37,000

Lismore:

$212,000

Marshall:

$103,000

Mountain Lake:

$53,000

Pipestone:

$627,000

Tyler: $471,000

Walnut Grove:

$128,000

Worthington:

$55.000

Minnesota Community

Foundation

Works together with the

St. Paul Foundation.

www.giveMN.org


affiliated with the

Minnesota Community

Foundation:

Walnut Grove Area

Foundation

Five Star Community

Found (Redwood

Falls)

Springfield Area

Foundation

Wanda Community

Fund

Redwood Area

Communities

www.saintpaulfoundation.org/ Individual

community funds,

each with its own

guidelines

Railroads

http://www.infaithfound.org/

http://www.swifoundation.org/

https://swifoundation.org/give-3/how-to-give/community-foundations/



http://www.givemn.org/

http://www.saintpaulfoundation.org/

Trail groups will often need to work with railroads regarding railroad crossings and sometime railroad right of

way. Contact the railroad early in your planning process. Besides the official corporate giving programs listed

below, trail groups may also be able to negotiate trail easements, or donations of material or labor for trail

railroad crossings. The following are railroads in the 9 county area:

Foundation/Company

Name

Funding Category or

Program(s)


Info

Burlington Northern Santa

Fe Railroad Foundation

Community Support

www.bnsffoundation.org Supports

community projects

with significant

local involvement

Canadian Pacific Community Investment

Program

www.cpr.ca Supports quality of

life improvements.

Online application

Dakota Minnesota &

Eastern

No corporate giving info

on website.

In 2008, DM&E

and IC&E

consolidated and

are controlled by

Canadian Pacific

Minnesota Southern

Railway

41 mile shortline based in

Luverne

www.mnsouthernrail.com/ Funds quality of

life improvements;

non-profit capacity

building

Union Pacific Foundation Community-Based

Grant

Program/Community &

Civic Projects

www.up.com/found Subsidiary of Twin

Cities & Western

Railroad

Minnesota Prairie Line

94 mile shortline based in

Glencoe


on website.

www.tcwr.net/mpl

Large Private Employers

Some corporations have formal grant programs, and some may need to be approached through their community

relations department or management. Consider approaching employers in your region, not just in your city.

These are good sources for matching funds to state or federal grants. Several companies have Dollars for

Doers—companies donate to causes for which their employees volunteer, and employee matching gifts—

employee donations are matched by the company. Below is a list of some of the major employers in the 9-

county area:

Foundation/Company

Name

Funding Category or

Program(s)


Info

Schwan’s Food

2500 employees in

Marshall

Marvin M. Schwan

Foundation

www.schwans.com/

Swift & Co

1500 employees in

Worthington


on website. Has

donated to local United

Ways

www.jbsswift.com

Toro

660 employees in

Windom

Giving Program &

employee volunteers,

equipment donations

www.thetorocompany.com For beautification

and preservation of

outdoor

environments

http://www.bnsffoundation.org/

http://www.cpr.ca/

http://www.mnsouthernrail.com/

http://www.up.com/found

http://www.tcwr.net/mpl

http://www.schwans.com/

http://www.jbsswift.com/

http://www.thetorocompany.com/

Wal-Mart Stores &

Foundation

400 Walmart employees

in Marshall

National, state and store

giving programs; Health

& Wellness,

Environmental

Sustainability

giving.walmart.com/foundatio

n

Archer Daniels Midland

325 employees in

Marshall

ADMCares/Strong

Communities

www.adm.com

Pipestone System

300 employees in

Pipestone


on website.

www.pipestonesystem.com

Daktronics

275 employees in

Redwood Falls


on website.

www.daktronics.com

Schult Homes Corp.

250 employees in

Redwood Falls


on website.

www.schulthomes.com

Turkey Valley Farms

235 employees in

Marshall

Charitable giving

unknown.

Environmental/Sustainability Grants

Foundation/Company

Name

Funding Category or

Program(s)


Info

Tread Lightly Restoration for

Recreation

www.treadlightly.org Partners w/govt. to

restore rec. facilities

into

environmentally

sustainable areas,

help raise money

Sustainable Communities

Regional Planning Grant

Program, U.S. Dept. of

Housing & Urban

Development (HUD)

This new grant program

is expected to offer

opportunities and

funding for parks and

recreation. It will span

urban to rural

boundaries where parks,

trails, and public open

space are expected to be

key components in plans

developed by the

regional partnerships

that will be formed to

apply for the grants.

www.hud.gov

The Conservation

Alliance

To protect wild places

for their habitat and

recreational values

www.conservationalliance.co

m/grants

Some cycles have

had 15 grants

totaling $400,000

nationwide

http://giving.walmart.com/foundation

http://giving.walmart.com/foundation

http://www.adm.com/

http://www.pipestonesystem.com/

http://www.daktronics.com/

http://www.schulthomes.com/

http://www.treadlightly.org/

http://www.hud.gov/

http://www.conservationalliance.com/grants

http://www.conservationalliance.com/grants

Patagonia Environmental Grants

Program

www.patagonia.com Gives 10% of pre-

tax profits to

grassroots

environmental

groups, including

for habitat

protection, $3000 -

$8000

Tourism Related

Foundation/Company

Name

Funding Category or

Program(s)


Info

Tourism Cares Worldwide Grants

www.tourismcares.org

Preserves &

restores sites of

exceptional

cultural, historic or

natural

significance. $2

million total

program

Explore Minnesota

Tourism

Scenic Byway

Marketing Partnership

grant: MN Scenic

Byway Hwy75— King

of Trails is eligible

www.exploreminnesota.com

Up to $2500 for

promotion of

byway by Byway

non-profits. Could

promote trails along

Byway

Organizational

Partnership Grants

www.exploreminnesota.com

For marketing to

attract out of state

tourists, up to

$10,000

Innovative Marketing

Grants

www.exploreminnesota.com $10,000 - $30,000

for innovative

marketing

strategies

Health Related

Most hospitals in the 9-county Southwest region are affiliated with either Sanford Health or Avera. Although

neither has a community grant program for which trail development would be eligible, encourage your local

hospital and physicians’ clinics to join your trail effort as a partner, because of the health benefits of physical

activity. Local hospitals may provide staff support, event sponsorship, assistance with promotions, and/or

funding. Start with the community relations staff, or staff that deal with physical therapy, heart disease, cancer

or diabetes (the diseases for which physical activity is a known prevention factor.)

Foundation/Company

Name

Funding Category or

Program(s)


Info

Sanford Health

Foundation

No applicable programs

on website. Check with

individual hospitals and

clinics.

www.sanfordhealth.org

Locations of

Sanford affiliates:

Adrian, Jackson,

Luverne, Slayton,

http://www.patagonia.com/

http://www.tourismcares.org/

http://www.exploreminnesota.com/



http://www.sanfordhealth.org/

Tracy, Westbrook,

Windom,

Worthington

Avera Foundation

Community Service

Fund

www.avera.org Check for updates:

Locations of Avera

affiliates: Marshall,

Pipestone, Tyler

Communities Putting

Prevention to Work

Program, Federal Centers

for Disease Control and

Prevention

www.hhs.gov

Through MN Dept.

of Health. $373

million for 30-40

communities

nationwide. Watch

for additional grant

rounds

American Recovery and

Reinvestment Act

(ARRA)

Funds for prevention

and wellness programs

www.health.state.mn.us

Through MN Dept.

of Health

Statewide Health

Improvement Partnership

(SHIP)

Des Moines Valley

Health and Human

Services (Cottonwood,

Jackson, Nobles);

Southwest SHIP

(Rock, Pipestone,

Murray, Lincoln,

Lyon, Redwood)

Grant program to

address physical

inactivity and other

issues.

www.health.state.mn.us

Access to non-

motorized

transportation and

recreation

considered. Note

there are limitations

on use of funds.

No Capital Campaigns – May Fund Programs or Promotions

Foundation/Company

Name

Funding Category or

Program(s)


Info

SmartWool Advocacy Fund www.smartwool.com Supporting active

lifestyles for youth;

outdoor activity

participation.

$500-$5000

Other

Foundation/Company

Name

Funding Category or

Program(s)


Info

Recreational Equipment,

Inc (REI)

Corporate Giving and

REI Foundation

www.rei.com Donates approx.

3% of its operating

profits annually to

non-profits. $2

million to 250+

groups in 2009

http://www.avera.org/

http://www.hhs.gov/

http://www.health.state.mn.us/

http://www.health.state.mn.us/

http://www.smartwool.com/

http://www.rei.com/

Community Franchise

fees

Local

- Does the local

community have

franchise

agreements? Can

funds be collected

from them to

support

infrastructure

improvements?

Local organizations and

community support

programs

Local -

Jackson Health Care

Foundation

www.givemn.org/organization/

Jackson-Health-Care-

Foundation

Have funded girls’

night out, Jackson

Hospice, SW

Aquatic Club,

Jackson

Ambulance,

Jackson Lions for

handicap accessible

ramps, Jackson

County Central for

concussion testing.

Ag Star

Up to $10,000 www.agstar.com Enhancing life in

agriculture and

rural America

http://www.givemn.org/organization/Jackson-Health-Care-Foundation



http://www.agstar.com/

Pedestrian and Bicycle Funding Opportunities

U.S. Department of Transportation Transit, Highway, and Safety Funds Revised August 12, 2016

This table indicates potential eligibility for pedestrian and bicycle projects under U.S. Department of Transportation surface transportation funding programs. Additional restrictions may apply. See notes and basic program requirements below, and see program guidance for detailed requirements. Project sponsors should fully integrate nonmotorized

accommodation into surface transportation projects. Section 1404 of the Fixing America’s Surface Transportation (FAST) Act modified 23 U.S.C. 109 to require federally-funded

projects on the National Highway System to consider access for other modes of transportation, and provides greater design flexibility to do so. Key: $ = Funds may be used for this activity (restrictions may apply). $* = See program-specific notes for restrictions. ~$ = Eligible, but not competitive unless part of a larger project.

Pedestrian and Bicycle Funding Opportunities U.S. Department of Transportation Transit, Highway, and Safety Funds

Activity or Project Type TIGER TIFIA FTA ATI CMAQ HSIP NHPP STBG TA RTP SRTS PLAN NHTSA 402

NHTSA 405

FLTTP

Access enhancements to public transportation (includes

benches, bus pads) $ $ $ $ $ $ $ $ $

ADA/504 Self Evaluation / Transition Plan $ $ $ $ $ Bicycle plans $ $ $ $ $ $ Bicycle helmets (project or training related) $ $SRTS $ $* Bicycle helmets (safety promotion) $ $SRTS $ Bicycle lanes on road $ $ $ $ $ $ $ $ $ $ $ Bicycle parking ~$ ~$ $ $ $ $ $ $ $ $ $ Bike racks on transit $ $ $ $ $ $ $ $ Bicycle share (capital and equipment; not operations) $ $ $ $ $ $ $ $ $ Bicycle storage or service centers at transit hubs ~$ ~$ $ $ $ $ $ $ Bridges / overcrossings for pedestrians and/or bicyclists $ $ $ $ $* $ $ $ $ $ $ $ Bus shelters and benches $ $ $ $ $ $ $ $ $ Coordinator positions (State or local) $ 1 per

State $ $SRTS $

Crosswalks (new or retrofit) $ $ $ $ $* $ $ $ $ $ $ $ Curb cuts and ramps $ $ $ $ $* $ $ $ $ $ $ $ Counting equipment $ $ $ $ $ $ $ $ $* $ Data collection and monitoring for pedestrians and/or bicyclists $ $ $ $ $ $ $ $ $* $ Historic preservation (pedestrian and bicycle and transit

facilities) $ $ $ $ $ $ $

Landscaping, streetscaping (pedestrian and/or bicycle route;

transit access); related amenities (benches, water fountains);

generally as part of a larger project

~$ ~$ $ $ $ $ $ $

Lighting (pedestrian and bicyclist scale associated with pedestrian/bicyclist project)

$ $ $ $ $ $ $ $ $ $ $

Maps (for pedestrians and/or bicyclists) $ $ $ $ $ $ $* Paved shoulders for pedestrian and/or bicyclist use $ $ $* $ $ $ $ $ $

http://www.dot.gov/tiger

http://www.fhwa.dot.gov/ipd/tifia/

http://www.fta.dot.gov/13747_14399.html

https://www.transit.dot.gov/regulations-and-guidance/environmental-programs/livable-sustainable-communities/bicycles-transit

http://www.fhwa.dot.gov/environment/air_quality/cmaq/

http://safety.fhwa.dot.gov/hsip/shsp/

http://www.fhwa.dot.gov/specialfunding/nhpp/160309.cfm

http://www.fhwa.dot.gov/specialfunding/stp/

http://www.fhwa.dot.gov/environment/transportation_alternatives/

http://www.fhwa.dot.gov/environment/recreational_trails/

http://www.fhwa.dot.gov/environment/safe_routes_to_school/

http://www.fhwa.dot.gov/planning/

http://www.ghsa.org/html/stateinfo/programs/402.html

http://www.nhtsa.gov/About+NHTSA/Highway+Safety+Grant+Programs

http://flh.fhwa.dot.gov/

Key: $ = Funds may be used for this activity (restrictions may apply). $* = See program-specific notes for restrictions. ~$ = Eligible, but not competitive unless part of a larger project.

Pedestrian and Bicycle Funding Opportunities U.S. Department of Transportation Transit, Highway, and Safety Funds

Activity or Project Type TIGER TIFIA FTA ATI CMAQ HSIP NHPP STBG TA RTP SRTS PLAN NHTSA 402

NHTSA 405

FLTTP

Pedestrian plans $ $ $ $ $ $ Recreational trails ~$ ~$ $ $ $ $ Road Diets (pedestrian and bicycle portions) $ $ $ $ $ $ $ Road Safety Assessment for pedestrians and bicyclists $ $ $ $ $ Safety education and awareness activities and programs to inform pedestrians, bicyclists, and motorists on ped/bike safety

$SRTS $SRTS $ $* $* $*

Safety education positions $SRTS $SRTS $ $* Safety enforcement (including police patrols) $SRTS $SRTS $ $* $* Safety program technical assessment (for peds/bicyclists) $SRTS $SRTS $ $* $ Separated bicycle lanes $ $ $ $ $ $ $ $ $ $ $ Shared use paths / transportation trails $ $ $ $ $* $ $ $ $ $ $ $ Sidewalks (new or retrofit) $ $ $ $ $ $ $ $ $ $ $ $ Signs / signals / signal improvements $ $ $ $ $ $ $ $ $ $ $ Signed pedestrian or bicycle routes $ $ $ $ $ $ $ $ $ $ Spot improvement programs $ $ $ $ $ $ $ $ $ $ Stormwater impacts related to pedestrian and bicycle projects $ $ $ $ $ $ $ $ $ $ $ Traffic calming $ $ $ $ $ $ $ $ $ Trail bridges $ $ $* $ $ $ $ $ $ $ Trail construction and maintenance equipment $RTP $RTP $ Trail/highway intersections $ $ $* $ $ $ $ $ $ $ Trailside and trailhead facilities (includes restrooms and water,

but not general park amenities; see guidance) ~$* ~$* $* $* $* $

Training $ $ $ $ $ $ $* $* Training for law enforcement on ped/bicyclist safety laws $SRTS $SRTS $ $* Tunnels / undercrossings for pedestrians and/or bicyclists $ $ $ $ $* $ $ $ $ $ $ $

Abbreviations ADA/504: Americans with Disabilities Act of 1990 / Section 504 of the Rehabilitation Act of 1973 TIGER: Transportation Investment Generating Economic Recovery Discretionary Grant program

TIFIA: Transportation Infrastructure Finance and Innovation Act (loans) FTA: Federal Transit Administration Capital Funds ATI: Associated Transit Improvement (1% set-aside of FTA) CMAQ: Congestion Mitigation and Air Quality Improvement Program

HSIP: Highway Safety Improvement Program NHPP: National Highway Performance Program STBG: Surface Transportation Block Grant Program

TA: Transportation Alternatives Set-Aside (formerly Transportation Alternatives Program)

RTP: Recreational Trails Program SRTS: Safe Routes to School Program / Activities PLAN: Statewide Planning and Research (SPR) or Metropolitan Planning funds NHTSA 402: State and Community Highway Safety Grant Program

NHTSA 405: National Priority Safety Programs (Nonmotorized safety)

FLTTP: Federal Lands and Tribal Transportation Programs (Federal Lands Access Program, Federal Lands Transportation Program, Tribal Transportation Program, Nationally Significant Federal Lands and Tribal Projects

Program-specific notes: Federal-aid funding programs have specific requirements that projects must meet, and eligibility must be determined on a case-by-case basis. For example:




https://www.transit.dot.gov/regulations-and-guidance/environmental-programs/livable-sustainable-communities/bicycles-transit

















http://safety.fhwa.dot.gov/hsip/










• TIGER: Subject to annual appropriations. • TIFIA: Program offers assistance only in the form of secured loans, loan guarantees, or standby lines of credit, but can be combined with other grant sources, subject to total

Federal assistance limitations. • FTA/ATI: Project funded with FTA transit funds must provide access to transit. See Bikes and Transit and the FTA Final Policy Statement on the Eligibility of Pedestrian and

Bicycle Improvements under Federal Transit Law. o Bicycle infrastructure plans and projects funded with FTA funds must be within a 3 mile radius of a transit stop or station, or if further than 3 miles, must be within the

distance that people could be expected to safely and conveniently bike to use the particular stop or station. o Pedestrian infrastructure plans and projects funded with FTA funds must be within a ½ mile radius of a transit stop or station, or if further than ½ mile, must be within the

distance that people could be expected to safely and conveniently walk to use the particular stop or station. o FTA funds cannot be used to purchase bicycles for bike share systems. o FTA encourages grantees to use FHWA funds as a primary source for public right-of-way projects.

• CMAQ projects must demonstrate emissions reduction and benefit air quality. See the CMAQ guidance at www.fhwa.dot.gov/environment/air_quality/cmaq/ for a list of projects that may be eligible for CMAQ funds. Several activities may be eligible for CMAQ funds as part of a bicycle and pedestrian-related project, but not as a highway project. CMAQ funds may be used for shared use paths, but may not be used for trails that are primarily for recreational use.

• HSIP projects must be consistent with a State’s Strategic Highway Safety Plan and either (1) correct or improve a hazardous road location or feature, or (2) address a highway

safety problem. • NHPP projects must benefit National Highway System (NHS) corridors. • STBG and TA Set-Aside: Activities marked “$SRTS” means eligible only as an SRTS project benefiting schools for kindergarten through 8

th grade. Bicycle transportation

nonconstruction projects related to safe bicycle use are eligible under STBG, but not under TA (23 U.S.C. 217(a)). • RTP must benefit recreational trails, but for any recreational trail use. RTP projects are eligible under TA and STBG, but States may require a transportation purpose. • SRTS: FY 2012 was the last year for SRTS funds, but SRTS funds are available until expended. • Planning funds must be used for planning purposes, for example:

o Maps: System maps and GIS; o Safety education and awareness: for transportation safety planning; o Safety program technical assessment: for transportation safety planning; o Training: bicycle and pedestrian system planning training.

• Federal Lands and Tribal Transportation Programs (FLTTP) projects must provide access to or within Federal or tribal lands: o Federal Lands Access Program (FLAP): Open to State and local entities for projects that provide access to or within Federal or tribal lands. o Federal Lands Transportation Program: For Federal agencies for projects that provide access within Federal lands. o Tribal Transportation Program: available for federally-recognized tribal governments for projects within tribal boundaries and public roads that access tribal lands.

• NHTSA 402 project activity must be included in the State’s Highway Safety Plan. Contact the State Highway Safety Office for details: http://www.ghsa.org/html/about/shsos.html

• NHTSA 405 funds are subject to State eligibility, application, and award. Project activity must be included in the State’s Highway Safety Plan. Contact the State Highway Safety Office for details: http://www.ghsa.org/html/about/shsos.html

Cross-cutting notes • FHWA Bicycle and Pedestrian Guidance: http://www.fhwa.dot.gov/environment/bicycle_pedestrian/ • Applicability of 23 U.S.C. 217(i) for Bicycle Projects: 23 U.S.C. 217(i) requires that bicycle facilities “be principally for transportation, rather than recreation, purposes”.

However, sections 133(b)(6) and 133(h) list “recreational trails projects” as eligible activities under STBG. Therefore, the requirement in 23 U.S.C. 217(i) does not apply

to recreational trails projects (including for bicycle use) using STBG funds. Section 217(i) continues to apply to bicycle facilities other than trail-related projects, and

section 217(i) continues to apply to bicycle facilities using other Federal-aid Highway Program funds (NHPP, HSIP, CMAQ). The transportation requirement under section 217(i) is applicable only to bicycle projects; it does not apply to any other trail use or transportation mode.

• There may be occasional DOT or agency incentive grants for specific research or technical assistance purposes. • Aspects of many DOT initiatives may be eligible as individual projects. For example, activities above may benefit Ladders of Opportunity; safe, comfortable, interconnected

networks; environmental justice; equity; etc.


http://www.gpo.gov/fdsys/pkg/FR-2011-08-19/pdf/2011-21273.pdf

http://www.gpo.gov/fdsys/pkg/FR-2011-08-19/pdf/2011-21273.pdf



http://www.ghsa.org/html/about/shsos.html

http://www.ghsa.org/html/about/shsos.html

http://www.fhwa.dot.gov/environment/bicycle_pedestrian/

marshall safe routes to school plan - swrdc · 2017-12-05 · 2 this multi-jurisdictional plan...

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