HomeMy WebLinkAbout2017_02_28 CC PKTCity Council
City of Brookings
Meeting Agenda
Brookings City Council
Brookings City & County
Government Center
520 3rd St., Suite 230
Brookings, SD 57006
Phone: (605) 692-6281
Fax: (605) 692-6907
Vision Statement: "We are an inclusive, diverse, connected community that fuels the creative class,
embraces sustainability and pursues a complete lifestyle. We are committed to building a bright future
through dedication, generosity and authenticity. Bring your dreams!"
Council Chambers6:00 PMTuesday, February 28, 2017
The City of Brookings is committed to providing a high quality of life for its citizens and fostering a diverse
economic base through innovative thinking, strategic planning, and proactive, fiscally responsible municipal
management.
6:00 PM REGULAR MEETING
1. Call to Order / Pledge of Allegiance.
2. Record of Council Attendance.
3. Consent Agenda:
Action: Motion to Approve, Request Public Comment, Roll Call
Matters appearing on the Consent Agenda are expected to be non-controversial and
will be acted upon by the Council at one time, without discussion, unless a member of
the Council or City Manager requests an opportunity to address any given item. Items
removed from the Consent Agenda will be discussed at the beginning of the formal
items. Approval by the Council of the Consent Agenda items means that the
recommendation of the City Manager is approved along with the terms and conditions
described in the agenda supporting documentation.
3.A. Action to approve the agenda.
3.B.ID 2017-0154 Action to approve the February 14 City Council Minutes.
2/14/2017 MinutesAttachments:
3.C.RES 17-021 Action on Resolution 17-021, a Resolution designating Election Judges
for the April 11, 2017 Combined Municipal / School Board Election.
ResolutionAttachments:
3.D.RES 17-023 Action on Resolution 17-023, a Resolution declaring 2004 Dodge
Page 1 City of Brookings
February 28, 2017City Council Meeting Agenda
Durango as Surplus Property.
ResolutionAttachments:
3.E.RES 17-026 Action on Resolution 17-026, a Resolution Concurring in the Placement
of Stop Signs on 13th Avenue, at its intersection with 4th Street.
Resolution
Map
Attachments:
3.F.RES 17-028 Action on Resolution 17-028, a Resolution to Purchase off another
Governmental Agency Bid: 2017 Tandem Axle Truck and Stainless
Steel Dump Body.
Resolution
City of Sioux Falls - support documents
Clay County - support documents
Sanitation Products Letter
Attachments:
3.G.RES 17-029 Action on Resolution 17-029, a Resolution declaring items as surplus
property.
Resolution
Surplus List
Attachments:
4. Items removed from Consent Agenda.
Action: Motion to Approve, Request Public Comment, Roll Call
5. Open Forum/Presentations/Reports:
5.A.ID 2017-0156 Introduction of Officer Seth Bonnema and K-9 Officer Gina.
5.B. Open Forum.
At this time, any member of the public may request time on the agenda for an item not
listed. Items are typically scheduled for the end of the meeting; however, very brief
announcements or invitations will be allowed at this time.
5.C. SDSU Student Association Report.
6. Contracts/Change Orders:
6.A.RES 17-024 Action on Resolution 17-024, a Resolution Awarding Bids on
2017-07STI, Asphalt Concrete Freight on Board Project.
ResolutionAttachments:
Action: Motion to Approve, Request Public Comment, Roll Call
6.B.RES 17-025 Action on Resolution 17-025, a Resolution Awarding Bids on
2017-06STI, Chip Seal Project.
Page 2 City of Brookings
February 28, 2017City Council Meeting Agenda
ResolutionAttachments:
Action: Motion to Approve, Request Public Comment, Roll Call
6.C.ID 2017-0159 Action on consideration of an Add-Alternate for Fire Station Project
Heating System.
Action: Motion to Approve, Request Public Comment, Roll Call
7. Ordinance First Readings:
No vote is taken on the first reading of an Ordinance. The title of the Ordinance is read
and the date for the public hearing is announced.
7.A.Ord 17-007 Introduction and First Reading of Ordinance 17-007 an Ordinance
authorizing Supplemental Appropriation #1 to the 2017 Budget. Second
Reading: March 28, 2017.
OrdinanceAttachments:
8. Public Hearings and Second Readings:
8.A.ID 2017-0153 Public Hearing and Action on an On-Off Sale Malt Beverage Alcohol
License for Mad Jacks LTD, dba Mama Mia, Dennis Bielfeldt, owner,
1300 Main Ave. So., Brookings, South Dakota, legal description: Lot 1
excluding S 92' of W 40', Block 3, Fishback Second Addition.
Hearing NoticeAttachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
8.B.RES 17-030 Public Hearing and Action on Resolution 17-030, a Resolution
authorizing the City Manager to sign an On-Off Sale Wine Operating
Agreement for Mad Jacks Ltd, dba Mama Mia, Dennis Bielfeldt, owner,
1300 Main Ave. So., Brookings, SD, legal description: Lot 1 excluding S
92' of W 40', Block 3, Fishback Second Addition.
Resolution
Hearing Notice
Operating Agreement - Wine
Attachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
8.C.ID 2017-0137 Public Hearing and Action on a Temporary Liquor Application for the
Brookings Police Foundation Pig Roast, to be held at the National
Guard Armory (300 5th St. So.) on April 9, 2017.
Legal NoticeAttachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
8.D.RES 17-027 Public Hearing and Action on Resolution 17-027, a Resolution of Intent
to Lease Real Property to Bowes Construction, Inc.
Resolution
Construction Staging Area
Attachments:
Page 3 City of Brookings
February 28, 2017City Council Meeting Agenda
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
8.E.ORD 17-006 Second Reading and Action Ordinance 17-006, an Ordinance amending
Article II of Chapter 22 of the Code of Ordinances of the City of
Brookings and Pertaining to the 2015 International Residential Code
with Certain Amendments on Frost Protection.
Ordinance - clean
Ordinance - marked
Board of Appeals Minutes Excerpt 1-3-2017
Attachments:
Action: Motion to Approve, Request Public Comment, Roll Call
Legislative History
2/14/17 City Council read into the record
8.F.ORD 17-002 Public Hearing and Action on Ordinance 17-002, an Ordinance rezoning
the North 405 feet of the South 670 feet in the SW ¼ SW ¼ excluding
the platted areas of Section 36-T110-R50W and Lot 100, Windermere
Pointe Addition, excluding the south 225 feet, from a Business B-2
District and a Business B-2A Office District to a Residence R-3
Apartment District (location: North of 20th Street South and west of
Windermere Addition).
Ordinance
Planning Commission Minutes 2-7-2017
Hearing Notice
Current Zoning
Proposed Zoning
Exhibit- Current Zoning
Exhibit- Proposed Zoning
Attachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
Legislative History
2/14/17 City Council read into the record
8.G.ORD 17-005 Public Hearing and Action on Ordinance 17-005, an Ordinance
amending the Zoning Ordinance of the City of Brookings to include
wholesale trade with storage yard as a Conditional Use in the Business
B-3 District of the Zoning Ordinance.
Ordinance
Hearing Notice
Planning Commission Minutes 2-7-2017
B-3 Heavy District Regulations
City Zoning Map
Attachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
Legislative History
2/14/17 City Council read into the record
Page 4 City of Brookings
February 28, 2017City Council Meeting Agenda
8.H.ORD 17-003 Public Hearing and Action on Ordinance 17-003, an Ordinance
amending the Zoning Ordinance of the City of Brookings and pertaining
to accessory building location for the purposes of administration of the
Zoning Ordinance.
Ordinance
Ordinance- Marked Up
Hearing Notice
Planning Commission Minutes 2-7-2017
Attachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
Legislative History
2/14/17 City Council read into the record
8.I.ORD 17-004 Public Hearing and Action on Ordinance 17-004, an Ordinance
amending the Subdivision Regulations of the City of Brookings and
pertaining to secondary access for residential subdivisions for purposes
of administration of the Subdivision Ordinance.
Ordinance
Hearing Notice
Planning Commission Minutes 2-7-2017
Single Family - Single Access
Multi Family - Single Access
Single Family - Multiple Access
Multi Family - Multiple Access
Presentation
Attachments:
Action: Open & Close Public Hearing, Motion to Approve, Roll Call
Legislative History
2/14/17 City Council read into the record
9. Other Business:
9.A.ID 2017-0155 Action to approve the Bicycle Master Plan for the City of Brookings.
Bicycle Master Plan - February 2017
Bicycle Advisory Committee Minutes 2/16/2017
Presentation
Attachments:
Action: Motion to Approve, Request Public Comment, Roll Call
9.B.RES 17-022 Action on Resolution 17-022, a Resolution Reaffirming Brookings
Values of Inclusion, Respect, Tolerance, Equality, and Justice, and the
City’s Commitment Toward Action to Reinforce These Values.
Resolution
Brookings Ministerial Assoc. Letter
SD World Affairs Council Letter
Attachments:
Page 5 City of Brookings
February 28, 2017City Council Meeting Agenda
Action: Motion to Approve, Request Public Comment, Roll Call
10. City Council member introduction of topics for future discussion.
Any Council Member may request discussion of any issue at a future meeting only.
Items cannot be added for action at this meeting. A motion and second is required
stating the issue, requested outcome, and time. A majority vote is required.
11. Adjourn.
Brookings City Council: Scott Munsterman, Mayor, Keith Corbett, Deputy Mayor & Council Member
Council Members Patty Bacon, Dan Hansen, Mary Kidwiler, Ope Niemeyer, and Nick Wendell
Council Staff:
Jeffrey W. Weldon, City Manager Steven Britzman, City Attorney Shari Thornes, City Clerk
View the City Council Meeting Live on the City Government Access Channel 9.
Rebroadcast Schedule: Wednesday 1:00pm/Thursday 7:00pm/Friday 9:00pm/Saturday 1:00pm
The complete City Council agenda packet is available on the city website: www.cityofbrookings.org
Assisted Listening Systems (ALS) are available upon request. Please contact Shari Thornes, Brookings City
Clerk, at (605)692-6281 or sthornes@cityofbrookings.org. If you require additional assistance, alternative
formats, and/or accessible locations consistent with the Americans with Disabilities Act, please contact Shari
Thornes, City ADA Coordinator, at (605)692-6281 at least three working days prior to the meeting.
Page 6 City of Brookings
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ID 2017-0154,Version:1
Action to approve the February 14 City Council Minutes.
Attachments:
2/14/2017 Minutes
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Brookings City Council
February 14, 2017 (unapproved)
The Brookings City Council held a meeting on Tuesday, February 14, 2017 at 6:00 p.m.,
at City Hall with the following City Council members present: Mayor Scott Munsterman,
and Council Members Keith Corbett, Mary Kidwiler, Dan Hansen, Ope Niemeyer, Nick
Wendell, and Patty Bacon. City Manager Jeffrey Weldon, City Attorney Steve Britzman,
and City Clerk Shari Thornes were also present.
Consent Agenda. A motion was made by Council Member Niemeyer, seconded by
Council Member Kidwiler, to approve the Consent Agenda as amended. The motion
carried by the following vote: Yes: 7 - Corbett, Niemeyer, Hansen, Kidwiler, Bacon,
Wendell, and Munsterman.
3.A. Action to approve the agenda.
3.B. Action to approve the January 17 and January 24, 2017 City Council Minutes.
3.C. Action to add a Council Meeting on March 14, 2017 at 6:00 p.m.
3.D. Action on Abatement of Property Taxes for 703 2nd Street South, otherwise
known as Parcel No. 40575-00100-002-10, in the amount of $151.31.
3.E. Action on Resolution 17-002, a Resolution authorizing the City Manager to
sign a Restaurant Liquor Operating Agreement 5-year renewal for Brookings
Steak Co., dba Whiskey Creek Wood Fire Grill, James Gardner, owner, 621 32nd
Ave., legal description: SE corner of Block 1, Wiese Addition.
Resolution 17-002 - Brookings Steak Co., dba Whiskey Creek Wood Fire Grill –
Restaurant Liquor Operating Agreement Renewal
Be It Resolved by the City of Brookings, South Dakota, that the City Council hereby
approves a Lease Renewal Agreement for the Operating Liquor Management
Agreement between the City of Brookings and Brookings Steak Co., dba Whiskey
Creek Wood Fire Grill, James Gardner, owner, for the purpose of a liquor manager to
operate the On-Sale Establishment or business for and on behalf of the City of
Brookings at 621 32nd Avenue.
Be It Further Resolved that the City Manager be authorized to execute the Agreement
on behalf of the City, which shall be for the remaining 5-years of the 10-year
Agreement.
3.F. Action on Resolution 17-016, a Resolution approving Change Order No. 1
(Final) for 2016-01SWR, Concrete Maintenance Project; Timmons Construction.
Resolution 17-016 - Resolution Authorizing Change Order No. 1 (CCO#1) for
2016-01SWR, Concrete Maintenance Project; Timmons Construction
Be It Resolved by the City Council that the following change order be allowed for
2016-01SWR, Concrete Maintenance Project: Construction Change Order Number 1:
Adjust contract plans quantities to as-constructed quantities for a total decrease of
$5,754.77.
3.G. Action on Resolution 17-017, a Federal Aid Surface Transportation Program
Delete Resolution for County and Urban Projects.
Resolution 17-017 - Federal Aid Surface Transportation Program
Delete Resolution for County and Urban Projects
Whereas, the City of Brookings wishes to delete the referenced Projects from the
Statewide Transportation Improvement Program (STIP):
Location and Length (Project Numbers & PCN Numbers):
3rd Street from Medary Avenue to 22nd Avenue South, P 3312(04) PCN 04G6
Eastbrook Drive from Sunrise Ridge Road to 22nd Avenue South, P 3233(04),
PCN 03CS
Sunrise Ridge Road from 6th Street to Eastbrook Drive, P 3233(03) PCN 03CR
Now, Therefore, Be It Resolved, that the South Dakota Department of Transportation be
and hereby is authorized and requested to withdraw from the STIP the projects
described above. Vote of the City Council: Yes – 7; No – 0.
3.H. Action on Resolution 17-018, a Resolution declaring Airport Equipment as
Surplus Property: Airport Rosco Sweep Pro Broom.
Resolution 17-018 - Declaring Surplus Property: Airport Rosco Broom
Whereas, the City of Brookings is the owner of the following described equipment
formerly used at the Brookings Regional Airport: One (1) Rosco Sweep Pro Broom,
Serial Number 482040303.
Whereas, in the best financial interest, it is the desire of the City of Brookings to sell
same as surplus property; and
Whereas, the City Manager hereby authorized to sell said surplus property.
Now, Therefore, Be It Resolved by the governing body of the City of Brookings, SD, that
this property be declared surplus property according to SDCL Chapter 6-13.
3.I. Action on Resolution 17-019, a Resolution approving a Right-of-Way
Easement for the Brookings Regional Landfill.
Resolution 17-019 - Resolution Approving Right-of-Way Easement;
Sioux Valley Energy of Colman, SD
Whereas, the City of Brookings has designated right-of-way property for public access;
and
Whereas, the City of Brookings maintains all public right-of-way; and
Whereas, the City of Brookings has been requested to allow Sioux Valley Energy of
Colman, South Dakota, the Right-of-Way Easement on the North 25’ excluding the
Public Right-of-Way of real property in Brookings, County, South Dakota, described as
follows: the East Half (E1/2) of Section (8) Township (110) North Range (49) West of
the 5th P.M. Brookings County, South Dakota, except Lot One (1) of Aamot Addition
located therein; the City of Brookings, Brookings County, South Dakota, for the sole
purpose of constructing overhead power lines.
Now, Therefore, Be It Resolved that the Right-of-Way Easement for the Landfill property
be approved.
Open Forum. Donna Ramsay read a statement to the City Council.
Resolution 17-013. A motion was made by Council Member Hansen, seconded by
Council Member Corbett, that Resolution 17-013, a Resolution approving Change Order
#1 and #2 (Final) for the Swiftel Center Flooring Repair Project, be approved. The
motion carried by the following vote: Yes: 7 - Corbett, Niemeyer, Hansen, Kidwiler,
Bacon, Wendell, and Munsterman.
Resolution 17-013 - A Resolution authorizing Change Order #1 and Change Order #2
(Final) for the Swiftel Center Flooring Repair Project; Clark Drew Construction
Be It Resolved by the City Council that the following change order will be allowed for the
Swiftel Center Flooring Repair Project: Construction Change Order Number 1 and 2
(Final).
Contract adjustment for work schedule changes and unanticipated repairs for a total
increase of $13,695.53 between Change Order #1 and Change Order #2 (Final).
Resolution 17-014. A motion was made by Council Member Wendell, seconded by
Council Member Kidwiler, that Resolution 17-014, a Resolution awarding the Contract
on a new 2017 4-Wheel Utility Work Machine with Attachments for the Brookings
Regional Airport, be approved. The motion carried by the following vote: Yes: 7 -
Corbett, Niemeyer, Hansen, Kidwiler, Bacon, Wendell, and Munsterman.
Resolution 17-014 - Resolution Awarding Bids on a New 2017 4-Wheel Utility Work
Machine with Attachments for the Brookings Regional Airport
Whereas, the City of Brookings opened bids for a new 2017 4-Wheel Utility Work
Machine with Attachments on Tuesday, January 24, 2017 at 1:30 pm at the Brookings
City & County Government Center; and
Whereas, the City of Brookings has received the following bid: Bobcat of Brookings,
Inc. – Base Bid: $49,141.78, Alternate #1 New Angle Broom Attachment: $4,729.40,
Alternate #2 New Mower Attachment: $4,613.20.
Now Therefore, Be It Resolved, that the award be made to Bobcat of Brookings, Inc. for
the low base bid of $49,141.78 and Alternate #1, New Angle Broom Attachment in the
amount of $4,729.40, for a total contract of $53,871.18.
Resolution 17-020. A motion was made by Council Member Corbett, seconded by
Council Member Hansen, that Resolution 17-020, a Resolution awarding the Contract
for Construction of the South Main Avenue Fire Station, be approved. The motion
carried by the following vote: Yes: 7 - Corbett, Niemeyer, Hansen, Kidwiler, Bacon,
Wendell, and Munsterman.
Resolution 17-020 - A Resolution Awarding a Contract for Construction
of the South Main Avenue Fire Station Project
Whereas, the City Council authorized the advertisement for bids for the construction of
the South Main Avenue Fire Station; and
Whereas a bid opening was held on January 31, 2017 which produced interest from 12
qualified bidders; and
Whereas, the low bidder for the project was Clark Drew Construction.
Be It Resolved that the City Council award the construction contract to Clark Drew
Construction in the amount of $1,220,000, in addition to Bid Alternates 2-7 from the bid
tabulation, for a total construction contract of $1,303,930.
FIRST READING – Ordinance 17-002. Introduction and First Reading on Ordinance
17-002, an Ordinance rezoning the North 405 feet of the South 670 feet in the SW ¼
SW ¼ excluding the platted areas of Section 36-T110-R50W and Lot 100, Windermere
Pointe Addition, excluding the South 225 feet, from a Business B-2 District and a
Business B-2A Office District to a Residence R-3 Apartment District (location: North of
20th Street South and west of Windermere Addition). Public Hearing: February 28, 2017.
FIRST READING – Ordinance 17-003. Introduction and First Reading on Ordinance
17-003, an Ordinance amending the Zoning Ordinance of the City of Brookings and
pertaining to accessory building location for the purposes of administration of the Zoning
Ordinance. Public Hearing: February 28, 2017.
FIRST READING – Ordinance 17-004. Introduction and First Reading on Ordinance
17-004, an Ordinance amending the Subdivision Regulations of the City of Brookings
and pertaining to secondary access for residential subdivisions for purposes of
administration of the Subdivision Ordinance. Public Hearing: February 28, 2017.
FIRST READING – Ordinance 17-005. Introduction and First Reading on Ordinance
17-005, an Ordinance amending the Zoning Ordinance of the City of Brookings to
include wholesale trade with storage yard as a Conditional Use in the Business B-3
District of the Zoning Ordinance. Public Hearing: February 28, 2017.
FIRST READING – Ordinance 17-006. Introduction and First Reading on Ordinance
17-006, an Ordinance amending Article II of Chapter 22 of the Code of Ordinances of
the City of Brookings and Pertaining to the 2015 International Residential Code with
Certain Amendments on Frost Protection. Public Hearing: February 28, 2017.
Resolution 17-011. A public hearing was held on Resolution 17-011, a Resolution
upon a Petition to Vacate a Portion of Western Avenue located in the SW ¼ of the NW
¼ of Section 26-T110N-R50W and the SE ¼ of the NE ¼ of Section 27-T110N-50W. A
motion was made by Council Member Hansen, seconded by Council Member Corbett,
that Resolution 17-011 be approved. The motion carried by the following vote: Yes: 7 -
Corbett, Niemeyer, Hansen, Kidwiler, Bacon, Wendell, and Munsterman.
Resolution 17-011 - Street Vacation
Whereas, a Petition to Vacate has been filed with the City Clerk of the City of Brookings;
and
Whereas, the petition was filed in proper form and signed by one hundred percent
(100%) of the adjacent property owners.
Now, Therefore, Be It Resolved, by the City Council of the City of Brookings, that a
portion of Western Avenue located in the SW ¼ of the NW ¼ of Section 26-T110N-
R50W, and the SE ¼ of the NE ¼
Resolution 17-015. A public hearing was held on Resolution 17-015, a Resolution of
Intent to Lease Real Property at the Brookings Airport Terminal Building to Isaac Wilde.
A motion was made by Council Member Hansen, seconded by Council Member
Niemeyer, that Resolution 17-015 be approved. The motion carried by the following
vote: Yes: 7 - Corbett, Niemeyer, Hansen, Kidwiler, Bacon, Wendell, and Munsterman.
Resolution 17-015 - Resolution of Intent to Lease Real Property
at the Brookings Airport Terminal Building to Isaac Wilde
Be It Resolved by the governing body of the City of Brookings, South Dakota, that the
City of Brookings intends to enter into a Lease with Isaac Wilde for a period
commencing March 1, 2017 and ending December 31, 2018, with an option of one
additional year of 2018, and pertaining to the following described property:
approximately 282 square feet in the Brookings Airport Terminal Building located in
Section 26-T110N-R50W, in the City of Brookings, Brookings County, South Dakota.
The Lease will be an amount of Two Hundred Thirty Five Dollars per month ($235.00)
and one-half the utility cost for 2017, with an option to renew for one additional year, for
2018, if agreeable to both parties.
Be It Further Noted, that a Public Hearing on this Resolution was held on February 14,
2017, at 6:00 o’clock P.M. in the Chambers of the City & County Government Center
and that all persons were given an opportunity to be heard on the intent to lease real
property.
Open Budget Website. Shawna Costello, Finance Director, and Kevin Catlin,
Assistant to the City Manager, gave a presentation on Socrata, the City of Brookings
Budget Website.
Adjourn. A motion was made by Council Member Corbett, seconded by Council
Member Niemeyer, to adjourn the meeting at 6:49 p.m. The motion carried by a
unanimous vote.
CITY OF BROOKINGS
Scott Munsterman, Mayor
ATTEST:
Shari Thornes, City Clerk
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-021,Version:1
Action on Resolution 17-021, a Resolution designating Election Judges for the April 11, 2017
Combined Municipal / School Board Election.
Summary:
Pursuant to State Law, action is needed to appoint the superintendents and deputies for the
combined April 11, 2017 Municipal and School Board Election.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-021
Appointment of Election Judges
Whereas, a City of Brookings Municipal Election will be held on April 11, 2017 for the
positions of one Mayor, two Council members and two School Board members; and
Whereas, as required by SDCL 9-13-16.1, the City Council must appoint Election
Superintendents and Deputies and set their rate of compensation; and
Whereas, the following superintendents and deputies are hereby appointed at a rate of
$12.50 per hour for superintendents, $12.00 per hour for deputies, and a flat fee of
$25.00 for the April 10, 2017 Election School: RESOLUTION BOARD: David Peterson,
Larry Hult, and Ken Ahartz as Alternate; VOTE CENTER 1 – Brookings Activity Center:
Norma Linn, Superintendent, Kris Cooper, Carol Dusharm, Delores Canaday, and
LaVonne Kurtz; VOTE CENTER 2 – Bethel Baptist Church: Sue Knutzen,
Superintendent, Sharon Anderegg, Marilyn Foerster, Robert Bell, and Linda Thaden;
VOTE CENTER 3 – Holy Life Tabernacle Church: Bobbe Bartley, Superintendent,
Russell Lokken, Marilyn Heesch, Ellen Herrboldt, and Mary Peterson; VOTE CENTER 4
– Ruth Anderson, Superintendent, Gloria Pike, Ron Thaden; ABSENTEE VOTE
CENTER – Larry Hult, Superintendent, Ken Ahartz, Ray Dorn; ALTERNATES – Linda
Schamp, Bev Carlson, and Janet Seeley.
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS
Scott Munsterman, Mayor
ATTEST:
Shari Thornes, City Clerk
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-023,Version:1
Action on Resolution 17-023, a Resolution declaring 2004 Dodge Durango as Surplus Property.
Summary:
This resolution will surplus the 2004 Dodge Durango used by Code Enforcement staff in the
Community Development Department.
Background:
The Dodge Durango was utilized by the Deputy Fire Chief as a command vehicle and was
transferred to the Community Development Department in 2010. Community Development utilized
the vehicle for Code Enforcement for patrolling and zoning compliance checks. The vehicle has
125,111 miles and is being replaced by a Dodge Dakota extended cab pickup purchased off Federal
Surplus Property.
Fiscal Impact:
The proceeds from the sale of the Durango will be deposited into the General Fund.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-023
Declaring Surplus Property: 2004 Dodge Durango
Whereas, the City of Brookings is the owner of a 2004 Dodge Durango; and
Whereas, in the best financial interest, it is the desire of the City of Brookings to sell
same as surplus property; and
Whereas, the City Manager is hereby authorized to sell said surplus property.
Now, Therefore, Be It Resolved by the governing body of the City of Brookings, SD, that
this property be declared surplus property according to SDCL Chapter 6-13.
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS
Scott Munsterman, Mayor
ATTEST:
Shari Thornes, City Clerk
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-026,Version:1
Action on Resolution 17-026, a Resolution Concurring in the Placement of Stop Signs on 13 th
Avenue, at its intersection with 4th Street.
Summary:
This resolution will approve two stop signs on 13th Avenue at its intersection with 4th Street.
Background:
The Traffic Safety Committee discussed this request at their February 9, 2017 meeting. The
committee discussed the traffic on 13th Avenue, which has increased with more student housing in
the area and new restaurants at 6th Street and 13th Avenue. The committee discussed the trees on
the northeast and northwest corners of the 13th Avenue and 4th Street intersection create a visibility
issue for south-bound vehicles. There is also a valley gutter on the south side of the intersection,
which causes the 13th Avenue vehicles to slow down, as well as a misalignment in 13th Avenue for
north-south vehicles.
The committee reviewed the Manual of Uniform Traffic Control Devices (MUTCD), Section 2B.04,
Right of Way at Intersections. The committee felt this intersection justified the need for 2-way stop
signs on 13th Avenue due to the visibility issues, valley gutter, and misalignment in the street. The
MUTCD states the following: “When two vehicles approach an intersection from different streets or
highways at approximately the same time, the right-of-way rule requires the driver of the vehicle on
the left to yield the right-of-way to the vehicle on the right. The right-of-way can be modified at
through streets or highways by placing Yield (R1-2) signs (see Sections 2B.08 and 2B.09) or Stop
(R1-1) signs (see Sections 2B.05 through 2B.07) on one or more approaches.
“Guidance: Engineering judgement should be used to establish intersection control.”,and “In
addition, the use of Yield or Stop signs should be considered at the intersection of two minor streets
or local roads where the intersection has more than three approaches and where one or more of the
following conditions exist: B. The ability to see conflicting traffic on an approach is not sufficient to
allow a road user to stop or yield in compliance with the normal right-of-way rule if such stopping or
yielding is necessary.”The MUTCD also states: “Once the decision has been made to control an
intersection, the decision regarding the appropriate roadway to control should be based on
engineering judgment. In most cases, the roadway carrying the lowest volume of traffic should be
controlled.”
In this case, 13th Avenue would be the warranted location for the stop signs since 13th Avenue does
not line up directly across 4th Street, there are trees hindering the view of the south-bound vehicles,
and the valley gutter on 13th Avenue causes vehicles to slow down at the intersection. The Traffic
Safety Committee voted unanimously to approve stop signs on 13th Avenue at its intersection with 4th
Street (see attached drawing). The following is an excerpt from the unapproved Traffic Safety
Committee minutes:
Excerpt from Unapproved Minutes:
City of Brookings Printed on 2/23/2017Page 1 of 3
powered by Legistar™
File #:RES 17-026,Version:1
BROOKINGS TRAFFIC SAFETY COMMITTEE
City & County Government Center, Room 241
Thursday, February 9, 2017
12:10 p.m.
The Brookings Traffic Safety Committee held its monthly meeting on Thursday, February 9, ,2017 at
12:10pm in the City & County Government Center, Room 341.
Members Present: Skip Webster, Jackie Lanning, Carol Rettkowski, John Howard, Kacie Richard,
Shayn Damm, Gary Gramm, James Weiss, Jeff Miller and Tony Sonnenburg,
Members Absent: Tim Heaton, Gregg Jorgenson, Matt Bartley and Brian Leuders
Others Present: Brenda Turenne
Call to Order:Howard called the meeting to order. Webster/Sonnenburg made a motion to approve
the minutes from the January 12, 2017 meeting.All present voted aye. Motion passed.
Old Business:
Discussion on request for yield signs or stop signs at the intersection of 4th Street and 13th Avenue
Lanning updated the committee on this discussion item which was a continuation from the January Traffic
Safety Committee meeting and she sent a notice to the neighboring property owners for the meeting. Brenda
Turrene, 402 13th Avenue, stated she lives on the northeast corner of the intersection. She stated she has
seen traffic increase, especially with the new campus housing on 13th Avenue which has caused 13th Avenue
to become a major fairway. She said there are also more rentals in the area, which have increased traffic and
parking. She said people use 13th Avenue to get to Toppers and Jimmy Johns, and there is a lot of school
traffic. The committee discussed there are some rentals on 3rd Street and they likely park on 13th Avenue since
there is no parking on 3rd Street. Howard asked other than the speed issue, was there a concern about the
alignment of the street, and Turrene was concerned about the jog in the street. Miller said they ran an
accident report and there was only one accident in the last 5 years, which was in 2013. He stated it was a bad
intersection with the misalignment of the streets and agreed there was a lot more traffic. He said SDSU made
changes that affected 13th Avenue, where 12th Avenue was previously the collector street into campus and the
traffic signal is at 6th Street and 12th Avenue. He agreed that some form of traffic control was needed at that
intersection. Lanning read from the Manual of Uniform Traffic Control Devices (MUTCD), Section 2B.04, Right
of Way at Intersections. “Guidance: Engineering judgement should be used to establish intersection control.
The following factors should be considered: B. Number and angle of approaches;”, and “D. Sight distance
available on each approach”. “In addition, the use of Yield or Stop signs should be considered at the
intersection of two minor streets or local roads where the intersection has more than three approaches and
where one or more of the following conditions exist: B. The ability to see conflicting traffic on an approach is
not sufficient to allow a road user to stop or yield in compliance with the normal right-of-way rule if such
stopping or yielding is necessary.” Lanning stated the City had used that warrant in the past when there are
obstructions at an intersection. She stated there are trees on both sides of 13 th Avenue making visibility hard
to see for south-bound vehicles. She stated going north-bound, that the intersection is open for visibility, but
there is a valley gutter that causes people to slow down. Turrene said vehicles parked on the street also block
visibility. Lanning stated in the MUTCD, if the stop signs are warranted, they would be on the 13th Avenue side
according to the manual. Richard stated she had lived in that area and agreed with the concerns. Turrene
asked about the narrow boulevard on 13th Avenue and Lanning described the right-of-way was platted too
narrow which caused the jog and curb-side sidewalk. Due to these reasons, the 13th Avenue sides of the
intersection would fit the warrants for 2-way stop signs. Lanning stated she visited with a traffic engineer at
HDR and they also agreed that 13th Avenue would be the appropriate sides of the intersection for the stop
City of Brookings Printed on 2/23/2017Page 2 of 3
powered by Legistar™
File #:RES 17-026,Version:1
signs due to the misalignment, trees and the valley gutter.Weiss made a motion to recommend stop signs
on the north and south sides of the 4th Street and 13th Avenue. Webster seconded the motion. All
present voted aye. Motion passed.
Fiscal Impact:
The City will purchase and install two stop signs.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
Map
City of Brookings Printed on 2/23/2017Page 3 of 3
powered by Legistar™
Resolution 17-026
Concurring in the Placement of Stop Signs on 13
th Avenue,
at its Intersection with 4th Street
Whereas, Section 82-373 of the Revised Ordinance of the City of Brookings, provides
for approval by the City Council for placement of stop signs in locations other than
along through streets.
Now, Therefore, Be It Resolved that the City Council concurs in the recommendation of
the Traffic Safety Committee and the City Manager and approves the placement of 2-
way stop signs on 13th Avenue at its intersection with 4th Street.
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS
___________________________
Scott Munsterman, Mayor
ATTEST:
___________________________
Shari Thornes, City Clerk
13TH AVE13TH AVE4TH ST 4T H S T
4TH ST
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-028,Version:1
Action on Resolution 17-028, a Resolution to Purchase off another Governmental Agency Bid: 2017
Tandem Axle Truck and Stainless Steel Dump Body.
Summary:
The City of Brookings Street Department requests action to purchase a new Tandem Axle Truck off
the City of Sioux Falls, SD bid, as well as a stainless steel dump body off the Clay County bid.
Background:
The City of Sioux Falls Contract #15-0020 for a tandem axle truck bid was awarded in 2015 to I-State
for $106,479.00. In December of 2016 the City of Sioux Falls exercised an option to extend Contract
#15-0020 with a 3 percent price escalation for the 2017 calendar year. This brings the 2017 purchase
price to $109,673.00 for the Brookings Street Department.
Clay County Highway Department awarded Sanitation Products a contract for a stainless steel dump
body, with options, in May 2016 to a total price of $73,824.00. The City of Brookings Street
Department’s 2017 pricing, with options, is for a total of $62,356.00.
This tandem axle truck and stainless steel dump body will replace a 1997 GMC tandem axle truck
and dump body.
Fiscal Impact:
This purchase is from the 2017 Capital Improvement Plan. Budget is $175,000.00. Total cost is
$172,029.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
City of Sioux Falls - supporting documents
Clay County - supporting documents
Sanitation Products Letter
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-028
Action to Purchase off another Governmental Agency Bid
The City of Brookings Street Department requests action to purchase a new Tandem
Axle Truck off of the City of Sioux Falls, SD bid, as well as a stainless steel dump body
off the Clay County bid.
The City of Sioux Falls Contract #15-0020 for a tandem axle truck bid was awarded in
2015 to I-State for $106,479.00. In December of 2016 the City of Sioux Falls exercised
an option to extend Contract #15-0020 with a 3 percent price escalation for the 2017
calendar year. This brings the 2017 purchase price to $109,673.00 for the Brookings
Street Department.
Clay County Highway Department awarded Sanitation Products a contract for a
stainless steel dump body, with options, in May 2016 to a total price of $73,824.00. The
City of Brookings Street Department’s 2017 pricing, with options, is for a total of
$62,356.00.
This tandem axle truck and stainless steel dump body will replace a 1997 GMC tandem
axle truck and dump body.
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS
_________________________________
Scott Munsterman, Mayor
ATTEST:
___________________________
Shari Thornes, City Clerk
S:\AS\Pur\2015\24 Fleet\15-0020\15-0020 NTB.docx 1/22/2015
PUBLISH: January 23 and 30, 2015
BID REQUEST NO. 15-0020
NOTICE TO BIDDERS
The City of Sioux Falls, SD, requests formal bids for Tandem Axle Trucks.
To participate, you must be registered as a vendor in Mercury Commerce. Register at
www.esmsolutions.com. It takes approximately 24 hours to process the registration. Therefore,
after you have registered, contact Ken Gratz at 605-367-8839 or email at kgratz@siouxfalls.org
to receive this invitation for bid. Bids will be electronically submitted through Mercury
Commerce and will be received by Mercury Commerce not later than 2 p.m., Central time,
February 5, 2015. Immediately thereafter, they will be opened and read at 2:15 p.m., Central
time, City Hall, First Floor, 224 W. 9th St., Sioux Falls, SD 57104.
It is the vendor’s responsibility to check the Mercury Commerce website for any changes or
updates to the Invitation for Bid, which will be in the form of an addendum posted to the
Mercury Commerce website.
Telegraphic, fax, email, and hand-delivered responses will not be accepted unless specifically
authorized in the terms and conditions of the solicitation.
A pre-bid meeting will be held on Friday, January 30, 2015, at 10 a.m. in the First Floor
Conference Room, City Hall, 224 W. 9th St, Sioux Falls, SD.
The City of Sioux Falls reserves the right to reject any or all bids, waive technicalities, and make
award(s) as deemed to be in the best interest of Sioux Falls, SD.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx
Bid Request for
Tandem Axle Trucks
for the
City of Sioux Falls, SD
Bid Request No. 15-0020
Prepared By: City Purchasing Division
City of Sioux Falls
224 West Ninth Street
P.O. Box 7402
Sioux Falls, SD 57117-7402
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 1
General Specifications for New
64,000-Pound GVW Tandem Axle Trucks
1. Intent:
It is the intent of these specifications to establish pricing for the purchase of new, 2015 or
newer, 64,000-pound GVW -rated tandem axle trucks having all standard features, as
advertised, plus optional features as specified. There will be an estimated seven (7) tandem
axle trucks be purchased within the initial contract term. Two of the tandem axle trucks will
have 15-foot dump bodies and five of the trucks will have 14-foot radius dump sander
bodies. The new bodies will be purchased on a separate bid. During each of the extension
periods, the City estimates an additional seven (7) tandem axle trucks to be purchased.
These quantities are only estimates and are subject to change.
The City of Sioux Falls reserves the right to reject any or all bids or any part thereof and to
waive any minor technicalities. A contract will be awarded to the bidder submitting the lowest
bid meeting the requirements of the specification s.
2. Equivalent Product:
Bids will be accepted for consideration on any make or model that is equal or superior to the
64,000-pound GVW -rated tandem axle trucks. Decisions of equivalency will be at the sole
interpretation of the City of Sioux Falls. A blanket statement that the eq uipment will meet all
of the requirements will not be sufficient to establish equivalence. Original manufacturer ’s
brochures of the proposed unit are to be submitted with the proposal.
All modifications made to the standard production unit described in the manufacturer’s
brochures must be certified by the manufacturer and submitted with the bid, or the bid will be
deemed “nonresponsive” and rejected without further review. Bidder must be prepared to
demonstrate a unit similar to the one proposed, if requested.
3. Interpretations:
In order to be fair to all bidders, no oral interpretations will be given to any bidder as to the
meaning of the specification documents or any part thereof. A prebid meeting will be held
at 10 a.m. on January 30, 2015, at City Hall, First Floor Conference Room, for this
purpose. All other requests for interpretation shall be made in writing to Purchasing. Based
upon such inquiry, the City may choose to issue an addendum.
4. General:
The specifications herein state the minimum requirements of the City. All bids must be
regular in every respect. Unauthorized conditions, limitations, or provisions shall be causes
for rejection. The City will consider as “irregular” or “nonresponsive” any bid not prepared
and submitted in accordance with the bid document and specification s, or any bid lacking
sufficient technical literature to enable the City to make reasonable determination of
compliance to the specifications.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 2
It shall be the bidder’s responsibility to carefully examine and understand each item of the
specifications. Failure to offer a completed bid or failure to respond to each section of the
technical specifications (“Comply” or “Does Not Comply”) will cause the proposal to be
rejected without review as “nonresponsive.” All variances, exceptions, and/or deviations
shall be fully described in the appropriate section. Deceit in responding to the specification s
will be cause for rejection.
5. General Conditions:
All equipment, options, and features provided must be designed, constructed, and
installed to fully suit their intended use and purpose. All components must be new.
Bidder to provide complete body builder information to Fleet Management after
award of bid.
The trucks shall be equipped with all standard equipment a s specified by the
manufacturer for the model. The bidder shall not remove any standard equipment
from the trucks supplied under this contract.
Bidders are required to state exactly what they intend to furnish; otherwise, it is fully
understood they shall furnish all items as stated.
The successful bidder shall be responsible for delivering the machine to the City of
Sioux Falls Fleet Management Division. The trucks must be properly serviced,
cleaned, and ready to go to work. Predelivery service at a minimum shall include
the following:
a) Complete lubrication of the operating chassis, engine, and mechanisms with
the recommended grades of lubricants.
b) Check all fluid levels to ensure proper fill.
c) Adjustment of engine, hydraulics, and transmission to pro per
operating condition.
d) Check to ensure proper operation of all accessories, gauges, lights, hydraulics,
and mechanical features.
e) Cleaning of the trucks and removal of all unnecessary tags, stickers, papers,
etc.
f) Trucks must be completely assembled (unless otherwise noted in these
specifications), including options and attachments, and shall have been
thoroughly tested and ready for operation upon delivery.
6. Engine:
425 horsepower, 1,550-lb/ft torque at 1,100 RPM minimum.
Engine shall use diesel exhaust fluid.
Two-speed, air-operated, on/off engine temperature-controlled fan.
A 120-volt engine block heater to be installed with a female receptacle and spring
door mounted to the outside of the cab.
Exhaust to be vertical right side cab mounted “B” pillar or frame mounted.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 3
Diesel fuel heater/water separator with thermostatic fuel temperature-controlled
heater, water in fuel sensor, and a fuel filter restriction/change indicator in a single
assembly. Unit may be remotely mounted.
Dual element air cleaner with dash-mounted air restriction indicator.
Engine must be compliant with current EPA emission standards .
Comply Does Not Comply
Deviation from Specification:
7. Transmission:
Allison Model 4500 RDS, 6-speed, close ratio automatic with prognostics.
Allison transmission to have an auxiliary oil cooler suitable for use with a snowplow.
Allison transmission to have a five-year, unlimited mileage warranty.
Vehicle interface connection for use with sander control computer.
Gearing to provide for a top speed of 75 mph.
102dB backup alarm.
Transmission oil to be synthetic TES-295 approved.
Comply Does Not Comply
Deviation from Specification:
8. Steer Axle/Front Suspension:
Front axle to be rated at 18,000 pounds minimum with flat leaf springs.
Dual gear power steering rated for the front axle and tires specified.
All suspension components shall meet or exceed axle capacity.
A tilt/telescopic adjustable steering column with self-canceling turn signals if
available.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 4
Comply Does Not Comply
Deviation from Specification:
9. Rear Suspension:
Rear suspension to be rated at 46,000 pounds.
Hendrickson HMX or Tuftrac suspension or approved equal.
50- to 56-inch axle spacing.
Comply Does Not Comply
Deviation from Specification:
10. Drive Axles:
Rear tandem drive axles to be rated at 46,000 pounds.
Rear tandem drive axles to have synthetic lubrication and lube pumps if available.
Rear tandem drive axles to be equipped with power divider and differential lock with
controls located in cab.
Dual reduction rear differentials.
Drive shafts to be sized for 1550lb/ft. of torque minimum.
Gearing to provide for a top speed of 75 mph.
Comply Does Not Comply
Deviation from Specification:
11. Brake System:
All brake components to be rated for the GVW of the truck.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 5
Four-channel ABS with traction control.
Brakes to be “S” cam design.
Bendix TF 550 air compressor or equivalent.
Air dryer with heater element, located outside right frame rail approximately
25 inches behind cab or best location available.
Air tanks to be located outside or below right frame rail or best configuration
available. Air tanks must have pull cable drains and Schrader air fill valves.
Automatic slack adjusters on all wheels.
Parking brake to be air operated, spring set.
Four rear spring parking brake chambers.
Comply Does Not Comply
Deviation from Specification:
12. Frame and Dimensions:
Frame to be 120,000 psi steel or better, single or double channeled.
Minimum RBM of 3,100,000 (lbs/in).
Minimum section modulus 26.0 in3.
If bidding double channel, it must extend the entire length of the frame.
Extend frame 20 inches in front of the radiator.
FEPTO effects including and a Spicer 1350 flange/yoke adapter on the front vibration
damper.
Best configuration available for clear left side frame rail from battery box (if mounted
outside the truck) to front drive tire.
The cab to trunnion measurement shall be between 125 to 160 inches. Before truck
is ordered, this will be confirmed by the Equipment Repair Supervisor.
The wheelbase measurement shall be between 195 and 225 inches. Before truck is
ordered, this will be confirmed by the Equipment Repair Supervisor.
Truck to have a set-back front axle.
Standard front bumper.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 6
Five-year minimum warranty on frame.
Comply Does Not Comply
Deviation from Specification:
13. Fuel Tank:
50-gallon aluminum or stainless steel fuel tank with fuel gauge with step provision.
Mounted on driver’s side below cab.
Comply Does Not Comply
Deviation from Specification:
14. Wheels and Tires:
Wheels to be heavy-duty, unimount, 10-hole steel, disc-type, Budd-type wheels.
Wheels to be powder-coated white.
Steer tires to be Goodyear 385/65R.22.5 G296 MSA 18 ply radials or equivalent .
Drive tires to be Goodyear 11R22.5 G182 RSD 16-ply radials or equivalent.
Comply Does Not Comply
Deviation from Specification:
15. Cab Exterior:
Must meet SAE J2422 standards.
Constructed of steel or aluminum with tinted safety glass.
Air ride cab.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 7
Windshield wipers with intermittent wipe.
Two heated, motorized, four-way remote controlled, West Coast-style, rectangular
7- x 15-inch minimum mirrors.
Two 7-inch heated convex mirrors, right and left to be securely installed directly
under the West coast mirrors. Integral convex mirrors are acceptable.
Mirrors to allow for 102-inch body installation.
Minimum 3 1/2-inch-wide fender extensions.
Left and right side entry grab handles.
Fiberglass hood.
Door locks and ignition keyed the same.
Electric horn.
Peep window on passenger door.
Minimum front bumper to back of cab measurement to be 115 inches.
Adjustable door hinges.
Double door seals.
Comply Does Not Comply
Deviation from Specification:
16. Cab Interior:
Midlevel grade interior with a full insulation package.
Heater and air-conditioning equipped.
Driver’s seat to be a high back, air suspension, vinyl, with lumbar support—midlevel
grade with seat belts.
Passenger seat to be a two-person, midlevel grade, vinyl, nonsuspension type, twin
passenger seat with enclosed under seat storage and seat belts.
AM/FM radio with two speakers.
An ABC fire extinguisher to be located at the floor, left of driver’s seat, with “Fire
Extinguisher Inside” decal located on left door outside.
Auxiliary wiring, two wires fused 20 amps each, for two-way radio to be located in
the cab.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 8
Forward roof-mounted console with upper storage compartments with netting if
available.
Comply Does Not Comply
Deviation from Specification:
17. Electrical:
12-volt electrical system.
160-amp brushless alternator.
Two Group 31, 1850 CCA each, batteries to be located on left side, rear of the fuel
tank.
Battery box to be frame-mounted on left side, just rear of the fuel tank or mounted in
the cab under the passenger seat in a vented and plastic-lined box.
Battery jumpstart studs located externally of the battery box.
Four auxiliary switches fused for 20 amps located in dash .
Comply Does Not Comply
Deviation from Specification:
18. Lights:
The trucks shall be equipped with all the lights required by South Dakota law,
including clearance and identification lights where required.
All clearance and marker lights, front and rear along with taillights, shall be LED if
available.
An inside cab-centered dome light with an on/off switch shall be provided.
An auxiliary plow light harness routed to the front headlights and turn signa ls.
OEM body builder light harness located at the rear of the truck.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 9
The headlight wiring shall be connected to a plow light switch on the dash. This is to
allow the operator to switch between plow lights and regular headlights.
Comply Does Not Comply
Deviation from Specification:
19. Instruments and Controls:
Instrumentation/controls to include (instruments may be combined in a message
center):
o Speedometer.
o Nonresettable hour meter.
o Low air pressure with buzzer.
o Primary and secondary air pressure gauges.
o Cruise control with switches.
o Fuel gauge.
o Coolant temp.
o Transmission oil temp.
o Engine oil pressure.
o Tachometer.
o Front and rear drive axle temperature gauge.
Comply Does Not Comply
Deviation from Specification:
20. Paint:
Trucks shall have a base coat/clear coat and be painted yellow to match our existing
fleet. Units can be seen at the Street and Fleet Maintenance Shop at 1000 East
Chambers Street, Sioux Falls, SD.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 10
The awarded vendor shall confirm the paint code with the Equipment Repair
Supervisor.
Comply Does Not Comply
Deviation from Specification:
21. Manuals:
One complete factory parts manual covering all aspects and components of the
trucks.
One complete factory service manual covering all aspects and components of the
trucks.
One complete Allison transmission repair and diagnostic manual covering al l
aspects of the transmission.
Any manuals accessible over the Internet are acceptable.
All manuals to be received upon delivery of the trucks.
Comply Does Not Comply
Deviation from Specification:
22. Diagnostic Software:
A complete PC-based diagnostic software package to interface with the onboard
controllers shall be included. It shall include engine, transmission, instrument
cluster/body, and ABS software. All software must be at factory/dealership level of
capability and must include all interface adapters. All software must be licensed to
the City of Sioux Falls for a period of one year with the ability to update on a yearly
basis.
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 11
If a PC-based software package can’t be provided, software for our existing truck
scanner, Pro-Link iQ scanner with equal capabilities is acceptable.
Comply Does Not Comply
Deviation from Specification:
23. Warranty:
The truck shall have the manufacturer’s standard warranty, unless otherwise stated
differently in the specification for a particular component of the truck.
Truck frame shall have a seven-year warranty.
Engine warranty to have the extended 60-month/200,000-mile coverage for the
engine, engine electronics, fuel injectors, starter, turbo, and the alternator minimum.
Towing to the nearest dealer for a period of four years to be included if the truck
becomes inoperable due to failure of any component covered by the warranties
listed.
Transmission to have a five-year unlimited mile warranty.
Vendor must provide warranty work within 24 hours of notification.
The warranty period will start when the individual truck is placed into service. The
Equipment Repair Supervisor will provide the in-service date.
Comply Does Not Comply
Deviation from Specification:
24. Delivery:
All warranty documentation and manuals shall be provided at the time the trucks are
delivered.
All freight and delivery charges to be included; trucks shall be shipped to the Street
and Fleet Division, 1000 East Chambers Street, Sioux Falls, SD 57104 .
\\Cinetapp03\shared$\AS\Pur\2015\24 Fleet\15-0020\15-0020 Specs.docx 12
A complete delivery inspection will be required for each truck at the time of delivery.
There will be a $100 penalty per unit/per calendar day past the stated delivery date
given by the bidder. Penalty shall be assessed until the units are inspected and
accepted by the Street and Fleet Division.
Comply Does Not Comply
Deviation from Specification:
City of Sioux Falls Bid 2-15
Bid Tabs
Tandem Plow trucks (7)
Boyer 793,660
Custom 780,672
Istate 745,373
IH 753,522
Mack 787,129
SF KW 772,724
Tractor (1)
Boyer 110,810
Butler 141,396
Custom 110,499
I State 108,661
IH 125,634
SF KW 108,308
Bucket Truck (1)
ABM 175,489
Altec 164,781
Dueco 187,761
Date:
To:
From:
Subject:
Project No. Project Description Vendor Amount
Highways/Streets 11001 Concrete Pavement Restoration/22nd Street and
Minnesota Avenue Intersection
Amendment to agreement for engineering services.
Ulteig
Engineering
2,361$
Highways/Streets 11004 Asphalt Street Rehabilitation Program /12th Street from
Kiwanis Avenue to Western Avenue
To award a bid.
Dakota Contracting 1,271,290$
Highways/Streets 11006 Arterial Street Improvements/Wetlands Delineation
Agreement for engineering services.
HDR
Engineering
15,000$
Highways/Streets 11018 ADA Curb Ramp Improvements at Various Locations Dirt 95,147$
To award a bid.Specialties
Highways/Street 11026 Covell Area Drainage Basin First Dakota 165,200$
Storm Drainage Agreement for property acquisition. Title
Highways/Street 11026 Covell Area Drainage Basin First Dakota 140,119$
Storm Drainage Agreement for property acquisition. Title
Highways/Street 11026 Covell Area Drainage Basin First Dakota 164,173$
Storm Drainage Agreement for property acquisition. Title
Water 22027 Indiana Avenue and Franklin Avenue between 8th Street to
10th Street
Amendment to agreement for engineering services.
Infrastructure
Design
32,240$
Water NA Water Service Concrete Repairs at Various Locations James 48,029$
To award a bid.Neuman
Entertainment Venues/
Washington Pavilion
13003 Washington Pavilion Building Improvements/ Roof
Replacement
Agreement for engineering services.
Architecture, Inc. 78,000$
Parks/Rec NA Laurel Oaks Pool Replace Bubbler Grate MC & R 5,694$
To award a bid.Pools
Parks/Rec 14001 Falls Park Development/West/Phase I Stockwell 45,000$
Agreement for engineering services. Engineers
Parks/Rec 14010 Southern Vista Park/School Site
Agreement for engineering services.
Confluence 28,200$
Department
February 25, 2015
City Council
Mayor Mike T. Huether
Approval of Contracts/Agreements
I am submitting for approval the following contracts and agreements pursuant to Ordinance No. 75-11:
R:\ACCTGCOM\Council Correspondence\2015 AGENDA ITEMS\Meeting of 3-3-15
City Council
Page 2
February 26, 2015
Parks/Rec NA Fertilizer Zimco 42,927$
To award a bid.Supply
Parks/Rec NA 2015 Activities Guide for 3 Editions Forum 74,150$
To award a bid.Communication
Parks/Rec NA Grass Seed Millborn 40,542$
To award a bid.Zimco Supply 8,658$
Parks/Rec NA Aerial Truck Altec 167,681$
To award a bid.Industries
Water Reclamation 23014 Brandon Road Lift Station Parallel Force Main Xcel 2,520$
Agreement for utility relocation. Energy
Police NA Law Enforcement Center Media & Training Room Remodel
To award a bid.
Beck & Hofer
Construction
81,100$
Fire NA Central Fire Station Exterior Repairs Architecture, Inc. 44,000$
Agreement for engineering services.
Fleet NA Snowplows, Sander Bodies, and Dumb Bodies
To award a bid.
Northern Truck
Equipment
(5)
Snowplows
$8,832 Each
(5) Sanders
$33,996
Each
(2) Dumps
$18,986
Each
Fleet NA Tandem Axle Trucks
To award a bid.
I-State Truck
Center
(7)
$106,479
Each
Various NA Vehicle Lubrication Services
To award a bid.
Mark Juhl Auto
Sports
$ 28.85/
Oil Change
plus
$2.91/Qt
over 5 Qts
SF Ford $26/Oil
Change plus
$3.25/Qt
over 5 Qts
R:\ACCTGCOM\Council Correspondence\2015 AGENDA ITEMS\Meeting of 3-3-15
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 1 of 22
S PECIFICATION P ROPOSAL
Description
Price Level
SD PRL-15D (EFF:10/25/16)
Data Version
SPECPRO21 DATA RELEASE VER 009
Vehicle Configuration
114SD CONVENTIONAL CHASSIS
2018 MODEL YEAR SPECIFIED
SET BACK AXLE - TRUCK
TRAILER TOWING PROVISION AT END OF
FRAME FOR TRUCK
LH PRIMARY STEERING LOCATION
General Service
TRUCK/TRAILER CONFIGURATION
DOMICILED, USA 50 STATES (INCLUDING
CALIFORNIA AND CARB OPT-IN STATES)
UTILITY/REPAIR/MAINTENANCE SERVICE
GOVERNMENT BUSINESS SEGMENT
DIRT/SAND/ROCK COMMODITY
TERRAIN/DUTY: 100% (ALL) OF THE TIME, IN
TRANSIT, IS SPENT ON PAVED ROADS
MAXIMUM 8% EXPECTED GRADE
SMOOTH CONCRETE OR ASPHALT PAVEMENT -
MOST SEVERE IN-TRANSIT (BETWEEN SITES)
ROAD SURFACE
FREIGHTLINER LEVEL II WARRANTY
EXPECTED FRONT AXLE(S) LOAD : 18000.0 lbs
EXPECTED REAR DRIVE AXLE(S) LOAD :
46000.0 lbs
EXPECTED GROSS VEHICLE WEIGHT CAPACITY
: 64000.0 lbs
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 2 of 22
Description
EXPECTED GROSS COMBINATION WEIGHT :
80000.0 lbs
Truck Service
FRONT PLOW/END DUMP BODY
Tractor Service
FLATBED TRAILER
SINGLE (1) TRAILER
Engine
DETROIT DD13 12.8L 450 HP @ 1625 RPM, 1900
GOV RPM, 1550 LB/FT @ 975 RPM
Electronic Parameters
78 MPH ROAD SPEED LIMIT
CRUISE CONTROL SPEED LIMIT SAME AS ROAD
SPEED LIMIT
5 MINUTES IDLE SHUTDOWN WITH CLUTCH
AND SERVICE BRAKE OVERRIDE
PTO MODE ENGINE RPM LIMIT - 900 RPM
PTO MODE BRAKE OVERRIDE - SERVICE
BRAKE APPLIED OR PARK BRAKE NOT APPLIED
PTO RPM WITH CRUISE SET SWITCH - 600 RPM
PTO RPM WITH CRUISE RESUME SWITCH - 600
RPM
ONE REMOTE PTO SPEED
REMOTE PTO SPEED 1 SETTING - 900 RPM
SOFT CRUISE CONTROL ENABLED
PTO MINIMUM RPM - 600
Engine Equipment
2016 ONBOARD DIAGNOSTICS/2010
EPA/CARB/FINAL GHG17 CONFIGURATION
2008 CARB EMISSION CERTIFICATION - CLEAN
IDLE (INCLUDES 6X4 INCH LABEL ON LOWER
FORWARD CORNER OF DRIVER DOOR)
NO 2013 ENGINE ESCALATOR
STANDARD OIL PAN
ENGINE MOUNTED OIL CHECK AND FILL
SIDE OF HOOD AIR INTAKE WITH DONALDSON
HIGH CAPACITY AIR CLEANER WITH SAFETY
ELEMENT, FIREWALL MOUNTED
DR 12V 160 AMP 36-SI BRUSHLESS
QUADRAMOUNT PAD ALTERNATOR WITH
REMOTE BATTERY VOLT SENSE
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 3 of 22
Description
(3) ALLIANCE MODEL 1231, GROUP 31, 12 VOLT
MAINTENANCE FREE 3375 CCA THREADED
STUD BATTERIES
BATTERY BOX FRAME MOUNTED
STANDARD BATTERY JUMPERS
SINGLE BATTERY BOX FRAME MOUNTED LH
SIDE UNDER CAB
WIRE GROUND RETURN FOR BATTERY CABLES
WITH ADDITIONAL FRAME GROUND RETURN
NON-POLISHED BATTERY BOX COVER
POSITIVE AND NEGATIVE POSTS FOR
JUMPSTART LOCATED ON FRAME NEXT TO
STARTER
BW MODEL BA-921 19.0 CFM SINGLE CYLINDER
AIR COMPRESSOR WITH SAFETY VALVE
ELECTRONIC ENGINE INTEGRAL SHUTDOWN
PROTECTION SYSTEM
JACOBS COMPRESSION BRAKE
RH OUTBOARD UNDER STEP MOUNTED
HORIZONTAL AFTERTREATMENT SYSTEM
ASSEMBLY WITH RH B-PILLAR MOUNTED
VERTICAL TAILPIPE
ENGINE AFTERTREATMENT DEVICE,
AUTOMATIC OVER THE ROAD REGENERATION
AND DASH MOUNTED REGENERATION
REQUEST SWITCH
09 FOOT 06 INCH (114 INCH+0/-5.9 INCH)
EXHAUST SYSTEM HEIGHT
RH CURVED VERTICAL TAILPIPE B-PILLAR
MOUNTED ROUTED FROM STEP
13 GALLON DIESEL EXHAUST FLUID TANK
100 PERCENT DIESEL EXHAUST FLUID FILL
STANDARD DIESEL EXHAUST FLUID PUMP
MOUNTING
LH UNDER CAB DIESEL EXHAUST FLUID TANK
LOCATION
STANDARD DIESEL EXHAUST FLUID TANK CAP
ALUMINUM AFTERTREATMENT
DEVICE/MUFFLER/TAILPIPE SHIELD(S)
BORG WARNER (KYSOR) REAR AIR ON/OFF
ENGINE FAN CLUTCH
AUTOMATIC FAN CONTROL WITH DASH
SWITCH AND INDICATOR LIGHT, NON ENGINE
MOUNTED
DDC SUPPLIED ENGINE MOUNTED FUEL
FILTER/FUEL WATER SEPARATOR WITH
WATER-IN-FUEL INDICATOR
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 4 of 22
Description
FULL FLOW OIL FILTER
1500 SQUARE INCH ALUMINUM RADIATOR
ANTIFREEZE TO -34F, OAT (NITRITE AND
SILICATE FREE) EXTENDED LIFE COOLANT
GATES BLUE STRIPE COOLANT HOSES OR
EQUIVALENT
CONSTANT TENSION HOSE CLAMPS FOR
COOLANT HOSES
HDEP FIXED RATIO COOLANT PUMP AND
RADIATOR DRAIN VALVE
1350 ADAPTER FLANGE FOR FRONT PTO
PROVISION
PHILLIPS-TEMRO 1500 WATT/115 VOLT BLOCK
HEATER
BLACK PLASTIC ENGINE HEATER RECEPTACLE
MOUNTED UNDER LH DOOR
DELCO 12V MOD 3.175-39MT+ OCP STARTER
WITH THERMAL PROTECTION AND
INTEGRATED MAGNETIC SWITCH
Transmission
ALLISON 4500 RDS AUTOMATIC TRANSMISSION
WITH PTO PROVISION
Transmission Equipment
ALLISON VOCATIONAL PACKAGE 223 -
AVAILABLE ON 3000/4000 PRODUCT FAMILIES
WITH VOCATIONAL MODELS RDS, HS, MH AND
TRV
ALLISON VOCATIONAL RATING FOR ON/OFF
HIGHWAY APPLICATIONS AVAILABLE WITH ALL
PRODUCT FAMILIES
PRIMARY MODE GEARS, LOWEST GEAR 1,
START GEAR 1, HIGHEST GEAR 6, AVAILABLE
FOR 3000/4000 PRODUCT FAMILIES ONLY
SECONDARY MODE GEARS, LOWEST GEAR 1,
START GEAR 1, HIGHEST GEAR 6, AVAILABLE
FOR 3000/4000 PRODUCT FAMILIES ONLY
PRIMARY SHIFT SCHEDULE RECOMMENDED BY
DTNA AND ALLISON, THIS DEFINED BY ENGINE
AND VOCATIONAL USAGE
SECONDARY SHIFT SCHEDULE
RECOMMENDED BY DTNA AND ALLISON, THIS
DEFINED BY ENGINE AND VOCATIONAL USAGE
PRIMARY SHIFT SPEED RECOMMENDED BY
DTNA AND ALLISON, THIS DEFINED BY ENGINE
AND VOCATIONAL USAGE
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 5 of 22
Description
SECONDARY SHIFT SPEED RECOMMENDED BY
DTNA AND ALLISON, THIS DEFINED BY ENGINE
AND VOCATIONAL USAGE
LOAD BASED SHIFT SCHEDULE AND VEHICLE
ACCELERATION CONTROL RECOMMENDED BY
DTNA AND ALLISON, THIS DEFINED
VOCATIONAL USAGE
DRIVER SWITCH INPUT - DEFAULT - NO
SWITCHES
VEHICLE INTERFACE WIRING CONNECTOR
WITHOUT BLUNT CUTS, AT BACK OF CAB
ELECTRONIC TRANSMISSION CUSTOMER
ACCESS CONNECTOR MOUNTED BACK OF CAB
CUSTOMER INSTALLED CHELSEA 277 SERIES
PTO
PTO MOUNTING, LH SIDE OF MAIN
TRANSMISSION
MAGNETIC PLUGS, ENGINE DRAIN,
TRANSMISSION DRAIN, AXLE(S) FILL AND
DRAIN
PUSH BUTTON ELECTRONIC SHIFT CONTROL,
DASH MOUNTED
TRANSMISSION PROGNOSTICS - ENABLED 2013
WATER TO OIL TRANSMISSION COOLER,
FRAME MOUNTED
TRANSMISSION OIL CHECK AND FILL WITH
ELECTRONIC OIL LEVEL CHECK
SYNTHETIC TRANSMISSION FLUID (TES-295
COMPLIANT)
Front Axle and Equipment
DETROIT DA-F-18.0-5 18,000# FL1 71.0 KPI/3.74
DROP SINGLE FRONT AXLE
MERITOR 16.5X6 Q+ CAST SPIDER CAM FRONT
BRAKES, DOUBLE ANCHOR, FABRICATED
SHOES
NON-ASBESTOS FRONT BRAKE LINING
CONMET CAST IRON FRONT BRAKE DRUMS
SKF SCOTSEAL PLUS XL FRONT OIL SEALS
VENTED FRONT HUB CAPS WITH WINDOW,
CENTER AND SIDE PLUGS - OIL
STANDARD SPINDLE NUTS FOR ALL AXLES
MERITOR AUTOMATIC FRONT SLACK
ADJUSTERS
STANDARD KING PIN BUSHINGS
TRW THP-60 POWER STEERING WITH RCH45
AUXILIARY GEAR
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 6 of 22
Description
POWER STEERING PUMP
4 QUART POWER STEERING RESERVOIR
OIL/AIR POWER STEERING COOLER
ORGANIC SAE 80/90 FRONT AXLE LUBE
Front Suspension
18,000# FLAT LEAF FRONT SUSPENSION
GRAPHITE BRONZE BUSHINGS WITH SEALS -
FRONT SUSPENSION
NO FRONT SHOCK ABSORBERS
Rear Axle and Equipment
RT-46-160P 46,000# R-SERIES TANDEM REAR
AXLE
4.56 REAR AXLE RATIO
IRON REAR AXLE CARRIER WITH STANDARD
AXLE HOUSING
MXL 18T MERITOR EXTENDED LUBE MAIN
DRIVELINE WITH HALF ROUND YOKES
MXL 17T MERITOR EXTENDED LUBE INTERAXLE
DRIVELINE WITH HALF ROUND YOKES
DRIVER CONTROLLED TRACTION
DIFFERENTIAL - BOTH TANDEM REAR AXLES
(1) INTERAXLE LOCK VALVE, (1) DRIVER
CONTROLLED DIFFERENTIAL LOCK FORWARD-
REAR AND REAR-REAR AXLE VALVE
BLINKING LAMP WITH EACH INTERAXLE LOCK
SWITCH, INTERAXLE UNLOCK DEFAULT WITH
IGNITION OFF
BLINKING LAMP WITH EACH MODE SWITCH,
DIFFERENTIAL UNLOCK WITH IGNITION OFF,
ACTIVE <5 MPH
MERITOR 16.5X7 Q+ CAST SPIDER CAM REAR
BRAKES, DOUBLE ANCHOR, FABRICATED
SHOES
NON-ASBESTOS REAR BRAKE LINING
BRAKE CAMS AND CHAMBERS ON FORWARD
SIDE OF DRIVE AXLE(S)
CONMET CAST IRON REAR BRAKE DRUMS
SKF SCOTSEAL PLUS XL REAR OIL SEALS
BENDIX EVERSURE LONGSTROKE 2-DRIVE
AXLES SPRING PARKING CHAMBERS
HALDEX AUTOMATIC REAR SLACK ADJUSTERS
SYNTHETIC 75W-90 REAR AXLE LUBE
STANDARD REAR AXLE BREATHER(S)
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 7 of 22
Description
Rear Suspension
TUFTRAC 46,000# REAR SPRING SUSPENSION
TUFTRAC STANDARD RIDE HEIGHT
AXLE CLAMPING GROUP
56 INCH AXLE SPACING
FORE/AFT AND TRANSVERSE CONTROL RODS
REAR SHOCK ABSORBERS - ONE AXLE
Brake System
WABCO 4S/4M ABS WITH TRACTION CONTROL
REINFORCED NYLON, FABRIC BRAID AND WIRE
BRAID CHASSIS AIR LINES
FIBER BRAID PARKING BRAKE HOSE
STANDARD BRAKE SYSTEM VALVES
STANDARD AIR SYSTEM PRESSURE
PROTECTION SYSTEM
STD U.S. FRONT BRAKE VALVE
RELAY VALVE WITH 5-8 PSI CRACK PRESSURE,
NO REAR PROPORTIONING VALVE
WABCO SS-1200 PLUS AIR DRYER WITH
INTEGRAL AIR GOVERNOR AND HEATER
WABCO OIL COALESCING FILTER FOR AIR
DRYER
AIR DRYER MOUNTED OUTBOARD ON LH RAIL
ALL STEEL AIR BRAKE RESERVOIRS MOUNTED
PERPENDICULAR LH BEHIND CAB
PULL CABLE ON WET TANK, PETCOCK DRAIN
VALVES ON ALL OTHER AIR TANKS
EXTERNAL CHARGING GLADHAND
Trailer Connections
AIR CONNECTIONS TO END OF FRAME WITH
GLAD HANDS FOR TRUCK AND NO DUST
COVERS
PRIMARY CONNECTOR/RECEPTACLE WIRED
FOR SEPARATE STOP/TURN, ABS CENTER PIN
POWERED THROUGH IGNITION
SAE J560 7-WAY PRIMARY TRAILER CABLE
RECEPTACLE MOUNTED END OF FRAME
UPGRADED CHASSIS MULTIPLEXING UNIT
Wheelbase & Frame
6150MM (242 INCH) WHEELBASE
11/32X3-1/2X10-15/16 INCH STEEL FRAME
(8.73MMX277.8MM/0.344X10.94 INCH) 120KSI
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 8 of 22
Description
1/4 INCH (6.35MM) C-CHANNEL INNER FRAME
REINFORCEMENT
BODY COMPANY INSTALLED ADDITIONAL
FRONT FRAME REINFORCEMENT FOR SNOW
PLOW
1600MM (63 INCH) REAR FRAME OVERHANG
FRAME OVERHANG RANGE: 61 INCH TO 70
INCH
24 INCH INTEGRAL FRONT FRAME EXTENSION
WITH 0.25 INCH INSERT
CALC'D BACK OF CAB TO REAR SUSP C/L (CA) :
176.45 in
CALCULATED EFFECTIVE BACK OF CAB TO
REAR SUSPENSION C/L (CA) : 162.67 in
CALC'D FRAME LENGTH - OVERALL : 374.61
CALC'D SPACE AVAILABLE FOR DECKPLATE :
176.45 in
CALCULATED FRAME SPACE LH SIDE : 81.97 in
CALCULATED FRAME SPACE RH SIDE : 128.42
in
SQUARE END OF FRAME
FRONT CLOSING CROSSMEMBER
STANDARD WEIGHT ENGINE CROSSMEMBER
NO CROSS MEMBERS 36" BACK OF CAB
STANDARD REARMOST CROSSMEMBER
HEAVY DUTY SUSPENSION CROSSMEMBER
Chassis Equipment
14 INCH PAINTED STEEL BUMPER
BUMPER MOUNTING FOR SINGLE LICENSE
PLATE
GRADE 8 THREADED HEX HEADED FRAME
FASTENERS
Fuel Tanks
100 GALLON/378 LITER ALUMINUM FUEL TANK -
LH
25 INCH DIAMETER FUEL TANK(S)
PLAIN ALUMINUM/PAINTED STEEL
FUEL/HYDRAULIC TANK(S) WITH PAINTED
BANDS
FUEL TANK(S) FORWARD
PLAIN STEP FINISH
FUEL TANK CAP(S)
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 9 of 22
Description
DAVCO 487 FUEL/WATER SEPARATOR WITH
ESOC AND 12 VOLT PREHEATER
EQUIFLO INBOARD FUEL SYSTEM
STAINLESS STEEL AND SYNTHETIC RUBBER
FLEXIBLE FUEL LINES - NATURAL GAS SERVICE
Tires
MICHELIN XZY-3 385/65R22.5 18 PLY RADIAL
FRONT TIRES
MICHELIN XDE M/S 11R22.5 16 PLY RADIAL
REAR TIRES
Hubs
CONMET PRESET PLUS IRON FRONT HUBS
CONMET PRESET PLUS IRON REAR HUBS
Wheels
MAXION WHEELS 10035 22.5X12.25 10-HUB
PILOT 4.75 INSET 5-HAND STEEL DISC FRONT
WHEELS
MAXION WHEELS 90541 22.5X8.25 10-HUB PILOT
2-HAND STEEL DISC REAR WHEELS
Cab Exterior
114 INCH BBC FLAT ROOF ALUMINUM
CONVENTIONAL CAB
AIR CAB MOUNTS
NONREMOVABLE BUGSCREEN MOUNTED
BEHIND GRILLE
SHORT FENDER WITH MUDFLAP
BOLT-ON MOLDED FLEXIBLE FENDER
EXTENSIONS
LH AND RH GRAB HANDLES
BRIGHT FINISH RADIATOR SHELL/HOOD BEZEL
STATIONARY BLACK GRILLE WITH BRIGHT
ACCENTS
CHROME HOOD MOUNTED AIR INTAKE GRILLE
FIBERGLASS HOOD
NO AIR HORN
SINGLE ELECTRIC HORN
DOOR LOCKS AND IGNITION SWITCH KEYED
THE SAME
REAR LICENSE PLATE MOUNT END OF FRAME
HALOGEN COMPOSITE HEADLAMPS WITH
BRIGHT BEZELS
LED AERODYNAMIC MARKER LIGHTS
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 10 of 22
Description
INTEGRAL STOP/TAIL/BACKUP LIGHTS
STANDARD FRONT TURN SIGNAL LAMPS
DUAL WEST COAST BRIGHT FINISH HEATED
MIRRORS WITH LH AND RH REMOTE
DOOR MOUNTED MIRRORS
102 INCH EQUIPMENT WIDTH
LH AND RH 8 INCH BRIGHT FINISH CONVEX
MIRRORS MOUNTED UNDER PRIMARY
MIRRORS
STANDARD SIDE/REAR REFLECTORS
RH AFTERTREATMENT SYSTEM CAB ACCESS
WITH STEEL SHIELDING
63X14 INCH TINTED REAR WINDOW
TINTED DOOR GLASS LH AND RH WITH TINTED
OPERATING WING WINDOWS
MANUAL DOOR WINDOW REGULATORS
LOWER RH DOOR WINDOW WITH FRESNEL
LENS
TINTED WINDSHIELD
2 GALLON WINDSHIELD WASHER RESERVOIR
WITHOUT FLUID LEVEL INDICATOR, FRAME
MOUNTED
Cab Interior
OPAL GRAY VINYL INTERIOR
MOLDED PLASTIC DOOR PANEL
MOLDED PLASTIC DOOR PANEL
BLACK MATS WITH SINGLE INSULATION
DASH MOUNTED ASH TRAY(S) WITHOUT
LIGHTER
FORWARD ROOF MOUNTED CONSOLE WITH
UPPER STORAGE COMPARTMENTS WITHOUT
NETTING
IN DASH STORAGE BIN
(2) CUP HOLDERS LH AND RH DASH
GRAY/CHARCOAL FLAT DASH
SMART SWITCH EXPANSION MODULE
2-1/2 LB. FIRE EXTINGUISHER
HEATER, DEFROSTER AND AIR CONDITIONER
STANDARD HVAC DUCTING
MAIN HVAC CONTROLS WITH RECIRCULATION
SWITCH
STANDARD HEATER PLUMBING
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 11 of 22
Description
DENSO HEAVY DUTY AIR CONDITIONER
COMPRESSOR
BINARY CONTROL, R-134A
PREMIUM INSULATION
SOLID-STATE CIRCUIT PROTECTION AND
FUSES
12V NEGATIVE GROUND ELECTRICAL SYSTEM
DOME LIGHT WITH 3-WAY SWITCH ACTIVATED
BY LH AND RH DOORS
CAB DOOR LATCHES WITH MANUAL DOOR
LOCKS
(1) 12 VOLT POWER SUPPLY IN DASH
PREMIUM HIGH BACK AIR SUSPENSION DRIVER
SEAT WITH 3 CHAMBER AIR LUMBAR,
INTEGRATED CUSHION EXTENSION, FORWARD
AND REAR CUSHION TILT, ADJUSTABLE SHOCK
ABSORBER
BASIC HIGH BACK NON SUSPENSION
PASSENGER SEAT
LH AND RH INTEGRAL DOOR PANEL ARMRESTS
VINYL WITH VINYL INSERT DRIVER SEAT
VINYL WITH VINYL INSERT PASSENGER SEAT
BLACK SEAT BELTS
ADJUSTABLE TILT AND TELESCOPING
STEERING COLUMN
4-SPOKE 18 INCH (450MM) STEERING WHEEL
DRIVER AND PASSENGER INTERIOR SUN
VISORS
Instruments & Controls
GRAY DRIVER INSTRUMENT PANEL
GRAY CENTER INSTRUMENT PANEL
BLACK GAUGE BEZELS
LOW AIR PRESSURE INDICATOR LIGHT AND
AUDIBLE ALARM
2 INCH PRIMARY AND SECONDARY AIR
PRESSURE GAUGES
DASH MOUNTED AIR RESTRICTION INDICATOR
WITH GRADUATIONS
97 DB BACKUP ALARM
ELECTRONIC CRUISE CONTROL WITH
SWITCHES IN LH SWITCH PANEL
KEY OPERATED IGNITION SWITCH AND
INTEGRAL START POSITION; 4 POSITION
OFF/RUN/START/ACCESSORY
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 12 of 22
Description
ICU3S, 132X48 DISPLAY WITH DIAGNOSTICS, 28
LED WARNING LAMPS AND DATA LINKED
HEAVY DUTY ONBOARD DIAGNOSTICS
INTERFACE CONNECTOR LOCATED BELOW LH
DASH
2 INCH ELECTRIC FUEL GAUGE
FUEL FILTER RESTRICTION INDICATOR
EMISSIONS LIMITED IDLE ADJUST
DUAL REAR AXLE TEMPERATURE GAUGES
WITH SENSOR SHIELD
ELECTRICAL ENGINE COOLANT TEMPERATURE
GAUGE
2 INCH TRANSMISSION OIL TEMPERATURE
GAUGE
ENGINE AND TRIP HOUR METERS INTEGRAL
WITHIN DRIVER DISPLAY
CUSTOMER FURNISHED AND INSTALLED PTO
CONTROLS
ELECTRIC ENGINE OIL PRESSURE GAUGE
AM/FM/WB WORLD TUNER RADIO WITH
AUXILIARY INPUT, J1939
DASH MOUNTED RADIO
(2) RADIO SPEAKERS IN CAB
AM/FM ANTENNA MOUNTED ON FORWARD LH
ROOF
POWER AND GROUND STUDS IN DASH PLUS
ROOF CONSOLE WIRING
CB WIRING ONLY TO ROOF/OVERHEAD
CONSOLE; NO MOUNTING PROVISION
ELECTRONIC MPH SPEEDOMETER WITH
SECONDARY KPH SCALE, WITHOUT
ODOMETER
STANDARD VEHICLE SPEED SENSOR
ELECTRONIC 3000 RPM TACHOMETER
DETROIT CONNECT VIRTUAL TECHNICIAN
CONNECTIVITY PACKAGE (DETROIT ENGINES
ONLY)
2 YEARS DETROIT CONNECT VIRTUAL
TECHNICIAN REMOTE DIAGNOSTICS SERVICE
IGNITION SWITCH CONTROLLED ENGINE STOP
FOUR ON/OFF ROCKER SWITCHES IN THE
DASH WITH INDICATOR LIGHTS AND WIRE
ROUTED TO CHASSIS AT BACK OF CAB, LABEL
OPT
PRE-TRIP LAMP INSPECTION, ALL OUTPUTS
FLASH, WITH SMART SWITCH
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 13 of 22
Description
BW TRACTOR PROTECTION VALVE
TRAILER HAND CONTROL BRAKE VALVE
DIGITAL VOLTAGE DISPLAY INTEGRAL WITH
DRIVER DISPLAY
SINGLE ELECTRIC WINDSHIELD WIPER MOTOR
WITH DELAY
MARKER LIGHT SWITCH INTEGRAL WITH
HEADLIGHT SWITCH AND DUAL CONNECTORS
AND SWITCH FOR CUSTOMER FURNISHED
SNOW PLOW LIGHTS, LOW BEAMS OFF WITH
HIGH BEAMS
TWO VALVE PARKING BRAKE SYSTEM WITH
WARNING INDICATOR
SELF CANCELING TURN SIGNAL SWITCH WITH
DIMMER, WASHER/WIPER AND HAZARD IN
HANDLE
INTEGRAL ELECTRONIC TURN SIGNAL
FLASHER WITH HAZARD LAMPS OVERRIDING
STOP LAMPS
Design
PAINT: ONE SOLID COLOR
Color
CAB COLOR A: CUSTOM
BLACK, HIGH SOLIDS POLYURETHANE CHASSIS
PAINT
NO FUEL TANK CABINET PAINT
FRONT WHEEL PAINT: 00767681EA BLACK
ELITE SS
REAR WHEEL PAINT: 00767681EA BLACK ELITE
SS
STANDARD BLACK BUMPER PAINT
STANDARD E COAT/UNDERCOATING
Certification / Compliance
U.S. FMVSS CERTIFICATION, EXCEPT SALES
CABS AND GLIDER KITS
Extended Warranty
EW3: DD13 VOC $0 DED 5 YEARS/100,000 MILES/161,000 KM FULL
COVERAGE LESS ATS. FEX APPLIES
STARTER/ALTERNATOR: HD MODERATE 5 YEARS/200,000
MILES/322,000 KM EXTENDED COVERAGE FEX APPLIES
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 14 of 22
TOWING: 4 YEARS/UNLIMITED MILES/KM EXTENDED TOWING
COVERAGE $550 CAP FEX APPLIES
Dealer Installed Options
Weight
Front
Weight
Rear
FIRE EXTINGUISHER INSIDE STICKER 0 0
Total Dealer Installed Options 0 lbs 0 lbs
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 15 of 22
DIMENSIONS
VEHICLE SPECIFICATIONS SUMMARY - DIMENSIONS
Model ....................................................................................................................................................................................... 114SD
Wheelbase (545) .......................................................................................................................... 6150MM (242 INCH) WHEELBASE
Rear Frame Overhang (552) .................................................................................... 1600MM (63 INCH) REAR FRAME OVERHANG
Fifth Wheel (578) ................................................................................................................................................... NO FIFTH WHEEL
Mounting Location (577) ............................................................................................................... NO FIFTH WHEEL LOCATION
Maximum Forward Position (in) .................................................................................................................................................... 0
Maximum Rearward Position (in) ................................................................................................................................................. 0
Amount of Slide Travel (in) ........................................................................................................................................................... 0
Slide Increment (in) ...................................................................................................................................................................... 0
Desired Slide Position (in) ......................................................................................................................................................... 0.0
Cab Size (829)................................................................................ 114 INCH BBC FLAT ROOF ALUMINUM CONVENTIONAL CAB
Sleeper (682) ................................................................................................................................ NO SLEEPER BOX/SLEEPERCAB
Exhaust System (016) ........ RH OUTBOARD UNDER STEP MOUNTED HORIZONTAL AFTERTREATMENT SYSTEM ASSEMBLY
WITH RH B-PILLAR MOUNTED VERTICAL TAILPIPE
TABLE SUMMARY - DIMENSIONS
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 16 of 22
Performance calculations are estimates only. If performance calculations are critical, please contact Customer Application
Engineering.
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 17 of 22
SPEEDABILITY
VEHICLE SPECIFICATIONS SUMMARY - SPEEDABILITY
Model ....................................................................................................................................................................................... 114SD
Cab Size (829)................................................................................ 114 INCH BBC FLAT ROOF ALUMINUM CONVENTIONAL CAB
Desired Cruise Speed (mph) ........................................................................................................................................................ 55.0
Expected Front Axle(s) Load (lbs) ........................................................................................................................................... 18000.0
Expected Pusher Axle(s) Load (lbs) ................................................................................................................................................ 0.0
Expected Rear Axle(s) Load (lbs) ........................................................................................................................................... 46000.0
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 18 of 22
Expected Tag Axle(s) Load (lbs) ..................................................................................................................................................... 0.0
Expected GVW (lbs) .................................................................................................................................................................. 64000
Expected GCW (lbs) ............................................................................................................................................................... 80000.0
Engine (101) .............................................. DETROIT DD13 12.8L 450 HP @ 1625 RPM, 1900 GOV RPM, 1550 LB/FT @ 975 RPM
Governed RPM ...................................................................................................................................................................... 1900
HP at Governed RPM .............................................................................................................................................................. 315
RPM at Max HP ..................................................................................................................................................................... 1625
Max HP .................................................................................................................................................................................... 450
HP at Governed RPM (High Torque)........................................................................................................................................ 315
RPM at Max HP (High Torque) .............................................................................................................................................. 1625
Max HP (High Torque) ............................................................................................................................................................. 450
Multi-torque .............................................................................................................................................................................. NO
Transmission (342) ...................................................... ALLISON 4500 RDS AUTOMATIC TRANSMISSION WITH PTO PROVISION
Rear Axle (420) ............................................................................................ RT-46-160P 46,000# R-SERIES TANDEM REAR AXLE
Number of Speeds ....................................................................................................................................................................... 1
Rear Axle Gear Ratio(s) ..........................................................................................................................4.56 REAR AXLE RATIO
Rear Tires (094) ................................................................................... MICHELIN XDE M/S 11R22.5 16 PLY RADIAL REAR TIRES
Revolutions per Mile ................................................................................................................................................................ 496
Trailer Width (in) ................................................................................................................................................................... 102.0
Trailer Height (ground to top) (ft) ................................................................................................................................................... 13.5
Body Width (in) ............................................................................................................................................................................. 96.0
Body Height (ground to top) (ft) ....................................................................................................................................................... 8.0
Roof Mounted Aero Device (784) ..................................................................................................... NO AIR SHIELD OR BRACKETS
Road Surface (AB5). SMOOTH CONCRETE OR ASPHALT PAVEMENT - MOST SEVERE IN-TRANSIT (BETWEEN SITES) ROAD
SURFACE
Auxiliary Transmission (352) ........................................................................................................... NO AUXILIARY TRANSMISSION
High Gear Ratio ....................................................................................................................................................................... N/A
Low Gear Ratio ........................................................................................................................................................................ N/A
Transfer Case (373)......................................................................................................................................... NO TRANSFER CASE
High Gear Ratio ....................................................................................................................................................................... N/A
Low Gear Ratio ........................................................................................................................................................................ N/A
TABLE SUMMARY - SPEEDABILITY
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 19 of 22
Performance calculations are estimates only. If performance calculations are critical, please contact Customer Application
Engineering.
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 20 of 22
OPERATING SPEED
VEHICLE SPECIFICATIONS SUMMARY - OPERATING SPEED
Model ....................................................................................................................................................................................... 114SD
Cab Size (829)................................................................................ 114 INCH BBC FLAT ROOF ALUMINUM CONVENTIONAL CAB
Top Speed (mph) .......................................................................................................................................................................... 75.2
Engine RPM ............................................................................................................................................................................. 1900.0
Desired Cruise Speed (mph) ........................................................................................................................................................ 55.0
Engine (101) .............................................. DETROIT DD13 12.8L 450 HP @ 1625 RPM, 1900 GOV RPM, 1550 LB/FT @ 975 RPM
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 21 of 22
Governed RPM ...................................................................................................................................................................... 1900
Transmission (342) ...................................................... ALLISON 4500 RDS AUTOMATIC TRANSMISSION WITH PTO PROVISION
Rear Axle (420) ............................................................................................ RT-46-160P 46,000# R-SERIES TANDEM REAR AXLE
Number of Speeds ....................................................................................................................................................................... 1
Rear Axle Gear Ratio(s) ..........................................................................................................................4.56 REAR AXLE RATIO
Rear Tires (094) ................................................................................... MICHELIN XDE M/S 11R22.5 16 PLY RADIAL REAR TIRES
Revolutions per Mile ................................................................................................................................................................ 496
Auxiliary Transmission (352) ........................................................................................................... NO AUXILIARY TRANSMISSION
High Gear Ratio ....................................................................................................................................................................... N/A
Low Gear Ratio ........................................................................................................................................................................ N/A
Transfer Case (373)......................................................................................................................................... NO TRANSFER CASE
High Gear Ratio ....................................................................................................................................................................... N/A
Low Gear Ratio ........................................................................................................................................................................ N/A
TABLE SUMMARY - OPERATING SPEED
Performance calculations are estimates only. If performance calculations are critical, please contact Customer Application
Engineering.
Prepared for:
City Of Sioux Falls
PO BOX 7402
Sioux Falls , SD 57117
Phone: 605-367-8240
Prepared by:
Chris Schrum
I-ISTATE TRUCK CENTER
2901 WEST 60TH STREET N.
SIOUX FALLS, SD 57107
Application Version 9.2.008
Data Version PRL-15D.009
Sioux falls 2017 city of brookings
02/03/2017 9:35 AM
Page 22 of 22
QUOTATION
114SD CONVENTIONAL CHASSIS
SET BACK AXLE - TRUCK
DETROIT DD13 12.8L 450 HP @ 1625 RPM, 1900 GOV
RPM, 1550 LB/FT @ 975 RPM
ALLISON 4500 RDS AUTOMATIC TRANSMISSION WITH
PTO PROVISION
RT-46-160P 46,000# R-SERIES TANDEM REAR AXLE
TUFTRAC 46,000# REAR SPRING SUSPENSION
DETROIT DA-F-18.0-5 18,000# FL1 71.0 KPI/3.74 DROP
SINGLE FRONT AXLE
18,000# FLAT LEAF FRONT SUSPENSION
114 INCH BBC FLAT ROOF ALUMINUM CONVENTIONAL
CAB
6150MM (242 INCH) WHEELBASE
11/32X3-1/2X10-15/16 INCH STEEL FRAME
(8.73MMX277.8MM/0.344X10.94 INCH) 120KSI
1600MM (63 INCH) REAR FRAME OVERHANG
1/4 INCH (6.35MM) C-CHANNEL INNER FRAME
REINFORCEMENT
BODY COMPANY INSTALLED ADDITIONAL FRONT
FRAME REINFORCEMENT FOR SNOW PLOW
PER UNIT TOTAL
TAXES AND FEES
FEDERAL EXCISE TAX (FET) $ (290.60) $ (290.60)
TAXES AND FEES $ 0 $ 0
OTHER CHARGES $ 0 $ 0
TRADE-IN
TRADE-IN ALLOWANCE $ (0) $ (0)
COMMENTS: Projected delivery on ___ / ___ / ___ provided the order is received before ___ / ___ / ___.
APPROVAL: Please indicate your acceptance of this quotation by signing below: Customer:
X_______________________________________ Date: ___ / ___ / ___.
Financing that works for you.
See your local dealer for a competitive quote from Daimler Truck Financial, or
contact us at Information@dtfoffers.com.
Daimler Truck Financial offers a variety of finance, lease and insurance solutions to
fit your business needs. For more information about our products and services, visit
our website at www.daimler-truckfinancial.com.
VEHICLE PRICE TOTAL # OF UNITS (1) $ 106,747 $ 106,747
EXTENDED WARRANTY $ 3,202 $ 3,202
DEALER INSTALLED OPTIONS $ 15 $ 15
CUSTOMER PRICE BEFORE TAX $ 109,964 $ 109,964
BALANCE DUE (LOCAL CURRENCY) $ 109,673.40 $ 109,673.40
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-029,Version:1
Action on Resolution 17-029, a Resolution declaring items as surplus property.
Summary:
A resolution to declare miscellaneous electronic equipment surplus and authorize their sale and or
disposal (recycle).
Background:
The City of Brookings has a desire to sell or dispose of (recycle) various electronic equipment, which
has been determined to be no longer necessary, useful, or suitable for the purpose for which they
were acquired. In order for the City to sell or dispose of (recycle) such property the City Council must
declare these items surplus by adopting a surplus property resolution as required by SDCL 6-13-1.
This Resolution declares the equipment surplus. Declared property will be sold on online auction,
recycled, donated, or disposed of.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
Surplus List
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-029
Resolution declaring items as surplus property;
Miscellaneous Electronic Equipment
Whereas, SDCL 6-13-1 requires a municipality owning personal property which is no
longer necessary, useful, or suitable for municipal purposes shall, by resolution declare
it surplus and may, by resolution, order the sale, trade, destruction or other disposal of
said personal property.
Now, Therefore, Be It Resolved that the following personal property be declared no
longer necessary, useful, or suitable for municipal purposes and said property shall be
disposed of in accordance with SDCL 6-13-1.:
Surplus Property to be sold or destroyed (recycled): see attached list
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS, SD
______________________
Scott Munsterman, Mayor
ATTEST:
_______________________
Shari Thornes, City Clerk
Device Model:Serial Number:Type:Device condition:
AOC LM929 LCD Monitor 2704AJA000453 Monitor Bad
Gateway 2100 MWV6950N08574 Monitor Bad
HP Pavilion F1703 CNCHL0D904 Monitor Bad
AOC LM729 17159HA012012 Monitor Bad
Panasonic TB Elite CF-Y4 6DKSA39519R Laptop Bad
Panasonic TB Elite CF-Y4 6DKSA39520R Laptop Bad
Panasonic TB Elite CF-Y4 6DKSA39507R Laptop Bad
Compaq Armada E500 1J02CZQ4A25P Laptop Bad
HP Elitebook 8730w CNU8361086 Laptop Bad
HP Laserjet 5100dtn CNGN124304 Printer Bad
Sharp Laser Copier 3501418Y Printer Bad
HP Compaq dc7800p MXL7470P73 PC Bad
Dell Dimension 3000 4L67Q71 PC Bad
Gateway 5310 003567828 PC Bad
HP Compaq dc7800p MXL7470P73 PC Bad
HP Color LaserJet CP 2025 CNB5204575 Printer Bad
HP Color LaserJet 2600n CNDC5CX032 Printer(problem with gears).Bad
HP 4370 FCLSD-0511 CN83MA5003 Scanner Bad
Xerox Phaser 6180 DPX354912 Printer Bad
Xerox Phaser 6180 DPX354902 Printer Bad
Lexmark E350d 622BM4Z Printer Bad
HP Elitebook 8730w CNU8361086 Laptop Bad
HP Deskjet F4480 CN97EBQ253 Printer Bad
Gateway 20 Inch Flatscreen TFT1980PST MW869 B0H 02989 Monitor Does not work
Gateway 15 Inch Flatscreen FPD1530 MUL5021C0047344 Monitor Does not work
Viewsonic 17 inch Flatscreen VA7023 PSX062563938 Monitor Does not work
Magitronic 15 inch CRT 5031054 Monitor Obsolete
Dell 15 Inch CRT CN090151-64180-517-01WT Monitor Obsolete
Gateway CRT CPD-VX900T 8039998 Monitor Obsolete
Lenovo 7269 (L4)1S7269D5UMJDNL34 PC Does not work
iMac MA590LL/A w/ keyboard W8646AESVUX PC Obsolete
iMac MA710LL/A w/ keyboard QP65005LWH5 PC Obsolete
iMac MA710LL/A w/ keyboard QP6500F1Wh5 PC Obsolete
iMac MA710LL/A w/ keyboard QP6500NYWH5 PC Obsolete
HP DX5150 (HP25)2UA6231C7T PC Does not work (hard drive removed)
Gateway Server 930 Series 27034473 Server Obsolete
HP BAUHP0MVB2EF9A Keyboard Does not work
Gateway SK-9921 A649390 Keyboard Does not work
Gateway SK-9921 AE622477 Keyboard Obsolete
Gateway SK-9921 H865813 Keyboard Obsolete
Dell RT7D5JTW TH-0463CD-37171-06U-6306 Keyboard Obsolete
Keyboard KB-6923 7HO1200145 Keyboard Obsolete
Dell RT7D5JTW TH-0463CD-97171-18K-1348 Keyboard Obsolete
Gateway SK-9921 H865581 Keyboard Obsolete
Gateway SK-9921 H874030 Keyboard Obsolete
Gateway SK-9921 A649391 Keyboard Obsolete
Keyboard KB-6923 7H01200147 Keyboard Obsolete
Keyboard KB-6923 7H11600410 Keyboard Obsolete
To Be Taken to Electronic Drop-off Recyclying Facility at City Landfill for Recycling
Library
City IT
TigerSystems KB-6923 7H11600841 Keyboard Obsolete
Dell SK-8000 035KKW Keyboard Obsolete
Gateway G9900 B365564 Keyboard Obsolete
Gateway SK-9921 G395142 Keyboard Obsolete
Gateway SK-9921 H949828 Keyboard Obsolete
HP KB-9970 2A25800567B Keyboard Obsolete
Gateway Ball Mouse 7002409 Mouse Obsolete
SoundBlaster Speakers SBS30 Speakers Obsolete
Sonic Wall TZ180 0006B12956F4 Fire Wall Good
Sonic Wall TZ170 0006B122AC08 Fire Wall Good
Sonic Wall TZ170 0006B1258CF8 Fire Wall Good
Sonic Wall TZ170 0006B10A634C Fire Wall Good
Sonic Wall TZ180 0017C5294E6C Fire Wall Good
Linksys 5-Port 10/100 switch REF10F1004461 5-port switch Good
HP DX2200MP 2UA65202JK PC Good
HP Proliant ML 310 G4 MX20737002 Server Good
HP XW4600 2UA90711BY PC Good
Dell Optiplex 755 JV2SGF1 PC Good
HP Compaq dx7500 MXL90819G3 PC Good
HP DX2200MP 2UA65202JK PC Good
HP dc5750 MXM8150254 PC Good
HP Compaq dc5100mt 2UA63016ZF PC Good
HP dc5000 Microtower USW43409FV PC Good
HP dc5100 Microtower 2UA63016ZG PC Good
HP dc5100 Microtower 2UB55007S3 PC Good
HP Compaq dc5800 Microtower MXM8230FD PC Good
HP Compaq dc5750 2UA74012HL PC Good
HP Compaq dc5000MT 2UB50602G4 PC Good
HP dc5750 MXM8150254 PC Good
CAM 82788 PC Good
NEC 20 Inch Flatscreen Multisync 195NXM 7Y00499NA Monitor Works (Missing Power Button)
Gateway 15 Inch Flatscreen FPD 1520 MUL5016A0002636 Monitor Works
Gateway E-4500D (G57)36868786 PC Works
Gateway E4610D (G65)3642779 PC Works
Gateway E4610D (G69)40277129 PC Works
Brother DCP 8080DN U62269H9J17858 Printer Works (but finicky)
Sell on Auction site
City IT
Library
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ID 2017-0156,Version:1
Introduction of Officer Seth Bonnema and K-9 Officer Gina.
Summary:
Chief Jeff Miller will introduce to the City Council and public Officer Seth Bonnema and K-9 Officer
Gina.
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-024,Version:1
Action on Resolution 17-024, a Resolution Awarding Bids on 2017-07STI, Asphalt Concrete Freight
on Board Project.
Summary:
This resolution will award bids for 2017-07STI, Asphalt Concrete Freight on Board Project.
Background:
This project is the annual street maintenance project that provides the asphalt patching material that
the Street Department picks up at the plant to repair asphalt pavement throughout the City. The
Street Department staff also uses the materials to overlay small street areas which are usually one
block long or shorter.
A bid letting was held on Tuesday, February 21, 2017 and the City received the following bid:
Bowes Construction Co., Inc.$69,890.00
The total low bid is approximately 3.5% lower than the engineer’s estimate of $72,380.
Fiscal Impact:
The City will enter into a contract with Bowes Construction Co., Inc. for $69,890.00.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-024
Resolution Awarding Bids on Project 2017-07STI
Asphalt Concrete Freight On Board Project
Whereas, the City of Brookings opened bids for Project 2017-07STI Asphalt Concrete
Freight On Board Project on Tuesday, February 21, 2017 at 1:30 pm at the Brookings
City and County Government Center; and
Whereas, the City of Brookings has received the following bid for Project 2017-07STI
Asphalt Concrete Freight on Board Project: Bowes Construction Co., Inc.: $69,890.00.
Now Therefore, Be It Resolved, that the total low bid of $69,890.00 for Bowes
Construction Co., Inc., Brookings, SD be accepted.
Passed and approved this 28rd day of February, 2017.
CITY OF BROOKINGS
________________________________
Scott Munsterman, Mayor
ATTEST:
_________________________
Shari Thornes, City Clerk
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-025,Version:1
Action on Resolution 17-025, a Resolution Awarding Bids on 2017-06STI, Chip Seal Project.
Summary:
This resolution will award bids for 2017-06STI, Chip Seal Project.
Background:
This project is the Chip Seal Project for the 2017 Project Area, which is located south of 8 th Street
South and west of Medary Avenue. This is an annual project, where the contractor applies oil and
city-purchased pea rock chips to the streets. The City then sweeps up the excess chips a few days
afterward for re-use or sale.
The City opened bids on Tuesday, February 21, 2017 at 1:30 pm at the City & County Government
Center and the following bids were received:
Topkote, Inc., Yankton, SD $253,890.00
Bituminous Paving, Inc., Ortonville, MN $281,460.00
The Road Guy Construction Co., Inc., Yankton, SD $295,500.00
The low bid was approximately 9% lower than the Engineers Estimate of $280,500.00. This
resolution will award the project to the low bid of Topkote, Inc., Yankton, SD for the contract amount
of $253,890.00.
Fiscal Impact:
The City will enter into a contract with Topkote, Inc. for $253,890.00.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-025
Resolution Awarding Bids on Project 2017-06STI Chip Seal Project
Whereas, the City of Brookings opened bids for Project 2017-06STI Chip Seal Project
on Tuesday, February 21, 2017 at 1:30 pm at the Brookings City and County
Government Center; and
Whereas, the City of Brookings has received the following bids for Project 2017-06STI
Chip Seal Project: Topkote, Inc. - $253,890.00; Bituminous Paving, Inc. - $281,460.00
and The Road Guy Construction Co., Inc. - $295,500.00.
Now, Therefore, Be It Resolved, that the low bid of $253,890.00 for Topkote, Inc. be
accepted.
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS
________________________________
Scott Munsterman, Mayor
ATTEST:
_________________________
Shari Thornes, City Clerk
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ID 2017-0159,Version:1
Action on consideration of an Add-Alternate for Fire Station Project Heating System.
Summary:
The City Council wanted additional information to consider an alternative heating system of in-floor
heat instead of radiant heat for the new South Main Avenue Fire Station.
Background:
At a previous City Council meeting, the Council approved a contract award to Clark Drew
Construction for the South Main Avenue Fire Station in the amount of $1,303,903 for the base bid
and several alternate items. The one alternate item not added was the substitution of an in-floor
heating system instead of the radiant heating system.
Since that decision, staff has learned from the consulting electrical/mechanical engineer at Great
Plains Engineering (WPE), a sub-consultant to JLG Architects, that pumps and boilers on either
system would have a life expectancy of approximately 20 years. For in-floor heat, the under-concrete
pipes will last as long as the building, so there should never be any reason to remove the concrete
floor to replace the pipes. Basic maintenance such as testing the quality of the water, draining, and
replacing water, will be necessary. WPE also indicates there is approximately a 15 percent efficiency
difference between the two systems giving a slight advantage to in-floor. However, there is
significant up-front costs with the in-floor system which is the crux of the consideration on this issue.
With regard to life-cycle costs, we speculated previously, a 10-15 year payback to equalize this cost
with the efficiency rating, but WPE cautioned this is not an exact science and is only professional
speculation without the benefit of a comprehensive energy model and further study. What’s more, we
have regionally low energy costs in this part of the country and temperature settings will be lower
than most buildings that are always occupied, further lessening consumption.
Metric (not weighted)In-Floor Radiant
Initial capital cost X
(Maximum advantage due to cost difference)
Operating costs due to efficiency X
(Minimal advantage due to efficiency closeness)
Capital replacements costs X X
(Relatively equal in this metric.)
LEED policy X
(Minimal advantage due to small # of points)
Operating comfort X
(Minimal advantage as in-floor heat the emanates from the floor and radiant heats the items
such as the equipment more than the air.)
Fiscal Impact:
Selecting in-floor heat would add $37,800 to the cost of the project. However, there will also be a
City of Brookings Printed on 2/23/2017Page 1 of 2
powered by Legistar™
File #:ID 2017-0159,Version:1
corresponding reduction in the base bid heating system of approximately $5,000 - $6,000.
Recommendation:
All things considered, staff renews its recommendation for radiant heating and rejection of Alternate
#1.
City of Brookings Printed on 2/23/2017Page 2 of 2
powered by Legistar™
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:Ord 17-007,Version:1
Introduction and First Reading of Ordinance 17-007 an Ordinance authorizing Supplemental
Appropriation #1 to the 2017 Budget. Second Reading: March 28, 2017.
Summary:
This ordinance will amend the 2017 Budget:1) to carryover items from the 2016 budget, and 2) to
change certain amounts budgeted in 2017.
Background:
The first portion of the amendment (Part 1) allocates expenditures for projects or purchases, which
were budgeted in 2016, but were not completed by the December 31, 2016.
The second portion of the amendment (Part 2) makes adjustments to the 2017 budget for various
revenue and expenditures. This amendment includes the following:
·increasing revenue for grant funds received and expenditures for K-9 vehicle and equipment;
·reallocating funds from hiring a cleaning service to now employing part-time personnel for this
service;
·transferring existing funds to the fund they will be spent from in the 2017 budget. (example,
STP grant funds and the Carnegie project had been accounted for in the General fund but
starting in 2017 will be accounted for in 75% Sales tax fund).
·Closing Dakota Nature Project Capital Project Fund and transferring remaining cash to 75%
Sales Tax fund.
·Moving cash from Library Donation to Library Fines per request of Library Director
·Accounting for a Downtown Acceleration Grant, which was approved from the 2016 allotment
but not paid until 2017.
Fiscal Impact:
Part 1 - No impact, carryover items budgeted in 2016 that were not completed
Part 2 -General Fund net impact ($70,562.23)
Special Revenue Funds net impact $94,196.99
Capital Project Fund net impact ($40,884.76)
Enterprise Funds net impact $ -
Total Net Fiscal Impact $17,250.00
Recommendation:
Staff recommends approval.
Attachments:
Ordinance
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Ordinance 17-007
An Ordinance Authorizing a Supplemental Appropriation to the 2017 Budget
Be It Ordained by the City of Brookings, South Dakota:
Whereas State Law (SDCL 9-21-7) and the City Charter (4.06 (a) permit supplemental
appropriations provided there are sufficient funds and revenues available to pay the
appropriation when it becomes due,
Now, Therefore, Be It Resolved by the City Council that the City Manager be authorized
to make the following budget adjustments to the 2017 budget:
Part 1.
Part 2
All Ordinances or parts of Ordinances in conflict herewith are hereby repealed.
First Reading:February 28, 2017
Second Reading:March 28, 2017
Published:
CITY OF BROOKINGS
_________________________
Scott Munsterman, Mayor
ATTEST:
____________________________
Shari Thornes, City Clerk
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ID 2017-0153,Version:1
Public Hearing and Action on an On-Off Sale Malt Beverage Alcohol License for Mad Jacks LTD, dba
Mama Mia, Dennis Bielfeldt, owner, 1300 Main Ave. So., Brookings, South Dakota, legal description:
Lot 1 excluding S 92' of W 40', Block 3, Fishback Second Addition.
Summary:
The City of Brookings has received an application for an On-Off Sale Malt Beverage Alcohol License
for Mad Jacks LTD, dba Mama Mia, Dennis Bielfeldt, owner, 1300 Main Ave. So., Brookings, South
Dakota. All required documents have been submitted for this application.
Background:
A public hearing and action by the local governing body is required to approve all alcohol licenses.
This license would be effective until to June 30, 2017 and then subject to an annual renewal. If
approved, the application would be forwarded to the State Department of Revenue for final action
and issuance of the license.
Further Information: SDCL 35-2-1.2 provides all applications for retail licenses …shall be submitted to
the governing board of the municipality within which the applicant intends to operate…The governing
board: “shall have discretion to approve or disapprove the application depending on whether it
deems the applicant a suitable person to hold such license and whether it considers the proposed
location suitable.”
SDCL 35-2-6.2 provides the “character” requirements for alcoholic beverage licensees: “Any license
under this title…must be a person of good moral character, never convicted of a felony, and, if a
corporation, the managing officers thereof must have like qualifications.”
Procedure for issuance of licenses: Procedurally, SDCL 35-2-3 provides that “no license for the on or
off-sale at retail of alcoholic beverages…shall be granted to an applicant for any such license, except
after public hearing, upon notice.” SDCL 35-2-5 provides the procedure for the time and place of
hearing and for publication of notice. If an application for a license is refused, “no further application
may be received from a person until after the expiration of one year from the date of a refused
application.”
Recommendation:
Staff recommends approval.
Attachments:
Legal Notice
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
NOTICE OF PUBLIC HEARING
On-Off Sale Malt License and On-Off Wine License –
Mad Jacks LTD, dba Mama Mia
NOTICE IS HEREBY GIVEN that the Brookings City Council in and for the City of
Brookings, South Dakota, on February 28, 2017, at 6:00 p.m. in the Brookings
City & County Government Center Chambers, 520 Third Street, will meet in
regular session to consider an application for an On-Off Sale Malt License and
an On-Off Sale Wine License for Mad Jacks LTD, dba Mama Mia, Dennis
Bielfeldt, owner, 1300 Main Ave. So., Brookings, South Dakota, legal
description: Lot 1, excluding the S 92’ of the W 40’, Block 3, Fishback Second
Addition. At which time and place all persons interested will be given a full, fair
and complete hearing thereon.
Dated at Brookings, South Dakota, this 17th day of February, 2017.
Shari Thornes, City Clerk
Published time(s) at an approximate cost $ .
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-030,Version:1
Public Hearing and Action on Resolution 17-030, a Resolution authorizing the City Manager to sign
an On-Off Sale Wine Operating Agreement for Mad Jacks Ltd, dba Mama Mia, Dennis Bielfeldt,
owner, 1300 Main Ave. So., Brookings, SD, legal description: Lot 1 excluding S 92' of W 40', Block 3,
Fishback Second Addition.
Summary:
Dennis Bielfeldt, owner of Mad Jacks LTD, dba Mama Mia, 1300 Main Ave. So., has applied for an
On-Off Sale Wine Alcohol license. A public hearing and action by the local governing body is required
for all new alcohol licenses. Additionally, an Operating Agreement is required for Wine Licenses.
This Resolution allows the City Manager to enter into the first five years of the 10-year agreement
effective through 2022. This license would be effective immediately and subject to an annual
renewal. If approved, the application would be forwarded to the State Department of Revenue for
final action and issuance of the license.
Background:
City Ordinances:
Listed below is Chapter 5, Article 2, Section 5-20 of the City Code of Ordinances pertaining to
Application Review Procedure. The City Council shall review all applications submitted to the City for
available On-Sale Alcoholic Beverage Agreements and for On-Sale Malt Beverage and Wine
Licenses in accordance with SDCL 35-2 and in accordance with the following factors:
a) Type of business which applicant proposes to operate: On-Sale Alcoholic Beverage
Operating Agreements and On-Sale Malt Beverage and Wine Licenses may not be issued to
convenience grocery stores, gas stations, or other stores where groceries or gasoline are
sold unless it can be established that minors do not regularly frequent the establishment.
b) The manner in which the business is operated: On-Sale Alcoholic Beverage Operating
Agreements and On-Sale Malt Beverage and Wine Licenses may not be issued to
establishments which are operated in a manner which results in minors regularly frequenting
the establishment.
c) The extent to which minors are employed in such a place of business: On-Sale Alcoholic
Beverage Operating Agreements and On-Sale Malt Beverage and Wine Licenses may not be
issued to convenience grocery stores, gas stations, or other stores where groceries or
gasoline are sold and which regularly employ minors.
d) The adequacy of the police facilities to properly police the proposed location: The City
Council shall inquire of the Police Chief whether the Police Department can adequately
police the proposed location.
e) Other factors: The hours that business is conducted shall be considered by the City
Council in its review of applications for on-sale alcoholic beverage operating agreements and
on-sale malt beverage and wine licenses.
Recommendation:
Staff recommends approval.
City of Brookings Printed on 2/23/2017Page 1 of 2
powered by Legistar™
File #:RES 17-030,Version:1
Attachments:
Resolution
Hearing Notice
Operating Agreement
City of Brookings Printed on 2/23/2017Page 2 of 2
powered by Legistar™
Resolution 17-030
Mad Jacks LTD, dba Mama Mia – Wine Operating Agreement
Be It Resolved by the City of Brookings, South Dakota, that the City Council hereby
approves a Lease Agreement for the Operating Liquor Management Agreement for
Wine between the City of Brookings and Dennis Bielfeldt, owner, Mad Jacks LTD, dba
Mama Mia, for the purpose of a liquor manager to operate the On-Sale Establishment or
business for and on behalf of the City of Brookings at 1300 Main Ave. So.
Be It Further Resolved that the City Manager be authorized to execute the Agreement
on behalf of the City, which shall be for a period of five (5) years, with a renewal for
another five (5) years.
Passed and approved this 28th day of February, 2017.
CITY OF BROOKINGS
Scott Munsterman, Mayor
ATTEST:
Shari Thornes, City Clerk
NOTICE OF PUBLIC HEARING
On-Off Sale Malt License and On-Off Wine License –
Mad Jacks LTD, dba Mama Mia
NOTICE IS HEREBY GIVEN that the Brookings City Council in and for the City of
Brookings, South Dakota, on February 28, 2017, at 6:00 p.m. in the Brookings
City & County Government Center Chambers, 520 Third Street, will meet in
regular session to consider an application for an On-Off Sale Malt License and
an On-Off Sale Wine License for Mad Jacks LTD, dba Mama Mia, Dennis
Bielfeldt, owner, 1300 Main Ave. So., Brookings, South Dakota, legal
description: Lot 1, excluding the S 92’ of the W 40’, Block 3, Fishback Second
Addition. At which time and place all persons interested will be given a full, fair
and complete hearing thereon.
Dated at Brookings, South Dakota, this 17th day of February, 2017.
Shari Thornes, City Clerk
Published time(s) at an approximate cost $ .
On-Off Sale Wine Operating Agreement
Mad Jacks Ltd, dba Mama Mia
THIS AGREEMENT made and entered into by and between the City of Brookings, a
municipal corporation of the State of South Dakota, hereinafter referred to as the “City”
and Mad Jacks Ltd, dba Mama Mia, (Dennis Bielfeldt, owner) hereinafter referred to as
“Manager.”
WITNESSETH;
WHEREAS, the City has been issued an on-sale alcoholic beverage license and is
engaged in the sale of alcoholic beverages, and
WHEREAS, the City desires to enter into an Operating Agreement on a limited basis
with the Manager for the purpose of operating an on-off sale establishment or business
for and on behalf of the City pursuant to law, and
WHEREAS, the Manager has offered to have facilities in which to operate said on-off
sale establishment solely upon the premises hereinafter described.
NOW, THEREFORE IT IS MUTUALLY AGREED AS FOLLOWS:
I.
This Agreement is made and entered into on a limited basis between the parties hereto
allow the Manager to operate a retail on-off sale premises, pursuant to and in
accordance with all of the terms and conditions of this Agreement in accordance with all
State laws and City Ordinances now in effect and as may be enacted in the future.
II.
The Manager shall be individually responsible for all operating expenses of said on-off
sale establishment, including but not limited to utilities, taxes, insurance, and license
fees, if any.
The Manager shall furnish all equipment and fixtures necessary to operate the
establishment.
III.
The on-off sale establishment shall be located upon real estate in the City of Brookings,
South Dakota, described as:
Lot 1 excluding S 92' of W 40', Block 3, Fishback Second Addition
IV.
The Manager shall dispense only alcoholic beverages supplied by the Municipal Off-
Sale Establishment.
V.
This Agreement shall be in full force and effect for a period of five (5) years with the
Manager having the option and privilege of a five (5) year extension, subject to the
approval of the governing body of the City of Brookings.
VI.
Either the Manager or the City may terminate this Agreement without cause upon ninety
(90) days written notice served by either party upon the other. The City reserves the
right to immediately suspend or revoke this Agreement without ninety (90) days written
notice for alcohol related violations in accordance with the provisions of Resolution No.
25-88 or any amendments thereto or for any late payments for alcoholic beverages
supplied by the Municipal Off-Sale Establishment to be sold on the premises of
Manager.
VII.
The Manager shall receive as full compensation for its services rendered, the net profit
from the on-off sale establishment under its management, and the sole profit to be
derived by the City shall be the markup hereinafter set forth on alcoholic beverages
furnished by the municipality to the Manager for the purposes of resale on the premises
as above described.
VIII.
The Manager shall pay to the City for all alcoholic beverages sold by the City to the
Manager for resale on the above-described premises, the actual cost of distilled spirits
and wine supplied by the City, plus eleven percent (11%) in excess of such cost; the
Manager shall pay to the City for all malt beverages sold by the City to the Manager for
resale on the above-described premises, the actual cost of malt beverages, plus ten
percent (10%) in excess of such cost. The actual cost shall include cost price and
transportation charges. The markup percentages provided in this Agreement are
subject to change by the City of Brookings. In the event markup percentages are
changed by Ordinance, then the markup percentages provided by City Ordinance shall
supercede the markup percentages provided herein. The Manager further agrees that if
either of the markup percentages shall be increased at any time by the City, the
Manager shall pay the markup as so increased.
IX.
A complete and detailed record shall be maintained by the City of all alcoholic
beverages supplied to the on-sale Manager and such alcoholic beverages so supplied
shall be evidenced by prenumbered invoices prepared in triplicate showing the date,
quality, brand, size, and actual cost of such item, and such invoice shall bear the
signature of the authorized representative of the on-sale Manager or its authorized
representative. One copy thereof shall be retained by the Municipal off-sale
establishment, one copy shall be retained by the on-sale establishment, and one copy
shall be filed with the City Clerk. All copies shall be kept as permanent records and
made available for reference and audit purposes. The Manager also agrees to maintain
a complete record of all alcoholic beverages received from the City.
X.
In consideration of the covenants herein contained, the Manager agrees to pay the
CITY OF BROOKINGS, Three Hundred and Twenty-Five Hundred, and no/100 Dollars
($325.00), constituting the Annual License Fee on or by 1st day of June of each year
thereafter as long as this agreement shall remain in force and effect. The payment of
the Annual Renewal License Fee will not extend the term of this Operating Agreement
beyond the term provided therein. The Manager further agrees that if the annual fee
shall be increased at any time by the legislature, the Manager shall pay the amount of
any such increase.
XI.
The Manager agrees to keep the premises in a neat, clean and attractive appearance,
and Manager further agrees to operate said on-sale establishment only on such days
and at such hours as permitted by state law and city ordinances.
XII.
The Manager shall have the right to return, at any time, alcoholic beverages received
from the City and to receive in return any deposit made for such alcoholic beverages; in
the event of termination of the business, all unused alcoholic beverages, which may be
resold without discount may be returned to the City and the Manager shall be
reimbursed for the of such alcoholic beverages.
XIII.
The Manager agrees to abide by the credit policies of the City and acknowledges, by
execution of this Agreement, receipt of a copy of the credit policies of the City. The City
reserves the right to change or terminate its credit policies at any time, but shall be
required to provide written notice to Manager prior to the effective date of the change or
termination date of the credit policies.
XIV.
The Manager agrees to furnish the City upon demand, evidence of payment of the
following:
A. All salaries of on-off sale employees;
B. Social Security and withholding taxes on said employees;
C. Worker’s Compensation insurance premiums covering said employees;
D. Unemployment taxes on the payrolls of said employees;
E. General liability insurance protecting both the City and the Manager against
claims for injury or damages to persons or property, said policy to have general
liability limits of at least Five Hundred Thousand Dollars ($500,000.00) single
limit, and One Million Dollars ($1,000,000.00) aggregate, and a limitation of Fifty
Thousand Dollars ($50,000.00) for damage to property. The general liability
insurance limits are subject to change and Manager agrees to change limits of
insurance if required by the City;
F. Rent and utility bills;
G. Any and all miscellaneous expenses, including taxes.
XV.
The Manager agrees to observe all Federal and State laws and ordinances of the City
of Brookings.
XVI.
The City covenants and agrees to furnish the on-sale license to Manager pursuant to
the terms and conditions of this Operating Agreement and the terms and conditions of
the on-off sale license.
XVII.
The City shall have the right to make inspections and investigations of the premises
during the hours of operation, and make audits and examinations of the records of the
Manager relating to the on-off sale establishment.
XVIII.
It is further specifically understood and agreed that the waiver of the rights of the City
under this Agreement shall not constitute a continuous waiver, and any violation or
breach of the terms of this Agreement by the Manager shall constitute a separate and
distinct offense and grounds for immediate termination and revocation of this
Agreement.
XIV.
This agreement shall not be assignable to another person or location without the written
consent of the City.
IN WITNESS WHEREOF, the parties hereto have executed this Agreement this 28th
day of February, 2017.
CITY OF BROOKINGS, South Dakota
A Municipal Corporation
By:
ATTEST:Jeffrey W. Weldon, City Manager
Shari Thornes, City Clerk
MANAGER
By:
By:
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ID 2017-0137,Version:1
Public Hearing and Action on a Temporary Liquor Application for the Brookings Police Foundation Pig
Roast, to be held at the National Guard Armory (300 5th St. So.) on April 9, 2017.
Summary:
The Brookings Police Foundation has applied for a temporary liquor license for the Police Foundation
Pig Roast to be held at the National Guard Armory, 300 5th St. So., on April 9, 2017. All temporary
alcohol licenses must be approved by the City Council through use of a public hearing. All
documents have been filed with the City pertaining to insurance and other licensing requirements.
Recommendation:
Staff recommends approval.
Attachments:
Public Notice
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Public Hearing
Sale of Alcoholic Beverages
NOTICE IS HEREBY GIVEN that the Brookings City Council, Brookings, South Dakota,
will hold a public hearing at 6:00 p.m., Tuesday, February 28, 2017, in the Brookings
City & County Government Center, 520 Third Street, to consider an application for a
temporary liquor license to operate within the City of Brookings, South Dakota for the
Brookings Police Foundation Pig Roast at 300 5th Street South (National Guard Armory)
on April 9, 2017. At which time and place all persons interested will be given a full, fair
and complete hearing thereon.
Dated at Brookings, South Dakota, this 21
st day of February, 2017.
Shari Thornes, City Clerk
Published time(s) at an approximate cost: $.
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-027,Version:1
Public Hearing and Action on Resolution 17-027, a Resolution of Intent to Lease Real Property to
Bowes Construction, Inc.
Summary:
Resolution authorizing the City to enter into a lease agreement with Bowes Construction, Inc.
Background:
The South Dakota Department of Transportation will be reconstructing 6th Street from west of 22nd
Avenue to east of 34th Avenue beginning in April 2017. The project has been bid and Bowes
Construction, Inc. of Brookings is one of many subcontractors on the project. The City of Brookings
is the owner of Block 9, Wiese Addition, a 26 acre parcel adjacent to 6 th Street. Bowes Construction
is interested in leasing a portion of the property to use as a construction staging area for the 6 th
Street project.
The proposed terms include the use of the land during the construction period, with a not to extend
time duration of 21 months, lease rent of $200 per acre, removal of the existing concrete pad and
grading of the site upon completion of the construction project/lease agreement.
The following statutes provide guidance on entering into lease agreements for municipally-owned
property.
9-12-5.1. Lease of municipally-owned property--Term and conditions. Every municipality may lease
its municipally-owned property. Any such lease shall be for a term and upon the conditions provided
by resolution of the governing body.
9-12-5.2. Lease to private person--Resolution of intent--Notice and hearing--Authorization. If the
governing body decides to lease any municipally owned property to any private person for a term
exceeding one hundred twenty days and for an amount exceeding five hundred dollars annual value
it shall adopt a resolution of intent to enter into such lease and fix a time and place for public hearing
on the adoption of the resolution. Notice of the hearing shall be published in the official newspaper
once, at least ten days prior to the hearing. Following the hearing the governing body may proceed to
authorize the lease upon the terms and conditions it determines.
The City will receive a nominal fee for the use of the property, however, the benefit for the City is to
assist the contractor in being as efficient as possible with a staging area directly adjacent to the site.
Fiscal Impact:
Nominal
Recommendation:
Staff recommends approval.
City of Brookings Printed on 2/23/2017Page 1 of 2
powered by Legistar™
File #:RES 17-027,Version:1
Attachments:
Resolution
Construction Staging Area
City of Brookings Printed on 2/23/2017Page 2 of 2
powered by Legistar™
Resolution 17-027
Resolution of Intent to Lease Real Property to Bowes Construction, Inc.
Be It Resolved by the governing body of the City of Brookings, South Dakota that the
City of Brookings intends to enter into a lease agreement with Bowes Construction, Inc.,
for a period not to exceed twenty-one (21) months and pertaining to the following
described property:
South 300’ of Block 9, Wiese Addition – 3031 6
th Street
Be It Further Noted, that a Public Hearing on this Resolution was held on February 28,
2017 at 6:00 o’clock P.M. at the Brookings City & County Government Center and that
all persons were given an opportunity to be heard on the intent to lease real property.
Passed and approved this the 28th day of February, 2017.
CITY OF BROOKINGS, SD
Scott Munsterman, Mayor
ATTEST:
Shari Thornes, City Clerk
6 T H 32NDL E F E V R E6TH
+/- 5.7 acres
²
Const ruction Stagin g Are a
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ORD 17-006,Version:2
Second Reading and Action Ordinance 17-006, an Ordinance amending Article II of Chapter 22 of the
Code of Ordinances of the City of Brookings and Pertaining to the 2015 International Residential
Code with Certain Amendments on Frost Protection.
Summary:
The Board of Appeals proposes two amendments to Section 403 of the 2015 International
Residential Code pertaining to frost protection.
Background:
The Board of Appeals met Friday, February 3, 2017, and discussed amendments to Section 403 of
the International Residential Code pertaining to frost protection. The 2015 IRC allows states
freestanding accessory structures with an area of 600 square feet or less can be constructed without
frost protection footings. The Brookings Zoning Ordinance allows residential accessory structures to
be constructed without a variance up to 1,000 square feet. The Board of Appeals voted to amend the
IRC, Section 403.1.4.1, to allow 1,000 square feet to be constructed without frost protection footings,
instead of 600 square feet, only for residential construction. They did not recommend changes to the
International Building Code relating to commercial construction of accessory structures.
The Board of Appeals also discussed frost-protected shallow foundation construction related to new
home construction. After discussion, the Board of Appeals recommended that residential frost-
protected shallow foundation construction should be designed in accordance with ASCE 32 as stated
in the code instead of allowing shallow foundations to be constructed as shown in Section R403.3.
This would allow an engineer to design a frost-protected shallow foundation for a residential home,
and could take in consideration geotechnical information and other site factors.
Board of Appeals Recommendation:
The Board of Appeals voted 4-0 to recommend approval of the ordinance changes as proposed.
Attachments:
Ordinance - clean
Ordinance - marked
Board of Appeals Minutes Excerpt 1-3-2017
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Ordinance 17-006
An Ordinance Amending Article II of Chapter 22 of the Code of Ordinances
of the City of Brookings and Pertaining to the 2015 International Residential
Code with Certain Amendments on Frost Protection
Be It Ordained by the City of Brookings that Article II of Chapter 22 of the Code
of Ordinances of the City of Brookings be amended to read as follows:
I.
Article II. Building Code
Section R403.1.4.1 Frost Protection, shall read as follows:
R403.1.4.1 Frost protection. Except where otherwise protected from frost,
foundation walls, piers and other permanent supports of buildings and structures
shall be protected from frost by one or more of the following methods:
1.Extended below the frost line specified in Table R301.2.(1).
2.Constructed in accordance with ASCE 32.
3.Erected on solid rock.
Exceptions:
1.Protection of freestanding accessory structures with an area of 1,000
square feet (92.903 m2) or less, of light-frame construction, with an eave
height of 10 feet (3048 mm) or less shall not be required.
2.Protection of freestanding accessory structures with an area of 400 square
feet (37 m2) or less, of other than light-frame construction, with an eave
height of 10 feet (3048 mm) or less shall not be required.
3.Decks not supported by a dwelling need not be provided with footings that
extend below the frost line.
Footings shall not bear on frozen soil unless the frozen condition is permanent.
II.
Any or all ordinances in conflict herewith are hereby repealed.
First Reading: February 14, 2017
Second Reading: February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
____________________________________
Scott Munsterman, Mayor
ATTEST:
__________________________________
Shari Thornes, City Clerk
Ordinance 17-006
An Ordinance Amending Article II of Chapter 22 of the Code of Ordinances
of the City of Brookings and Pertaining to the 2015 International Residential
Code with Certain Amendments on Frost Protection
Be It Ordained by the City of Brookings that Article II of Chapter 22 of the Code
of Ordinances of the City of Brookings be amended to read as follows:
I.
Article II. Building Code
Section R403.1.4.1 Frost Protection, shall read as follows:
R403.1.4.1 Frost protection. Except where otherwise protected from frost,
foundation walls, piers and other permanent supports of buildings and structures
shall be protected from frost by one or more of the following methods:
1.Extended below the frost line specified in Table R301.2.(1).
2.Constructed in accordance with Section R403.3.
3.Constructed in accordance with ASCE 32.
4.Erected on solid rock.
Exceptions:
1.Protection of freestanding accessory structures with an area of 600 1000
square feet (56 m2 92.903) or less, of light-frame construction, with an
eave height of 10 feet (3048 mm) or less shall not be required.
2.Protection of freestanding accessory structures with an area of 400 square
feet (37 m2) or less, of other than light-frame construction, with an eave
height of 10 feet (3048 mm) or less shall not be required.
3.Decks not supported by a dwelling need not be provided with footings that
extend below the frost line.
Footings shall not bear on frozen soil unless the frozen condition is permanent.
II.
Any or all ordinances in conflict herewith are hereby repealed.
First Reading: February 14, 2017
Second Reading: February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
_______________________________
Scott Munsterman, Mayor
ATTEST:
__________________________________
Shari Thornes, City Clerk
Excerpt from Unapproved Minutes of the Brookings Board of Appeals
Brookings, SD 57006
January 3, 2017
The City of Brookings Board of Appeals was called to order by Vice-Chairperson Jonathan
Meendering on Friday, February 3, 2017, at 1:00 PM in conference room #147 located on the first
floor of the City & County Government Center at 520 3rd Street. Members present were David Ekern,
Paul Sahr, George Houtman, and Meendering. Also present were Building Services Administrator Jared
Thomas, Building Services Technician Greg Pearson, City Engineer Jackie Lanning, and Brennan and
Laurie Sullivan.
Item #2 – (Houtman/Ekern) Approval of the Agenda. All present voted aye. MOTION CARRIED.
Item #3 – (Sahr/Houtman) Motion to approve the minutes from the October 29, 2015 meeting. All
present voted aye. MOTION CARRIED.
New Business
Item #6 – Discussion and Action on Frost Protection of Free Standing Buildings
Thomas explained that detached accessory buildings exceeding 600 square feet requires frost
protection under the 2015 IRC and IBC. However, the City zoning ordinance allows residential
accessory buildings up to 1,000 square feet, which have been built without frost protected footings in
some locations in Brookings. Thomas would like these two requirements to be the same since the
zoning ordinance allows accessory buildings such as a detached garage up to 1,000 square feet.
Houtman stated that a 1,000 square foot accessory building should have frost-protected footings, but
since there are 1,000 square feet accessory buildings that are constructed without frost-protected
footings that don’t seem to have heaving issues, the City could let the buildings be constructed in the
same way.
There was some discussion about whether or not to amend the IBC to allow 1,000 square foot
commercial buildings to be constructed without frost protected footings. Thomas explained that in his
opinion, that only the IRC should be amended to the 1,000 square foot exception. The group was in
agreement not to amend the IBC for commercial buildings.
(Houtman/Sahr) – Motion to Amend the 2015 IRC code to allow freestanding accessory structures of
1,000 sf or less to be built without frost protection instead of 600 square feet as stated in the code. All
present voted aye. MOTION CARRIED.
Item #7 – Discussion and Action on Residential Shallow Foundations
Thomas explained that there have been a couple houses built in the last year with frost-protected
shallow foundations. The City building department is requiring the contractors to follow the diagram
and requirements that are shown in the 2015 IRC, Section 403.3 if they want to construct frost-
protected shallow foundations. Houtman was concerned about the 64 degree requirement that is in
the code. He stated the requirement was going to be hard to enforce and if the garage wasn’t kept at
that temperature, there could be separation in the foundation between the house and garage.
Houtman also asked if the soil compaction was being completed on these sites. There may be
compaction taking place, but the City does not have the compaction reports.
Sahr was concerned about the code and the safety factor. He stated he did not think that engineering
and soil testing had been done. He was concerned that the temperature requirements were not going
to be explained to future homeowners. He stated even if the temperature requirements were
explained to the new owner, would people do the work of keeping the building at the proper
temperature. Thomas stated that it was not the responsibility of City staff to make sure the
homeowners were doing the work to keep the garage maintained at the proper temperature.
Houtman stated he was also concerned about the work leading up to the foundation and if the soil
compaction tests were being completed.
Meendering stated that the foundation section in the code was really more about the soil compaction
and testing before the foundation was constructed. Thomas explained that one option could be to
require builders to have the building engineered and not follow the diagram in the code.
(Ekern/Sahr) Motion to remove item 2 of section 403.1.4.1 of the IRC, which states “constructed in
accordance with Section R403.3.” which would require all frost-protected shallow foundations to be
designed under ASCE 32 guidelines as it is stated in item 3 of 403.1.4.1. All present voted aye.
MOTION CARRIED.
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ORD 17-002,Version:2
Public Hearing and Action on Ordinance 17-002, an Ordinance rezoning the North 405 feet of the
South 670 feet in the SW ¼ SW ¼ excluding the platted areas of Section 36-T110-R50W and Lot
100, Windermere Pointe Addition, excluding the south 225 feet, from a Business B-2 District and a
Business B-2A Office District to a Residence R-3 Apartment District (location: North of 20 th Street
South and west of Windermere Addition).
Summary:
The applicant is requesting to rezone a portion of land from Business B-2 District and Business B-2A
Office District to Residence R-3 Apartment District for the purpose of future development.
Background:
The property is located north of 20th Street South directly west of Windermere Addition. The majority
of the land is unplatted and is currently vacant. There is R-3 zoned land adjacent to both the north
and east. There is City land to the west, which is used for drainage purposes, and the Fishback
Soccer Complex is to the south. Christine Avenue is in the process of being extended and will run
through the property and connect with 20th Street South.
Findings of Fact:
1. The Comprehensive Plan identifies the area as future residential.
2. City utilities are available to the property.
3. Access will be provided via 20th Street South and Christine Avenue.
4. The general area is predominantly residential with R-3 zoning to the north and east.
5. The property is located outside of the floodplain.
6. There are wetlands located along the northern portion of the property.
Planning Commission Recommendation:
The Planning Commission voted 7-0 to recommend approval of the rezoning request.
Attachments:
Ordinance
Minutes 2-7-2017
Hearing Notice
Current Zoning
Proposed Zoning
Exhibit 1- Current Zoning
Exhibit 2- Proposed Zoning
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Ordinance 17-002
An Ordinance to Change the Zoning within the City of Brookings
Be It Ordained by the City of Brookings, South Dakota:
Section 1. That the real estate situated in the City of Brookings, County of Brookings, State
of South Dakota, described as follows, to-wit:
The North 405 feet of the South 670 feet in the SW ¼ SW ¼ excluding the platted
areas of Section 36-T110-R50W and Lot 100, Windermere Pointe Addition,
excluding the south 225 feet, be and the same is hereby reclassified from a
Business B-2 District and a Business B-2A Office District to a Residence R-3
Apartment District.
In accordance with Section 94-7 of Article I of Ordinance 17-13 of the Code of Ordinances
of Brookings, South Dakota, as said districts are more fully set forth and described in
Articles III and IV, Chapter 94 of Ordinance No. 17-13 of the City of Brookings, South
Dakota.
Section 2. The permitted use of the property heretofore described be and the same is
hereby altered and changed in accordance herewith pursuant to said Ordinance 17-13 of
the City of Brookings, South Dakota.
Section 3. All sections and ordinances in conflict herewith are hereby repealed.
First Reading:February 14, 2017
Second Reading and Adoption:February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
________________________
Scott Munsterman, Mayor
ATTEST:
_________________________
Shari Thornes, City Clerk
Planning Commission
Brookings, South Dakota
February 7, 2017
OFFICIAL MINUTES
Chairperson Al Heuton called the regular meeting of the City Planning Commission to order
on Tuesday, February 7, 2017, at 5:30 PM in the Chambers Room #310 on the third floor of
the City & County Government Center. Members present were Tanner Aiken, James Drew,
Greg Fargen, Alan Gregg, Alan Johnson, Ryan Murphy, Lee Ann Pierce, Kristi Tornquist and
Al Heuton. Also present were City Planner Staci Bungard, Community Development Director
Mike Struck, City Engineer Jackie Lanning, Tracey Odegaard, Jacob Mills, and others.
James Drew and Ryan Murphy recused themselves.
Item #4a – CD Properties LLC has submitted a petition to rezone the North 405’ of the
South 670’ in the SW1/4SW1/4 excluding the platted areas of Section 36-T110-R50W from a
Business B-2 District and Business B-2A Office District to a Residence R-3 Apartment District
and Lot 100, Windermere Pointe Addition, excluding the south 225 feet from a Business B-2A
Office District to a Residence R-3 Apartment District.
(Pierce/Aiken) Motion to approve the final plat. All present voted aye. MOTION CARRIED.
OFFICIAL SUMMARY
Item #4a –This rezone is for the purpose of future development. This property is located
north of 20th Street South and west of Windermere Addition. The land is currently vacant and
there is R-3 zoning directly to the north and the east. The comprehensive plan does
designate this land as residential.
James Drew, representing CD Properties, explained his rezone request. A master plan
concept was provided by Drew showing what they are proposing this area to look like in
addition to the planned development to the north and west.
Tracey Odegaard, owner of property in Windermere Addition, is concerned about the process
that the City has for rezoning and he feels that a plan should be required prior to the rezone
request and approval. By the commission approving the request for rezoning before they
know what the plan is, it isn’t the best practice and doesn’t protect the property owners in
Windermere Addition. Odegaard is concerned that with this R-3 zoning, an apartment
building could potentially be built and that isn’t what current property owners in Windermere
want to see in their backyards. Tornquist wondered if Odegaard would prefer that this area
remain zoned B-2 and B-2A? Odegaard isn’t too concerned about the Business area zoning.
His concern is the R-3 zoning request. Heuton explained to Odegaard that the commission is
following the process that is required for rezoning.
Also, Tracey noted that there is a drainage issue in this area. With a heavy rain, the water
that accumulates in their drainage pond currently has nowhere to go. And adding multi-family
housing could be detrimental to this drainage issue. He feels the City needs to look at the
drainage in this area before they continue with future developments. Heuton explained to
Odegaard that the drainage concern isn’t something that the Planning Commission deals
with. This is an issue that would be worked out with the Engineering Department staff.
Tornquist requested that the City Engineer comment on the drainage concern. Lanning
stated that a drainage plan would be required and would need to be approved prior to
development starting. Her and the engineering staff will look at the current plan that has
already been submitted. Drew stated that he is also concerned about the drainage and has
been working with an engineering firm and will continue to work out the drainage issues with
Odegaard and the City. Drew noted that he cannot fix the drainage issues that they currently
have in Windermere Addition, but he certainly would like to work with Odegaard’s and the
City to try to make it better in that area.
Lastly, Tracey is concerned that this area could become a high density issue if the rezoning is
approved.
If you require assistance, alternative formats and/or accessible locations consistent with the Americans with Disabilities Act,
please contact the City ADA Coordinator at 692-6281 at least 48 hours prior to the meeting.
Published ______ time(s) at an approximate cost of $ _____________.
NOTICE OF HEARING
UPON PETITION TO REZONE
NOTICE IS HEREBY GIVEN That CD Properties, LLC submitted a petition to
rezone the following described real estate in the City of Brookings and Brookings County,
South Dakota:
The North 405 feet of the South 670 feet in the SW ¼ SW ¼ excluding the platted
areas of Section 36-T110-R50W from a Business B-2 District and Business B-2A Office
District to a Residence R-3 Apartment District and Lot 100, Windermere Pointe Addition,
excluding the south 225 feet from a Business B-2A Office District to a Residence R-3
Apartment District.
NOTICE IS FURTHER GIVEN that said request will be acted on by the City
Planning Commission at 5:30 PM on Tuesday, February 7, 2017, in the Chambers Room
on the third floor of the Brookings City & County Government Center at 520 Third Street,
Brookings, South Dakota. Any action taken by the City Planning Commission is a
recommendation to the City Council.
Any person interested may appear and be heard in this matter.
Dated this 27th day of January, 2017.
____________________________
Staci Bungard
City Planner
20 T H S T SMEDARY AVE S9
TH AVE SA
A
R-3
A
B-2
A
A
R-3A
PDD
R-3A
A
B-2A
R-3A
R-3
B-2
R-3
R-3
B-2
B-2A
PDD
R-1B
R-3A
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-3
R-2
R-3
R-3
R-2
R-2
R-2
R-2
R-2
R-3
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-3
R-2
R-2R-2R-2
R-2
R-2
R-2
R-3
R-2
R-2
R-3
R-3A
R-3
R-3
R-1B
R-2
R-2
R-2
R-2
R-2
R-3A
R-3A
R-2
R-3A
R-3A
R-3A
R-3A
R-3A
R-3
A
R-3A
R-3A
R-1A
R-2R-2R-2R-2R-2 R-2R-2
R-2
R-3
R-3A
R-3A
R-2
A
R-3
RMH
R-1B
R-3A
R-3
R-3A
R-3A
R-3A
R-3A
R-3A
R-3A
R-3A
R-2
R-3
R-1B
R-3A
Rezone Are a - Current Zoning
²
2 0 T H S T SMEDARY AVE SA
A
R-3
R-3
A
A
B-2
R-3A
A
R-3A
A
R-3
PDD
B-2
R-3
B-2A
PDD
B-2
R-2
R-2
R-2
R-2
R-3
R-2
R-3
R-3
R-2
R-2
R-2
R-2
R-2
R-3
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-2
R-3
R-2R-2
R-2
R-2
R-2
R-2
R-3
R-2
R-3
R-3A
R-3
R-3
R-2 R-2 R-2R-2
R-2
B-2A
R-3A
R-3A
R-2
R-3A
R-2
R-1BProposed Zoning
²
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ORD 17-005,Version:2
Public Hearing and Action on Ordinance 17-005, an Ordinance amending the Zoning Ordinance of
the City of Brookings to include wholesale trade with storage yard as a Conditional Use in the
Business B-3 District of the Zoning Ordinance.
Summary:
This Zoning Ordinance Amendment would allow wholesale trade with a storage yard as a Conditional
Use in the B-3 District. The B-3 zoning areas are predominantly located along arterial streets such
as 6th Street, Main Avenue South, and US Highway 14 Bypass.
Background:
City staff had a request to consider an amendment that would allow wholesale trade with a storage
yard as a Conditional Use in the B-3 District. Currently, the Zoning Ordinance prohibits wholesale
trade businesses from having any outdoor storage. The ordinance allows outdoor storage as a
Conditional Use for the following uses:
(1)Contractors shop and storage yard
(2)Transfer site for recyclables
(3)Truck and trailer rentals
(4)Farm implement sales
In addition, a lumberyard with outdoor storage is a permitted special use in the B-3 District so long as
storage is located in the rear of the building and screened from any arterial street or residential
district.
The ordinance prohibits the use of outdoor storage for the following conditional uses:
(1)Assembling and packaging
(2)Freight handling
(3)Household hazardous waste site
All Conditional Use Applications need to be accompanied by a Site Plan showing perimeter
screening, including landscaping, fences, walls, and hedges. The draft ordinance includes provisions
for the location of the storage yard, screening, lighting, stacking height and any loading/unloading
areas.
Planning Commission Recommendation:
The Planning Commission voted 9-0 to recommend approval of the ordinance amendment.
Attachments:
Ordinance
Hearing Notice
Planning Commission Minutes 2-7-2017
City of Brookings Printed on 2/23/2017Page 1 of 2
powered by Legistar™
File #:ORD 17-005,Version:2
B-3 Heavy District Regulations
City Zoning Map
City of Brookings Printed on 2/23/2017Page 2 of 2
powered by Legistar™
Ordinance 17-005
An Ordinance amending the Zoning Ordinance of the City of Brookings to include
wholesale trade with storage yard as a conditional use in the Business
B-3 District of the Zoning Ordinance
Be It Ordained by the Governing Body of the City of Brookings, State of South Dakota
that Chapter 94, Zoning, shall be amended as follows:
I.
That Subsection (e) of Ordinance Section 94-134 shall be amended to include the
following additional conditional use:
Section 1. Section 94-134. Business B-3 Heavy District
(e) Conditional Uses
15. Wholesale trades with storage yard
II.
That Article V. of Conditional Uses of the Zoning Ordinance shall be amended to include
the following standards for wholesale trades with storage yard:
Section 2. ARTICLE V. CONDITIONAL USES
DIVISION 3. STANDARDS
Section 94-306.1 Wholesale trades with storage yard.
Such uses shall screen all outdoor storage from adjacent property.
Outdoor storage shall not be located in the front yard or stacked higher
than the fence height. Any lighting of the storage yard shall not cause a
glare onto residential properties. Internal circulation shall be provided for
loading and unloading areas.
III.
Section 2. Any and all ordinances in conflict herewith are hereby repealed.
First Reading:February 14, 2017
Second Reading:February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
___________________________________
Scott Munsterman, Mayor
ATTEST:
________________________
Shari Thornes, City Clerk
If you require assistance, alternative formats and/or accessible locations consistent with the Americans with Disabilities Act,
please contact the City ADA Coordinator at 692-6281 at least 48 hours prior to the meeting.
Published ______ time(s) at an approximate cost of $ _____________.
NOTICE OF HEARING
UPON A CHANGE IN ZONE REGULATIONS
NOTICE IS HEREBY GIVEN That the City of Brookings has submitted amendments
to Chapter 94, Zoning, pertaining to wholesale trade with storage yard as a conditional use in
the Business B-3 District.
NOTICE IS FURTHER GIVEN That said request will be acted on by the City Planning
Commission at 5:30 PM on Tuesday, February 7, 2017, in the Chambers Room on the third
floor of the Brookings City and County Government Center at 520 Third Street, Brookings,
South Dakota. Any action taken by the City Planning Commission is a recommendation to
the City Council.
Any person interested may appear and be heard in this matter.
Dated this 27th day of January, 2017.
____________________________
Staci Bungard
City Planner
Planning Commission
Brookings, South Dakota
February 7, 2017
OFFICIAL MINUTES
Chairperson Al Heuton called the regular meeting of the City Planning Commission to order
on Tuesday, February 7, 2017, at 5:30 PM in the Chambers Room #310 on the third floor of
the City & County Government Center. Members present were Tanner Aiken, James Drew,
Greg Fargen, Alan Gregg, Alan Johnson, Ryan Murphy, Lee Ann Pierce, Kristi Tornquist and
Al Heuton. Also present were City Planner Staci Bungard, Community Development Director
Mike Struck, City Engineer Jackie Lanning, Tracey Odegaard, Jacob Mills, and others.
Item #5a –The City of Brookings has submitted amendments to Chapter 94, Zoning,
pertaining to wholesale trade with storage yard as a Conditional Use in the Business B-3
District.
(Pierce/Aiken) Motion to approve the amendments. All present voted aye.
MOTION CARRIED.
OFFICIAL SUMMARY
Item #5a–This zoning amendment would allow for a wholesale trade with a storage yard as
a conditional use in the B-3 District. The request for the conditional use would need to be
accompanied by a site plan showing perimeter screening including landscaping, fences, walls
and hedges. Pierce asked what the definition of a wholesale trade is. A Wholesale trade is
an establishment or place of business primarily engaged in selling merchandise to retailers
and to industrial, commercial, institutional or professional business. Tornquist asked “What is
the real need here?” Bungard explained that a current business, which is a wholesaler, is
interested in doing outdoor storage. Outdoor storage currently isn’t allowed in a B-3 District,
but there are other similar districts that have similar uses that do allow for outdoor storage.
Drew questioned, “This is a Conditional Use so each business would have to come to the
commission to request this?” Bungard said yes.
Pierce wondered if they could require screening from public streets in addition to all adjacent
properties? Heuton explained that during the Conditional Use request, the commission could
require the screening on a case by case situation rather than requiring screening by
everyone. Having it state “Screen all adjacent properties” would be a minimum requirement
and the Commission could add to the Conditional Use request if they felt that screening from
a public street would be required.
Page 1
Sec. 94-134. - Business B-3 heavy district.
(a)Intent.This district is intended to provide for a wide variety of retail services. This district will include
commercial uses requiring large land areas, extensive retail operations and outdoor display of
merchandise. Inventory and material storage shall be screened.
(b)Scope of regulations.The regulations set forth in this section or set forth elsewhere in this chapter,
when referred to in this section, are the district regulations of the Business B-3 heavy district.
(c)Permitted uses.
(1) Retail or service store.
(2) Personal service store.
(3) Financial services.
(4) Public transportation facility.
(5) Public utility facility.
(6) Parking facility or lot.
(7) Grocery supermarket.
(8) Drive-in food service.
(9) Gas dispensing station.
(10) Reserved.
(11) Car wash.
(12) Indoor or outdoor recreational facility.
(13) Temporary storage facility.
(14) Automobile sales.
(15) Office building.
(16) Roadside stand.
(17) Drinking establishment.
(18) Telecommunications towers.
(19) Emergency services.
(20) Personal health services.
(d)Permitted special uses.A building or premises may be used for the following purposes in conformance
with the conditions prescribed herein:
(1) Outdoor sales.
a.Used parts and other material storage shall be screened from adjoining property.
(2) Wholesale trade with warehousing.
a.All inventory shall be stored within a completely enclosed building.
(3) Lumberyard.
a.The lumber storage area shall be at the rear of the building and screened from any arterial
street or residential district.
b.Seasonal outdoor displays shall not reduce the number of required parking spaces on the
lot below the minimum requirements.
Page 2
(4) Nursery or greenhouse.
a.Any land used to grow flowers, shrubs or trees shall not be located within 50 feet of an arterial
street.
(5) Reverse vending machine.
a.A trash receptacle shall be provided on-site.
(6) Automobile service station.
a.No fuel delivery pump shall be located within 20 feet of any side lot line or right-of-way line.
No fuel pump shall be located within 50 feet of the side or rear lot line abutting a residential
district.
b.All repair work shall be done within a completely enclosed building.
c.All used automobile parts and dismantled vehicles shall be screened from adjacent property.
(7) Citizen's drop-off for recyclables.
a.No container shall be located within 100 feet of a residential district.
(8) Motor vehicle repair shop.
a.All repair work shall be done within a completely enclosed building.
b.All used automobile parts and dismantled vehicles shall be screened from adjacent property.
(9) Motel or hotel.
a.A minimum lot area of 1,000 square feet shall be provided for each sleeping room or suite.
(10) Equipment rental store.
a.An on-premises pickup and drop-off area shall be provided.
b.Outdoor displays shall not reduce the number of required parking spaces on the lot below
the minimum requirements.
(11) Auction house.
a.An on-premises pickup and drop-off area shall be provided.
b.Outdoor displays shall not reduce the number of required parking spaces on the lot below
the minimum requirements.
(12) Semi-trailer storage.
a.Storage shall not be permitted in the minimum front yard setback.
(13) Extended stay motel.
a.A minimum lot area of 1,000 square feet shall be provided for each sleeping room or suite.
(14) Brewpub.
a.The area used for brewing, including bottling and kegging, shall not exceed 25 percent of
the total floor area of a combined restaurant and drinking establishment and 50 percent of
the total floor area of a drinking establishment without restaurant services.
b.A malt beverage manufacturer's license must be obtained per state law.
c.An alcohol beverage license must be obtained per city ordinance.
d.The brewery shall not produce more than 1,500 barrels of beer and ale per year. A barrel
contains 31 gallons.
(15) Microbrewery.
Page 3
a.The production of malt beverages shall be limited to 15,000 barrels per year or less.
b.A malt beverage manufacturer's license must be obtained per state law.
c.All grain shipments and spent grain shall be contained within a completely enclosed building.
(16) Contractor's shop.
a.All equipment and materials shall be contained within a completely enclosed building.
(17) Farm/feed store.
a.No retail sale items in bulk form shall be permitted as outside display.
b.All outside retail items shall only be displayed adjacent to the building.
(18) Animal hospital.
a.All cremation equipment and processes must be confined within an enclosed building.
b.Deceased animal storage areas must be completely within an enclosed building at all times.
(e)Conditional uses.
(1) Assembling and packaging.
(2) Freight handling.
(3) Manufacturing, light.
(4) Mixed business/residential use.
(5) Contractors shop and storage yard.
(6) Buy back center for recyclables.
(7) Household hazardous waste site.
(8) Light processing facility.
(9) Transfer site for recyclables.
(10) Day care facility.
(11) Kennel.
(12) Truck and trailer rentals.
(13) Farm implement sales.
(14) Broadcast tower.
(f)Density, area, yard and height regulations.The B-3 district regulations are as follows:
Density
Sq. Ft.
Min. Lot
Area
Sq. Ft.
Min. Lot
Width
Min.
Front
Yard
Min. Side
Yard
Min. Rear
Yard
Max.
Height
All uses 20 feet * 20 feet* 45 feet
* A 50-foot landscaped area shall be required between an abutting residential district boundary line
and any structure, access drive, parking lot or other accessory use.
Page 4
(g)Accessory uses.Accessory uses and building permitted in the B-3 district are buildings and uses
customarily incidental to any of the permitted uses in the district.
(h)Parking regulations.Parking, loading and stacking within the B-3 district shall be in conformance with
the regulations set forth in division 4 of article VI of this chapter.
(i)Sign regulations.Signs within the B-3 district shall be in conformance with the regulations set forth in
division 5 of article VI of this chapter.
(j)Other regulations.Development within the B-3 district shall be in conformance with the regulations set
forth in article II of this chapter.
(Ord. No. 21-03, 8-26-2003; Ord. No. 42-08, 11-18-2008; Ord. No. 29-09, § 1, 11-17-2009; Ord.
No. 09-10, 2-23-2010; Ord. No. 18-12, § 2, 7-10-2012; Ord. No. 15-020 , § 2, 12-8-2015)
I 296 T H S T
22ND AVE S8T H S T
3 R D S T
20 T H S T S
7 T H S T
5 T H S T
MEDARY AVE SUS H W Y 14 BY P
MAIN AVE S17TH AVE S22ND AVEMEDARY AVE5TH ST S7TH AVE16TH AVE32ND AVERAMP32 N D S T S
1 0 T H S T W WESTERN AVEW 8 T H S T S
2N D ST S1ST AVEW 2 0 T H S T S 20TH AVE8TH ST S
OLW I E N S T 32ND AVE S7TH AVE SCHRISTINE AVEDORAL DRW U S H W Y 14 B Y P
4T H S T SW 16TH AVE2 6 T H S T S 33RD AVE1 8 T H S T
25TH AVE1 S T S T 34TH AVEI 298T H S T S 32ND AVE²
Zoning Map
Legend
Zoning
A
AP
B-1
B-2
B-2 A
B-3
B-4
B-5
I-1
I-1R
I-2
PDD
R-1
R-1A
R-1B
R-1C
R-1D
R-2
R-3
R-3A
RB-4
RM H
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ORD 17-003,Version:2
Public Hearing and Action on Ordinance 17-003, an Ordinance amending the Zoning Ordinance of
the City of Brookings and pertaining to accessory building location for the purposes of administration
of the Zoning Ordinance.
Summary:
City staff is proposing an amendment to the Zoning Ordinance for the location of accessory buildings.
Background:
The Engineering and Community Development Departments have been working together to identify
and correct inconsistencies between the Zoning Ordinance and the Building Code. The Building
Code requires all structures to be placed a minimum of five (5) feet from the property line, unless the
structure is fire rated. The Zoning Ordinance allows accessory use structures, such as garden or
storage sheds, to be placed three (3) feet from the side or rear property line. This amendment is
proposing to change the Zoning Ordinance to require accessory structures to be located five (5) feet
from the side or rear property line to align with the Building Code and eliminate confusion between
the zoning requirement and the Building Code.
In addition, accessory buildings that are located within 10 feet of the principal structure and set back
less than 60 feet from the front lot line shall have the same side yard setback as is required for the
principal building. This amendment is proposing to change the ordinance to the following: accessory
buildings that are located within 10 feet of the principal structure or set back less than 60 feet from
the front lot line shall have the same side yard setback as is required for the principal building. The
proposed change would be more restrictive than the current language as the current language
requires both conditions exist before the side yard setback of the principal structure is applied to the
accessory structure. The proposed language would require the same side yard setback as the
principal structure if either of the conditions apply to the accessory structure.
Planning Commission Recommendation:
The Planning Commission voted 9-0 to recommend approval of the ordinance amendment.
Attachments:
Ordinance
Ordinance- Marked Up
Hearing Notice
Planning Commission Minutes 2-7-2017
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Ordinance 17-003
An Ordinance amending the Zoning Ordinance of the City of Brookings and
pertaining to accessory building location for the purposes of administration of
the Zoning Ordinance
Be It Ordained by the Council of the City of Brookings, State of South Dakota: that
Chapter 94, Zoning, Section 94-394, Subsection (a) and the first exception thereto shall
be amended as follows:
I.
Section 1. Sec. 94-394. – Accessory building location.
(a)An accessory building located upon a residential lot shall not be within five feet of
any side or rear lot line.
Exceptions:
(1)An accessory building that is located within ten feet of the principal building
at its closest point or is set back less than 60 feet from the front lot line shall have the
same side yard setback as is required for the principal building.
II.
Any and all ordinances in conflict herewith are hereby repealed.
First Reading:February 14, 2017
Second Reading:February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
___________________________________
Scott Munsterman, Mayor
ATTEST:
________________________
Shari Thornes, City Clerk
Ordinance 17-003
An Ordinance amending the Zoning Ordinance of the City of Brookings and
pertaining to accessory building location for the purposes of administration of
the Zoning Ordinance
Be It Ordained by the Council of the City of Brookings, State of South Dakota: that
Chapter 94, Zoning, shall be amended as follows:
Section 1. Sec. 94-394. - Accessory building location.
(a)An accessory building located upon a residential lot shall not be within three five
feet of any side or rear lot line.
Exceptions:
(1)An accessory building that is located within ten feet of the principal building
at its closest point and or set back less than 60 feet from the front lot line shall have the
same side yard setback as is required for the principal building.
(2)On corner lots, when the rear lot line abuts the side lot line of an interior lot,
an accessory building located within 60 feet of the front lot line shall have the same
setback from the rear lot line as is required for side yards in the district.
(3)A detached garage which faces an alley shall not be within ten feet of the
alley line.
(b)An accessory building located upon a business or industrial lot shall not be within
five feet of any side or rear lot line. An accessory building shall maintain a front yard
setback equal to or greater than the setback of the principal building.
(c)An accessory building located in front of a dwelling shall have a sidewall height
measured from the floor to the top of the top plate no greater than eight feet and the
highest point of the roof measured from the floor to the roof peak no higher than 15 feet.
An accessory building located in the side yard or rear yard of a residential lot shall have
a sidewall height measured from the floor to the top of the top plate no greater than 12
feet.
(d)An accessory building, such as a hangar, terminal or other airport-related
structure shall maintain a front, side or rear yard equal to or greater than 20 feet.
(e)An accessory building located upon a lot in the Agricultural A District and used
for non-agricultural purposes shall be subject to the following:
(1) The maximum floor area allowed shall conform to the requirements of
subsection 94-122(d)3.
(2)The front yard setback shall be no less than that of the principal building.
(3)The side or rear yard setback shall be a minimum of ten feet.
Section 2. Any or all ordinances in conflict herewith are hereby repealed.
First Reading:February 14, 2017
Second Reading:February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
___________________________________
Scott Munsterman, Mayor
ATTEST:
________________________
Shari Thornes, City Clerk
If you require assistance, alternative formats and/or accessible locations consistent with the Americans with Disabilities Act,
please contact the City ADA Coordinator at 692-6281 at least 48 hours prior to the meeting.
Published ______ time(s) at an approximate cost of $ _____________.
NOTICE OF HEARING
UPON A CHANGE IN ZONE REGULATIONS
NOTICE IS HEREBY GIVEN That the City of Brookings has submitted amendments
to Chapter 94, Zoning, pertaining to accessory building location.
NOTICE IS FURTHER GIVEN That said request will be acted on by the City Planning
Commission at 5:30 PM on Tuesday, February 7, 2017, in the Chambers Room on the third
floor of the Brookings City and County Government Center at 520 Third Street, Brookings,
South Dakota. Any action taken by the City Planning Commission is a recommendation to
the City Council.
Any person interested may appear and be heard in this matter.
Dated this 27th day of January, 2017.
____________________________
Staci Bungard
City Planner
Planning Commission
Brookings, South Dakota
February 7, 2017
OFFICIAL MINUTES
Chairperson Al Heuton called the regular meeting of the City Planning Commission to order
on Tuesday, February 7, 2017, at 5:30 PM in the Chambers Room #310 on the third floor of
the City & County Government Center. Members present were Tanner Aiken, James Drew,
Greg Fargen, Alan Gregg, Alan Johnson, Ryan Murphy, Lee Ann Pierce, Kristi Tornquist and
Al Heuton. Also present were City Planner Staci Bungard, Community Development Director
Mike Struck, City Engineer Jackie Lanning, Tracey Odegaard, Jacob Mills, and others.
Item #5b –The City of Brookings has submitted amendments to Chapter 94, Zoning,
pertaining to accessory building location.
(Aiken/Johnson) Motion to approve the amendments. All present voted aye.
MOTION CARRIED.
OFFICIAL SUMMARY
Item #5b–This ordinance amendment would allow for consistencies between the zoning
ordinance and the building code. The amendment would make it a standard 5-foot minimum
from the property line. In addition, accessory buildings that are located within 10 feet of a
principal structure AND setback less than 60 feet from the front lot line shall have a side yard
setback as is required for the principal building.
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ORD 17-004,Version:2
Public Hearing and Action on Ordinance 17-004, an Ordinance amending the Subdivision
Regulations of the City of Brookings and pertaining to secondary access for residential subdivisions
for purposes of administration of the Subdivision Ordinance.
Summary:
Staff has included a Subdivision Ordinance Amendment requiring a secondary access in residential
subdivisions for safety purposes.
Background:
At the December 6, 2016 meeting, staff discussed a draft secondary access requirement with the
Planning Commission. Staff has amended the draft to include feedback from the discussion.
Staff drafted the proposed amendment based on the number of vehicle trips per day in a residential
subdivision, instead of using the Fire Code Requirements. The amendment states that each
residential subdivision with a projected trip generation of over four hundred (400) vehicle trips per
day, shall have a secondary access. No additional platting shall be allowed in any area exceeding
four hundred (400) vehicle trips per day, unless a secondary access is constructed or the Planning
Commission has granted a variance.
Staff utilized the Institute of Transportation Engineers (ITE) Trip Generation Manual to determine the
average number of vehicle trips per day for specific types of residential development. The ITE
numbers are based on many traffic studies throughout the country and serve as industry standards.
The number of vehicle trips per day will be applied consistently across single family and multi-family
developments.
The number of vehicle trips per day shall be determine by the following:
a. Single Family Unit - 10 trips per day or 40 units/lots
b. Apartment Unit - 7 trips per day or 57 units
c. Condominium / Townhouse Unit - 6 trips per day or 67 units/lots
d. Mobile Home Unit - 5 trips per day or 80 units/lots
e. Elderly Housing Units - 3 trips per day or 133 units/lots
f. Residential PDD or Mixed Use - 7 trips per day or 57 units
A secondary access may be dedicated as a street right-of-way and constructed to City standards or
may serve as a public access easement with a 24 foot gravel driving surface. The amendment
allows for some flexibility for developments with previous preliminary plat approval. The amendment
states that any lots shown on an approved preliminary plat are exempt from the secondary access
requirement. New and revised preliminary plats are subject to the requirements. If density is
unknown at the time of platting, the maximum density allowed in the zoning district will be used to
calculate the vehicle trips per day.
City of Brookings Printed on 2/23/2017Page 1 of 2
powered by Legistar™
File #:ORD 17-004,Version:2
Staff hosted a Developer’s Roundtable on January 27, 2017 to discuss the proposed amendment
with local developers and engineers. The conversation mostly focused on the application of the
requirement. The group supported the use of a gravel access, as it would be more cost effective
than requiring a paved street and later cutting the street to place infrastructure.
There are currently several phased residential subdivisions that have only one access point, which
will be affected by the proposed amendment. The goal is to promote safety and traffic circulation
while being sensitive to the demand for new residential development.
Planning Commission Recommendation:
The Planning Commission voted 9-0 to recommend approval of the subdivision ordinance
amendment.
Attachments:
Ordinance
Hearing Notice
Planning Commission Minutes 2-7-2017
Single Family- Single Access
Multi Family- Single Access
Single Family- Multiple Access
Multi Family- Multiple Access
Presentation
City of Brookings Printed on 2/23/2017Page 2 of 2
powered by Legistar™
Ordinance 17-004
An Ordinance amending the Subdivision Regulations of the City of
Brookings and pertaining to secondary access for residential subdivisions
for purposes of administration of the Subdivision Ordinance
Be It Ordained by the Governing Body of the City of Brookings, South Dakota
that the Subdivision Regulations be amended as follows:
I.
ARTICLE I. IN GENERAL
That Section 51-5 of Article I. of the Subdivision Regulations shall be amended to
include the following definitions:
51-5 Definitions
Primary Access: A hard surface roadway, dedicated as a right-of-way or
as a private street, that connects to a street network and provides
vehicular ingress/egress.
Secondary Access: A surfaced roadway, designed and constructed in
accordance with the City of Brookings Engineering Design Standards
Manual and connected to the street network that provides an alternative
means of vehicular ingress/egress to/from an area which would otherwise
only be accessible by a single primary access. Secondary access shall be
evidenced by either a dedicated street right-of-way or a recorded public
access easement.
II.
ARTICLE VI. SUBDIVISION IMPROVEMENTS AND DESIGN STANDARDS
That Section 51-64 of Article VI. of the Subdivision Regulations shall be
amended to include the following additional street standards:
51-64 Street Standards
(k) Secondary access is required for all residential subdivisions as hereinafter
provided:
(1) Each residential subdivision with a projected trip generation of over
four hundred (400) vehicle trips per day shall have a secondary
access. The trip generation count is determined within the area
accessible by a single primary access.
(2) The number of vehicle trips per day for purposes of the trip generation
count shall be determined by the following:
a. Single Family Unit- 10 trips per day
b. Each Apartment Unit- 7 trips per day
c. Condominium/Townhouse Unit- 6 trips per day
d. Mobile Home Units- 5 trips per day
e. Elderly Housing Units- 3 trips per day
f. Residential PDD or Mixed Use-7 trips per day
(3) No additional platting shall be allowed in any area exceeding four
hundred (400) vehicle trips per day unless a secondary access is
constructed or the Planning Commission has granted a variance as
provided in Ordinance Section 51-84.
(4) Subdivisions which received preliminary plat approval prior to the
adoption of this regulation shall be exempt from this requirement for
the lots shown on the approved preliminary plat. Preliminary plats
which are revised subsequent to adoption of this ordinance are subject
to the provisions of this ordinance.
(5) If the density of the residential subdivision is unknown at the time of
platting, the maximum density in the zoning district shall be used in
calculating the vehicle trips per day.
III.
Any and all ordinances in conflict herewith are hereby repealed.
First Reading:February 14, 2017
Second Reading:February 28, 2017
Published:March 3, 2017
CITY OF BROOKINGS, SD
_____________________________
Scott Munsterman, Mayor
ATTEST:
_______________________
Shari Thornes, City Clerk
If you require assistance, alternative formats and/or accessible locations consistent with the Americans with Disabilities Act,
please contact the City ADA Coordinator at 692-6281 at least 48 hours prior to the meeting.
Published ______ time(s) at an approximate cost of $ _____________.
NOTICE OF HEARING
UPON A CHANGE IN SUBDIVISION REGULATIONS
NOTICE IS HEREBY GIVEN THAT the City of Brookings has submitted
amendments to Sections 51-5 & 51-64 of the Subdivision Regulations, pertaining to
Secondary Access Requirements for Residential Subdivisions.
NOTICE IS FURTHER GIVEN That said changes will be acted on by the City
Planning Commission at 5:30 PM, on Tuesday, February 7, 2017 in the Chambers Room
on the third floor of the Brookings City and County Government Center at 520 Third Street,
Brookings, South Dakota. Any action taken by the City Planning Commission is a
recommendation to the City Council.
Any person interested may appear and be heard in this matter.
Dated this 27
th day of January 2017.
____________________________
Staci Bungard
City Planner
Planning Commission
Brookings, South Dakota
February 7, 2017
OFFICIAL MINUTES
Chairperson Al Heuton called the regular meeting of the City Planning Commission to order
on Tuesday, February 7, 2017, at 5:30 PM in the Chambers Room #310 on the third floor of
the City & County Government Center. Members present were Tanner Aiken, James Drew,
Greg Fargen, Alan Gregg, Alan Johnson, Ryan Murphy, Lee Ann Pierce, Kristi Tornquist and
Al Heuton. Also present were City Planner Staci Bungard, Community Development Director
Mike Struck, City Engineer Jackie Lanning, Tracey Odegaard, Jacob Mills, and others.
Item #5c –The City of Brookings has submitted amendments to Section 51-5 & 51-64 of the
Subdivision Regulations, pertaining to Secondary Access Requirements for Residential
Subdivision.
(Johnson/Aiken) Motion to approve the amendments. All present voted aye.
MOTION CARRIED.
OFFICIAL SUMMARY
Item #5c–Staff has completed research and is providing a draft amendment in regards to
the secondary access requirement in a residential subdivision. The amendment is based on
information obtained during the research, but also from comments received from developers
during a developer’s roundtable.
Jacob Mills is a little concerned with the extra input costs that will be incurred by the
developers. And when working with affordable housing, this could add some extra expense
to the lots. Jacob stated that he appreciates that staff is being retroactive in implementing
this. In addition, he feels that primary and secondary access definitions maybe aren’t exactly
clear in this ordinance and should be clarified. He also feels that the life safety concern is
very important and he appreciates the thought put into this.
Tornquist wondered who would be responsible for the gravel road if they allow the developer
to go with a gravel access road. Struck explained that the developer would be required to
maintain that secondary access until the time when the road is turned over to the City.
However, the City will not take over responsibilities of a gravel road, so the developer would
be required to convert the gravel access road to asphalt. Bungard explained that a
maintenance agreement would be in place and the developer would be required to follow the
rules stated in the agreement.
Heuton wondered where townhouses would be classified in this ordinance because typically
townhomes are utilized by elderly. Struck stated that typically elderly living is going to be
classified under assisted living facilities. Struck explained that a twin home and townhouse
would be classified together under single family residential.
Heuton asked for a clearer explanation of the developments that have approved preliminary
plats. Struck explained that these developments would be exempt for the lots which are
shown on the approved preliminary plat.
Drew asked if a secondary access could lead to the same street as the primary access?
Struck and Bungard stated “yes.” Drew also appreciates that the commission could have the
ability to grant a variance to a secondary access if there are circumstances that warrant it.
8th Street South
17th AvenueSingle Fam ily Su bdivision - Single Access
8 T H S T S
SOUTHLAND LNPARK AVEMulti-Family - Single Access
7TH AVE S8 T H S T S
12 TH S T S MEDARY AVE SPHEASANT RUN RDPAMELA DRCANDLEWOOD LNARROW HEAD PA SS
Sin g le Fa mi ly Su bdivisi on - Multiple Access Points
2 0 TH S T SPINEHURST DRMO R I A R T Y D R
MORIARTY CIRPINEHURST DRMORI ARTY DR
Multi - Family - Two Access Points
RESIDENTIAL ACCESS
Residential Access
Important for Emergency Service Providers
Ingress/Egress for Homeowners, Solid Waste Trucks,
Utility Providers, Snowplows, Mail Delivery, etc.
Multiple Access Points Provides Additional Routes
Disperses Traffic & Prevents Congestion
Promotes Connectivity through Neighborhood
Planning Commission
•Directed staff to research access requirements in other
communities
•Concern about single access residential subdivisions in
community
•Goal is to allow for secondary access for emergency service
providers
•Allows for better traffic circulation
•Gives residents another point of ingress/egress when
necessary
Comparison Chart
City Regulations Secondary Access Requirement
Rapid City, SD 40 dwelling units triggers secondary access in Engineering Standards
Cheyenne, WY 20 dwelling units for secondary access;50 dwelling units need three routes
Sioux Falls,SD 30 dwelling units-International Fire Code
Yankton, SD 30 dwelling units-International Fire Code
Huron,SD 30 dwelling units-International Fire Code
Watertown,SD 30 dwelling units-International Fire Code
Bismark,ND 30 dwelling units-International Fire Code
Fargo,ND 30 dwelling units-International Fire Code
Cedar Falls, IA 30 dwelling units-International Fire Code
Sioux City, IA 30 dwelling units-International Fire Code
Helena,MT 250 vehicle trips per day or 25 single family lots
Billings & Butte, MT Subdivision over six (6) lots
Brookings, SD Fire Code Adoption does not include Appendix D –No other requirements
Fire Code Appendix D
•Single & Two Family Residential (Section D107)
•Greater than 30 dwelling units need secondary access
•Exception for sprinkled units
•Multi-Family Residential (Section D106)
•Greater than 100 dwelling units need secondary access
•Sprinkled units up to 200 dwelling units
Planning Commission Discussion
•Amendment modeled after fire code
•Concerns with allowing 100 multi-family units
•Gravel vs. Paved access
•Consistent logic applied to single family and multi-family
•Apply at development or platting stage
•Goal to work with developers at Sketch/ Preliminary Plat
stage
•Effects on phased development under construction
Basis of Subdivision Amendment
•Based on Traffic Counts from Institute of Transportation
Engineers (ITE) Trip Generation Manual 8th Edition
•National Industry Standards from many studies
•Derives average number of vehicle trips per day for different
types of residential development
•Number of Vehicle Trips impacts residential ingress/egress
Draft Subdivision Amendment
Primary Access: a hard surface roadway, dedicated as a right-of-way or private street, that
connects to a street network and provides vehicular ingress/egress.
Secondary Access: a surfaced roadway, designed and constructed in accordance with the
City of Brookings Engineering Design Standards Manual and connected to the street network
that provides an alternative means of vehicular ingress/egress to/from an area which would
otherwise only be accessible by a single primary access. Secondary access shall be
dedicated by either a street right-of-way or a public access easement.
Street right-of-way would be built to City standards and dedicated to City
Public Access Easement not required to be hard surfaced
Public Access Easement built to Engineering Design Standards (24’ wide)
Public Access Easement needs to be maintained year around by developer
Draft Subdivision Amendment
(k)Secondary access is required for all residential subdivisions as provided:
Each residential subdivision with a projected trip generation of over four hundred (400) vehicle trips per day
shall have a secondary access. The trip generation count is applied to the area accessible by a single
primary access.
The number of vehicle trips per day shall be determined by the following:
a.Single Family Unit-10 trips per day (40 lots/units)
b.Apartment Unit-7 trips per day (57 units)
c.Condominium/Townhouse Unit-6 trips per day (67 lots/units)
d.Mobile Home Units-5 trips per day (80 lots/units)
e.Elderly Housing Units-3 trips per day (133 lots/units)
f.Residential PDD or Mixed Use-7 trips per day (71 units)
Draft Subdivision Amendment
No additional platting shall be allowed in any area exceeding four hundred (400) vehicle
trips per day, unless a secondary access is constructed or the Planning Commission has
granted a variance as outlined in Section 51-84.
Subdivisions with preliminary plat approval, prior to the adoption of this regulation, shall
be exempt from this requirement for the lots shown on the approved preliminary plat.
Revised preliminary plats are subject to the provisions of this regulation.
If the density of the residential subdivision is unknown at the time of platting, the
maximum density in the zoning district shall be applied in calculating the vehicle trips per
day.
RESIDENTIAL ACCESS
THE END
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:ID 2017-0155,Version:1
Action to approve the Bicycle Master Plan for the City of Brookings.
Summary:
Action on this item will formally adopt the Bicycle Master Plan for the City of Brookings, prepared by
Toole Design Group.
The Bicycle Master Plan is the result of significant community input on existing conditions, barriers to
bicycling, priorities, and an analysis of existing and planned bicycle facilities. The final Plan provides
for a city-wide bicycle network connecting neighborhoods and key designations, prioritizes funding
and an implementation plan, a unified signage system, design guidelines for bicycling facilities, and
goals and policy recommendations in areas of education, encouragement, enforcement and
evaluation. The Plan will help guide capital investments and be a tool for coordinating city-wide
projects, policies, and programs related to bicycle transportation.
Shaun Lopez-Murphy, Project Manager, Toole Design, and Mike Lockrem, Brookings Bicycle
Advisory Committee Chairman, will provide a brief presentation and be available for questions.
Background:
Brookings is already ripe with opportunity for becoming a major destination for bicycling, but it is hard
to work towards that without a plan on how to get there. A Bicycle Master Plan outlines a long-term
path toward achieving a vision that is both inspired and feasible.
For years, the City of Brookings as a community and as an organization have been engaged in
discussions around implementing safe on-street bicycle facilities between the community and
campus. Debates about removing parking on quiet, neighborhood streets (in order to install bicycle
lanes) resulted in confusion, uncertainty, and the need for the community to step back and look at the
bicycle environment as a whole. From that bird’s-eye view, it was clear to the City a professional was
needed to establish sure footing and guide the development of a plan for the present and future
residents of the community.
City staff, in partnership with Toole Design Group (TDG), and the Brookings Bicycle Advisory
Committee (BBAC), led the project team. From the beginning, the primary focus of the team was to
gain widespread community input, and to consider bicycling, not only in older parts of Brookings, but
also within expanding areas to the south. The planning process generated more discussion and
consensus around the obvious infrastructure questions as well as non-infrastructure strategies such
as education and enforcement.
The 2040 Bikeway Network and Master Bicycle Plan are deliberately conceived through community
engagement and the focused attention of the experts at TDG. The plan is the distillation of the ideas
and visions of over 1,000 citizens from all ages and cycling experience levels for what they want for
the future of cycling in Brookings. With the guidance from Toole Design Group, an intricate map
City of Brookings Printed on 2/28/2017Page 1 of 2
powered by Legistar™
File #:ID 2017-0155,Version:1
transformed Brookings from a town into a bicycle friendly destination for all ages to enjoy.
Bicycling is valued because it supports economic and tourism growth. The community understands
how bicycling attracts and retains employees, employers, and students. New residents are enticed by
communities who prioritize safety and education. Implementation of this plan will transform Brookings
from a town into a bicycle friendly destination for all ages to enjoy.
Since bicycling is one of many priorities aimed to increase the quality of life in Brookings, funding for
more expensive bicycle infrastructure projects will require partnerships to leverage resources in
addition to city funds. Coordination of bicycle projects with programmed reconstruction, overlay, chip
sealing, and stoplight projects is important because it brings about greater cost savings. Additionally,
bicycle infrastructure and programming are eligible for federal and community grant programs. Most
cities achieve bicycle friendly goals over the course of several decades, with measureable progress
taking place on an annual basis.
(excerpts from the Bicycle Master Plan, dated February 2017)
Recommendation:
Staff recommends approval.
Attachments:
Bicycle Master Plan, dated February 2017
Bicycle Advisory Committee February 16, 2017 minutes
Presentation - posted 2.28.2017
City of Brookings Printed on 2/28/2017Page 2 of 2
powered by Legistar™
BICYCLE MASTER PLAN
February 2017
\\ Acknowledgements
In addition to the public’s input received through
surveys, as well as at community workshops and
listening sessions, the time and energy of the
Brookings Bicycle Advisory Committee was
particularly appreciated:
»Steve Berseth, Park & Recreation Board
Liaison
»Emily Braun, Brookings Convention & Visitors
Bureau
»Caleb Evenson, Bluestem Bicycles
»Caleb Finck, Former Chair
»Joanie Holm, Vice Chair
»Brittany Kleinsasser, Sioux River Bicycles &
Fitness
»Mike Lockrem, Current Chair
»Jennifer McLaughlin, SDSU Sustainability
»Vern Olson, Larson Manufacturing
»Steve Paula, Advocate
»Eric Rasmussen, Attorney
»Keith Schram, 3M
»Meghan Thoreau, Dakota Rural Action
»Ben Vukovich, Brookings High School
Student
City of Brookings staff guided the
development of this plan:
»Matthew Bartley, Street Superintendent
»Dan Brettschneider, Director of Parks,
Recreation & Forestry
»Laurie Carruthers, Communications
Specialist
»Kevin Catlin, Assistant to the City Manager
»Donna Langland, Human Resource Director
»Jackie Lanning, PE, City Engineer
»Jeff Miller, Chief of Police
»Giza Mukhidinova, Sustainability Intern
»Mike Struck, Community Development
Director
»Shari Thornes, City Clerk and Project
Manager
»Jeffrey Weldon, City Manager
Brookings City Council:
»Scott Munsterman, Mayor
»Tim Reed, Former Mayor
»Keith Corbett, Deputy Mayor
»Patty Bacon
»Dan Hansen
»Mary Kidwiler
»Oepke “Ope” Niemeyer
»Nick Wendell
Toole Design Group assisted the City with
the engagement process and provided bicycle
transportation expertise:
»Shaun Lopez-Murphy
»Greta Alquist
»Connor Cox
»Ciara Schlichting, AICP
»Brian Tang, EIT
»Chris Bower, PE
\\ Brookings Bicycle Master Plan
This plan could not have been completed without the valuable input of hundreds of Brookings residents. Community members and government
employees gave the planning team unique insight into the bicycling environment of the city: their priorities for improvement, where they want to ride
bicycles, how existing infrastructure should be improved, and their ideas for how the city can work to create a quality bikeway network.
Cover photo credit: Jael Photography
Table of Contents
Brookings Bicycle Master Plan \\
CHAPTER 1: INTRODUCTION AND EXECUTIVE
SUMMARY ........................................................1
»Vision
»Goals
CHAPTER 2: EXISTING CONDITIONS ..................5
»Existing Bicycle Network
»Bikeway Plans
CHAPTER 3: COMMUNITY ENGAGEMENT .........19
»Phase 1: How did we engage Brookings
community members?
»Phase 1: Who did we hear from?
»Phase 1: What did we learn?
»Phase 2: What did we learn?
CHAPTER 4: POLICIES AND PROGRAMS ..........23
»Strategy 1: Support Safe Routes to School
planning and programs at all schools in
Brookings
»Strategy 2: Enforce bicycling traffic laws
for bicyclists and motorists
»Strategy 3: Develop a comprehensive
approach to bicycling education
»Strategy 4: Organize and promote
bicycle related events
»Strategy 5: Develop, adopt, and integrate
a Complete Streets policy
»Strategy 6: Promote the bicycle facility
network
»Strategy 7: Implement and enforce
subdivision regulations that support
bicycling
»Strategy 8: Increase the number of
organizations participating in the Bicycle
Friendly Business (BFB) program
»Strategy 9: Employ temporary
demonstrations to promote and pilot new
bicycle infrastructure
»Strategy 10: Increase City staff attention
to bicycling issues
»Strategy 11: Evaluate the possibility of a
bike share system
»Strategy 12: Develop a bicycle crash
evaluation program
»Strategy 13: Create a bicycle count
program
CHAPTER 5: BICYCLE NETWORK .......................37
»Strategy 14: Plan and build the Brookings
2025 Trail Loop
»Strategy 15: Plan and build the Brookings
2040 Bikeway Network
CHAPTER 6: FUNDING AND IMPLEMENTATION ...45
»Strategy 16: Pursue multiple funding
options
»Strategy 17: Prioritize implementation of
the 2040 Bikeway Network, coordinating
with other projects when possible
»Planning-level cost estimate chart
»Strategies and Actions chart
ENDNOTES ........................................................60
APPENDICES .....................................................61
»Appendix A: Community Engagement
Report - September 2016
»Appendix B: Design Guidelines
»Appendix C: Bikeway Project Prioritization
and Cost Estimates
»Appendix D: Community Engagement
Report - January 2017
\\ Maps
Existing Bicycle Network .......................................................................Page 6
Bikeway Plans ....................................................................................Page 18
2025 Brookings Trail Loop ..................................................................Page 39
2040 Bikeway Network .......................................................................Page 42
Short-Term Network ............................................................................Page 48
Medium-Term Network ........................................................................Page 49
Long-Term Network .............................................................................Page 50
\\ Brookings Bicycle Master Plan
Brookings Bicycle Master Plan \\
This page intentionally left blank.
Credit: Ming Stephens
1
\\ Brookings Bicycle Master Plan DRAFT
Chapter 1: Introduction & Executive Summary
Brookings is already ripe with opportunity for
becoming a major destination for bicycling, but
it is hard to work towards that without a plan on
how to get there. A bicycle master plan outlines
a long-term path toward achieving a vision that
is both inspired and feasible.
Brookings Community Vision: “We are an
inclusive, diverse, connected community that
fuels the creative class, embraces sustainability
and pursues a complete lifestyle. We are
committed to building a bright future through
dedication, generosity and authenticity. Bring
your dreams!”
Why bicycling?
Brookings is on the eve of becoming one of
the most bicycle friendly communities in the
region. Brookings has many existing trails,
flat terrain, a grid street system, and nearby
schools, parks, and local businesses. Bicycling
is valued because it supports economic and
tourism growth. The community understands
how bicycling attracts and retains employees,
employers, and students. There is care from
those in the community who prioritize safety and
education for everyone.
Why a bicycle master plan?
For years, the City of Brookings as a community
and as an organization have been engaged in
discussions around implementing safe on-street
bicycle facilities between the community and
campus. Debates about removing parking on
quiet, neighborhood streets (in order to install
bicycle lanes) resulted in confusion, uncertainty
and the need for the community to step back
and look at the bicycle environment as a whole.
From that bird’s-eye view, it was clear to the
City a professional was needed to establish
sure footing and guide the development of a
plan for the present and future residents of the
community.
City staff in partnership with Toole Design Group
(TDG) and the Brookings Bicycle Advisory
Committee (BBAC) led the project team. From
the beginning, the primary focus of the team
was to gain widespread community input, and to
consider bicycling not only
in older parts of Brookings
but also within expanding
areas to the south.
The planning process
generated more discussion
and consensus around
the obvious infrastructure
questions as well as non-
infrastructure strategies
such as education and
enforcement.
The 2040 Bikeway
Network and Master
Bicycle Plan are
deliberately conceived
through community
engagement and the
focused attention of the experts at TDG. The
plan is the distillation of the ideas and visions
of over 1,000 citizens from all ages and cycling
experience levels for what they want for the
future of cycling in Brookings. With the guidance
from Toole Design Group, an intricate map
transformed Brookings from a town into a
bicycle friendly destination for all ages to enjoy.
Who was involved?
The vision, goals, and priorities were developed
based on the needs and wants of community
members, communicated during a robust
public engagement process. The strategies
A bicycle parked outside of the Brookings Activity Center, during a community
workshop for the Plan.
Chapter 1: Introduction & Executive Summary
2
Brookings Bicycle Master Plan \\
Chapter 1: Introduction & Executive Summary
and action steps needed to achieve the goals
are based on best practices from small cities
around the country, as well as innovations from
larger cities. City staff, in partnership with the
Brookings Bicycle Advisory Committee, led
plan development with strong influence from
community members.
In September 2016 and January 2017, the
project team interacted with more than 1,000
citizens to gather input on the Plan, which is
above the average participation rates for bicycle
master plans in similar sized cities.
Nearly 50% of people who participated in
the planning process reported never riding a
bicycle or riding a few times a month or less.
This indicates that the planning reached a wide
audience that includes both bicyclists and non-
bicyclists.
Where are we now?
The Plan involves an extensive look at the current
state of bicycling in Brookings, summarized in
Chapter 2: Existing Conditions. This includes
bicycle facilities, education, encouragement,
evaluation, the Brookings Bicycle Advisory
Committee, and previously adopted plans.
Where do we want to go?
In response to public engagement themes,
the project team developed specific
recommendations for policy, program, and
network improvements.
These are summarized
in Chapter 4, Policies
and Programs, and
Chapter 5, Bicycle
Network.
How do we get there?
Most cities achieve
bicycle friendly goals
over the course of
several decades,
with measureable
progress taking place
on an annual basis.
For each policy,
program, and network
recommendation, the
Plan outlines specific
implementation steps
in Chapter 6, Funding
and Implementation. The specific actions
are prioritized with lead actors and network
recommendations have costs associated with
them.
Since bicycling is one of many priorities aimed to
increase the quality of life in Brookings, funding
for more expensive bicycle infrastructure projects
will require partnerships to leverage resources in
addition to city funds.
Project prioritization and cost estimates in
Appendix C of the Plan are intended to be
adjusted on an annual basis. Coordination of
bicycle projects with programmed reconstruction,
overlay, chip sealing, and stoplight projects is
important because it brings about greater cost
savings.
VISION
By 2040 Brookings is a Platinum Level
Bicycle Friendly Community1 where safe and
comfortable bicycling trips throughout the
city are made by residents, students, and
visitors. Bicycle-friendliness contributes to the
community’s vision, health, and economy.
A group of bicyclists in the winter stop for a photo. Credit: Ming Stephens
3
Brookings Bicycle Master Plan \\
Chapter 1: Introduction & Executive Summary
GOALS
Goal 1: Develop a connected bicycle network
comfortable for everyone.
A safe, comfortable, and connected bicycle
network is critical to increasing bicycle ridership
in the community. Most transportation trips
are three miles or less – a perfect distance for
biking. Connecting destinations using facilities
comfortable for the majority of people means
more people will use the bicycle network. This
goal is primarily addressed in Chapter 5: Bicycle
Network and Appendix B: Design Guidelines
which respond to community input about both
aspects. The following strategies will help
achieve Goal 1:
»Plan and build the Brookings 2025 Trail
Loop
»Plan and build the Brookings 2040 Bikeway
Network
Goal 2: Adopt policies and programs that support a
culture of bicycling.
Health, the economy, and supporting the
Brookings community vision all benefit from
bicycle-friendliness, and that is tied to a number
of non-infrastructure strategies. This includes
promoting the bicycling reputation of Brookings,
raising awareness about safe bicyclist and driver
behavior, and investing in events and programs
to showcase the existing assets of the community.
Evaluating the City’s progress toward bicycle
friendliness through count programs, crash
evaluation, and bicycle-friendliness at schools is
important for measuring success. The following
strategies will help achieve Goal 2:
»Support Safe Routes to School (SRTS)
planning and programs at all schools in
Brookings
»Enforce bicycling traffic laws for bicyclists
and motorists
»Develop a comprehensive approach to
bicycling education
»Organize and promote bicycle-related events
»Develop, adopt, and integrate a Complete
Riding along the Allyn Frerichs Trail. Credit: Ming Stephens
4
\\ Brookings Bicycle Master Plan
Chapter 1: Introduction & Executive Summary
Streets policy (see page 28)
»Promote the bicycle facility network
»Implement and enforce subdivision
regulations that support bicycling
»Increase the number of organizations
participating in the Bicycle Friendly Business
(BFB) program (see page 30)
»Employ temporary demonstrations to
promote and pilot new bicycle infrastructure
»Increase City staff attention to bicycling
issues
»Evaluate the possibility of a bike share system
»Develop a bicycle crash evaluation program
»Create a bicycle count program
Goal 3: Implement the Plan efficiently, prudently, and
effectively.
Fostering inclusivity in plan implementation
means community-wide interest and support
around a common vision. This is especially
important for community members who need
to balance tight budgets, limited staff, and
time resources. Chapter 6: Funding and
Implementation depicts specific strategies for
working toward a bicycle-friendly Brookings by
breaking down strategies into specific action
steps and funding opportunities. The following
strategies will help achieve Goal 3:
»Pursue multiple funding options
»Prioritize implementation of the 2040
Bikeway Network, coordinating with other
projects when possible
»Increase maintenance funding when
implementing new bicycle infrastructure
»Implement programs and policies in a
prioritized manner
Riding through a residential neighborhood in Brookings. Credit: Ming Stephens
5
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
Bicycling in Brookings is already integrated into
the fabric of the city in multiple ways. Between
facilities, education, encouragement, evaluation,
the Brookings Bicycle Advisory Committee,
and previously adopted plans, the community
has already invested in bicycling as a mode of
transportation.
Facilities
Brookings currently has 22 miles of bicycle
facilities, which are shown in Figure 2.1.
Fourteen miles are shared-use paths, along with
six miles of streets with shared lane markings
and two miles of streets with standard bicycle
lanes. Compared to the total street network
of 102 miles, Brookings has a significant and
growing bikeway network.
Shared-use paths are concentrated south
of the railroad and along I-29. The general
standard for shared-use path widths along the
Allyn Frerichs Trail is eight feet, although some
segments in Dakota Nature Park are less than
eight feet. The designated shared-use path
along University Boulevard is also less than
eight feet wide. The national, minimum-width
standard for bidirectional, shared-use paths is
10 feet – with eight feet allowed in locations
where use is limited2.
However, paths may be wider than 10 feet,
where use is higher. For example, the shared-
use path in Mickelson Middle School Park is
11’, and many of South Dakota State University
(SDSU)’s shared-use sidewalks through campus
are 18 feet in width (though not officially
designated as an existing shared-use path).
While most shared-use paths are owned and
operated by the City of Brookings, some are
controlled by the Indian Hills Homeowners
Association, which is located between Western
Avenue S and Main Avenue S, and between 8th
Street S and 20th Street S. Multi-use paths in
Brookings do not have lighting for nighttime use,
and are only plowed in winter near schools.
In the 2017 – 2021 Capital Improvement
Program (CIP), the City of Brookings has
dedicated $50,000 annually for repairs to the
The stretch of the Allyn Frerichs Trail running along the
City’s easement through the 3M campus (adjacent to I-29)
was overlaid in 2016 with CIP funds.
The Allyn Frerichs Trail along 22nd Avenue S is currently in
need of repair.
Chapter 2: Existing Conditions
6
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
Shared-Use Path
Bike Lane
Shared Lane Markings
S O U T H D A K O T A
S T AT E
U N I V E R S I T Y
B R O O K I N G S
R E G I O N A L
A I R P O R T 3RDAVE12TH ST S12THAVE
15TH ST S7TH AVE S8TH ST
11TH ST
20THAVECHRISTINEAVEMEDARYAVE12TH ST S
8TH ST W
17THAVESAllyn Frerichs Trail
Allyn Frerichs Trail
Allyn Frerichs Tr a ilAllynFreri c hs T ra il8TH ST S
No r th br o o k
Par k
M c C r or y
G a r d en s
Ed g e br o o k
G o l f
Co u r s e
F i sh b a ck
S oc c e r
Pa rk
Dak o t a
Na t ur e
Pa rk
0 ½1¼
Miles
Existing Bicycle Network
North 0 1 Miles1/2
Figure 2.1: Existing Bicycle Network map.
7
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
pavement of the Allyn Frerichs Trail. Cracks
and frost heave are noted as problems, and
renovation and overlay are listed as solutions.
In 2016, a one-mile stretch of path on the east
side of 3M was overlaid with asphalt, and an
area of poor drainage was repaired.
The CIP also includes $250,000 to
$1.0 million for the construction of
shared-use paths on the northwest
side of town in the year 2021,
including a connection to Gustafson
Pond.
Shared lane markings (also known
as “sharrows”) and Share the Road
signs were installed in 2009 and
2010 along six miles of streets. The
purpose of the pavement markings
is to show bicyclists where to ride
in the street. Several issues have
been noted by residents, including
their lack of visibility as well as
their placement. Because the
center of each shared lane arrow
has been placed four feet from the edge of the
curb, this often instructs bicyclists to ride where
automobiles are parked. National standards
require shared lane markings to be placed a
minimum of 11 feet from the curb where parking
is allowed3. This Plan recommends that sharrows
be replaced over the coming decades with other
bicycle facility types, such as bicycle boulevards
and standard bicycle lanes, as shown in Figure
5.6 and described in Appendix B.
8th Street S is the only road in Brookings with
standard bicycle lanes painted on the street.
Lanes are currently 3½ to four feet wide on
asphalt pavement, and are located next to
two-foot concrete gutters. While city crews aim
to match the height of asphalt pavement with
concrete gutters, there are instances where drop-
offs are detectable from the asphalt to concrete
surfaces, which results in the effective portion
of the bicycle lane only being four feet or less.
These standard bicycle lanes improve conditions
for bicyclists, but a wider area would be safer
and more comfortable. In addition, 8th Street S
is swept on a normal schedule, and as a result
often has sand and other debris covering the
bicycle lanes.
The City of Brookings operates 30 street
intersections with stoplights. While some are
pre-timed to change, others change only
when triggered through metal inductive loops
buried in the pavement. Similar to motorcycle
riders, Brookings residents often have difficulty
Shared lane arrows like this one on 3rd Avenue have been
incorrectly painted where automobiles park, instead of
within the traveled area of the street.
Standard bicycle lanes on 8th Street South.
8
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
triggering a stoplight while on a bicycle due to
the small amount of metal.
The Brookings SouthBrook Pump Park is a pump
track. Riders use their body weight and the wheel
of a bicycle to move through three tracks, rather
than pedaling. The park is designed for bicycle
riders of all ages and abilities, and is located in
the northeast corner of Dakota Nature Park.
Education and Encouragement
Many events and programs have been created
to educate and encourage the Brookings
community to ride bicycles. These take place
year-round and in multiple venues.
The Brookings School District has a robust
bicycle education program for students in grades
four through 12. Every student in fourth and fifth
grades goes through a bicycling unit in physical
education class. In middle school, students are
allowed to choose a bicycling unit, with 300
out of 700 students enrolling annually. In high
school, students are also given the option to
enroll in a bicycling unit through the physical
education program. Approximately 160 out of
300 total students enroll each year. With help
from local service organizations and businesses,
the Brookings Public Library conducts a bicycle
rodeo each June with nearly 200 students
participating.
All grade levels and programs take students on
group bicycle rides, using shared-use paths and
streets as part of bicycle education. Bicycles
are provided for middle school students, but
others are required to bring bicycles from home.
Programs are generally understaffed and in need
of additional adult teachers or volunteers. Some
programs are also in need of bicycles, locks,
and storage.
The Brookings Park & Recreation Department
offers a Strider Balance Camp for 3-5 year olds.
The use of balance bicycles is a proven method
for teaching children how to ride a bicycle. The
camp provides a solid foundation of balance
and motor skill development.
Other education and encouragement activities
include:
»A monthly critical mass bike ride, with a
website at http://brookingscriticalmass.
weebly.com/. The local critical mass has the
look and feel of a community bike ride.
»The Mayor hosts an annual ride with bicycle
rides happening around Brookings.
»Bike Month is celebrated in May with several
This stoplight at the intersection of 20th Avenue and 6th
Street depends upon metal inductive loop detection in
order to trigger the north-south approaches. People riding
bicycles in the street have difficulties receiving a green light
at intersections like these.
The Brookings SouthBrook Pump Park is a park built especially for bicycle riders (Credit: Brookings Convention & Visitors
Bureau).
9
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
rides sponsored by the Brookings Bicycle
Advisory Committee.
»Brookings has two bicycle shops which often
fulfill the need for one-on-one education
and encouragement: Sioux River Bicycles
& Fitness (501 Main Avenue) and Bluestem
Bicycles (402 Main Avenue).
»The Brookings Area Chamber of Commerce
publishes a community map which includes
the city’s trail network.
Evaluation
Brookings has a relatively high percentage of
adults who commute to work by bicycle, when
compared to South Dakota and the United
States. Over three percent of Brookings residents
report to the US Census Bureau that they ride to
work, compared to 0.4% of South Dakotans and
0.6% of Americans. Brookings residents also
ride more than their peers in most Midwestern
cities (Figure 2.2).
Manual bicycle counts are not taken nor do
automated bicycle counting machines operate
on any street or shared-use paths. The Brookings
Police Department tracks crashes between
bicyclists and motorists, ranging anywhere from
zero to four annually since 2012 (Figure 2.3).
Brookings currently has a goal to become a
Bicycle Friendly community at the Silver level
by 2017, through the League of American
Bicyclists’ (LAB) Bicycle Friendly America
program. Communities are evaluated and
ranked at the Diamond, Platinum, Gold, Silver,
Bronze, and Honorable Mention levels. In the
fall of 2016, the City of Brookings submitted an
application and received a Bronze award. The
LAB evaluates communities based on several
factors, including enforcement, education,
engineering, key outcomes, evaluation, and
encouragement (Figure 2.4).
City Population Bicycle Friendly Community
Award
% of Adults Who Bike to
Work
Minneapolis 407,000 Gold 4.60%
Brookings 23,000 Bronze 3.30%
Bemidji, MN 14,000 Bronze 1.80%
Lincoln 273,000 Bronze 1.30%
Fargo 111,000 n/a 0.90%
Cedar Falls, IA 40,000 Bronze 0.80%
Duluth 86,000 Bronze 0.80%
Rapid City 70,000 n/a 0.60%
Aberdeen 27,000 n/a 0.50%
Sioux Falls 161,000 Bronze 0.40%
Des Moines 207,000 Bronze 0.40%
Figure 2.2: Brookings has a high bicycle mode share for residents who ride to work, compared to most Midwestern cities.
The city is currently recognized as a Bronze level Bicycle Friendly Community (BFC). Sources: US Census Bureau and
League of American Bicyclists.
Figure 2.3: The number of crashes between bicyclists and
motorists varies between zero and four per year.
10
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
The League of American Bicyclists also evaluates
universities and businesses, and recognizes
each at similar levels. SDSU has applied to be a
Bicycle Friendly University, but has not received
an award. No businesses in Brookings have
yet applied to become an officially recognized
Bicycle Friendly Business.
Brookings Bicycle Advisory Committee
The Brookings Bicycle Advisory Committee
(BBAC) is an appointed body which advises the
City of Brookings on bicycle related issues such as:
»Advancing the state of bicycle infrastructure
»Encouraging bicycling for transportation and
recreation
»Building public education and awareness
»Improving safety and compliance with traffic
laws
»Assisting the City with bicycle plans
»Reviewing and suggesting legislative and
policy changes
»Recommending priorities for use of the
public funds on bicycle projects
»Ensuring Brookings retains and enhances its
status as a bike friendly community
The BBAC is composed of nine voting
members and up to three non-voting liaisons
from Brookings Sustainability Council, Parks
& Recreation Board and SDSU. The group
was formed in September of 2015 and meets
monthly.
The Brookings Bicycle Advisory Committee formed in
2015, and has a website with a logo, agenda, minutes,
and links to educational videos.Figure 2.4: The LAB publishes an infographic which evaluates a community’s bicycle friendliness based on a list of
factors. Credit: bikeleague.org/community
11
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
State Laws and City Ordinances
The State of South Dakota has adopted several
statutes to regulate bicycle traffic. Notable laws
include:
»Bicycle riders on sidewalks or crosswalks
have all of the rights and duties of
pedestrians, but they must stop before
entering a crosswalk from a sidewalk.
»Bicycle riders on streets should ride as close
as practicable to the right hand edge of the
street. But they may move to the left to pass
other traffic, turn left, avoid parked cars or
hazards, and narrow width lanes.
»People bicycling should give a turn signal
by hand for the last 100’ before turning, but
intermittently if the hand is needed to control
the bicycle.
»Drivers of motor vehicles should allow a
minimum of three feet separation when
passing, unless traveling over 35mph where
the minimum separation is six feet.
»Bicycles must be equipped with a headlight
and a rear light or reflector.
»Bicyclists may not overtake a vehicle on the
right side if the overtaken vehicle is signaling
to make a right turn.
The City of Brookings has also adopted several
ordinances. Notable ordinances include:
»People riding bicycles should observe all
traffic signs and stop at all stop signs.
»Sidewalk riding is allowed on all public
sidewalks except in the Central Business
District on Main Avenue between the railroad
tracks and 6th Street, as well as 3rd, 4th
and 5th Streets between 3rd Avenue and 5th
Avenue.
»Bicycle riding speed should be reasonable
with regard to the safety of other people
using sidewalks, trails, and streets.
»Riding two abreast is allowed.
»Bicycle registration with the police
department is available, with identification
tags issued.
Weather and Topography
Brookings has a humid continental climate,
characterized by fluctuating temperatures within
each season. Summers are warm and humid,
and winters are cold and dry. The average high
in July is 82 degrees and the average low in
January is three degrees. Precipitation occurs
on approximately 90 days per year, with 23
of those days resulting in snow. On average,
temperatures rise to 90 degrees or more nine
times per year, and fall below zero 36 days
annually.
While cold and snowy weather reduces bicycle
riding in the winter months, bicycle riding still
occurs all year and was recently featured in the
Brookings Register.
The topography of Brookings is favorable to
bicycling, with a relatively subdued and flat
landscape within the Coteau des Prairies region
of Eastern South Dakota, stretching from North
Dakota to Sioux Falls, 60 miles south of the
city. Distances in the city are relatively easy to
traverse by bicycle, since Brookings is 13 square
miles, approximately 3.5 miles north-south by
3.5 miles east-west.
Plans and Policies
The City and County have adopted several plans
and policies which address bicycling.
The Brookings 2030 Park Master Plan was
A local bicyclist was recently photographed on the SDSU
campus. Credit: Brookings Register
12
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
adopted in 2010. The goals of the Park Master
Plan were to identify community needs and
chart the direction and priorities of the Park and
Recreation Department for the next 20 years.
Trail connections are seen as “essential to the
health, safety and welfare of the … persons
living and working in the city.”
Three trails-related goals were adopted in the
plan:
»“To promote safe, convenient, and
coordinated facilities for alternative means
of transportation throughout the City of
Brookings.”
»“To provide Brookings residents with
sections of trails and pathways that focus
on recreational value and harmony with the
natural environment.”
»“To promote active healthy living for all.”
Both off-street and on-street bicycle facilities
were addressed in the plan, with trails viewed
through the lens of leisure and recreation and
on-street facilities seen as accommodating
“more experienced users that utilize routes as
a means of transportation.” The trail system
was noted as very popular with residents, with
support for its expansion. See Figure 2.5 for a
snapshot of the bikeway system as of 2010.
The future bikeway network was seen as a way
to offer connections to residents who bicycle,
jog, walk, and rollerblade to parks, employment,
shopping, and schools. The plan identified
15.25 miles of new recreational trails, along
with new sharrow segments which would connect
recreation trails where short gaps occur (Figure
2.6).
The Brookings 2030 Park Master Plan adopted several
bicycle-related policies for the City of Brookings:
»“To plan bicycle … access to parks, open
space areas, schools, and neighborhood
shopping areas to encourage maximum use
of these facilities.”
»“To encourage the utilization of utility
easements and transportation right-of-ways
55
Map 3.8
Figure 2.5: The bikeway network in 2010. Off-street
private and recreational trails are shown in yellow and red,
with on-street sharrows and bike lanes shown in purple
and green/white.
73
Map 4.4
Figure 2.6: The future bikeway network included 15.25
miles of new recreation trails (shown in red/white) as well
as new sharrow connections (shown in purple/white).
13
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
for trail development.”
»“To require trail easements through the
platting process.”
»“That the Brookings trail system shall
be coordinated with the trail systems for
Brookings County and surrounding cities.”
»“That all existing and proposed trails shall be
mapped, reviewed, and updated annually.”
»“That special attention be given to parks …
improvements providing … trail loops of
varying lengths to encourage active living for
an aging population.”
»“That the City will provide bicycle parking
at park system destinations to encourage
bicycle use.”
The Parks plan also set forth a framework that
guided trail width to be 10’.
The Brookings Area Master Transportation
Plan was adopted in 2011, with a goal to
“develop and maintain a comprehensive
transportation system that meets the current and
future needs of Brookings.”
The following bicycle related objectives are
detailed in the transportation plan:
»“Promote the installation of … trails to
facilitate safe travel for … bicyclists.”
»“Require direct … bicycle access from
residential neighborhoods to schools,
commercial centers and recreation areas.”
»“Separate vehicular traffic from … bicycle
Figure 2.7: Examples of typical cross sections with bicycle facilities in the Brookings Area Master Transportation Plan. In
an urban arterial context, these guidelines give options for 2-way side paths at 8’ in width, or 1-way on-street bike lanes
at 6’ in width.
14
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
traffic wherever possible through the use of
… recreational trails.”
The Brookings Area Master Transportation Plan
contains a specific recommendation for a “side
path” along Medary Avenue between 6th Street
and 15th Street S, with a possible connection
north to the SDSU campus. The Plan also has
typical design cross sections for Brookings
streets. Guidance is included about bicycle
facility placement and widths (Figure 2.7).
The plan included a public survey. Several
bicycle-related topics were addressed:
»73% of respondents own a bicycle (293 of
404 answers).
»17% have someone in the household who
normally use a bicycle to travel to work,
school, or another destination (70 of 405
answers).
»The average amount of money respondents
would spend on bicycle facilities over the
next 20 years (when allocating a hypothetical
$100 bill between existing streets, new
streets, air/rail, public transit, bicycle
facilities, and pedestrian facilities) was
$10.40.
The Brookings County Master
Transportation Plan was subsequently
adopted in 2013. The goal of this plan was
to examine “the current and projected state
of the county’s roadway, railroad, and trails
systems, and make recommendations for the
maintenance, safety, capacity, and mobility
improvements to each of these components.”
The following bicycle-related strategies were
adopted as part of the plan:
»“Provide an interconnected system of paths,
trails, lanes and routes that are multipurpose,
accessible, convenient and connected to
activities centers such as towns, residential
neighborhoods, parks, schools, workplaces,
major open spaces, and other destinations.”
!(
!(!(
!(
!(
!(
!(!(
!(!(
!(!(
!(
!(
!(
!(!(!(!(!(
§¨¦I-29
§¨¦I-29
tu81
tu81
tu14
tu14
$13 $11
$14
$11
$10
$12 $5
$5
$17
$19
$20
$22
$21
$24
$26A
$26
$16
$18
$46
$9
$8
$6 $77
$4
$7
$5
$4
$3
$1
$2
$2
$38
$25 $37
$40 $40
$44 $29
$35
$36
$34
$27$23
$31 $28
$35
$30
"!30
"!324 "!13
$32
$4
$40 $40
$38
$8
$1
$12
$22 $23
$36
$27$8
$25
tu14
$7
$5
tu14 tu14B
A.2
A.15
A.13
A.5A.12
A.10
A.11
A.7
A.6
A.4
A.16
A.17
A.8A.9A.1A.14
A.3
C.7
C.6
C.5
B.1
B.4
B.3
B.7
B.2
B.6
B.5
B.5 (alternate)
B.9
B.8
C.1.b
C.3.a
C.2.a (alternate)
C.3.c
C.2.b
C.3.b
C.1.c
C.2.c
C.1.a
C.2.a
C.4.a
C.4.a (alternate)
Volga
Bruce
Arlington
Brookings
Elkton
Bushnell
White
Aurora
1 inch = 13,000 feet
0 6,500 13,000Feet
®
Legend
!(Intersection Project
!(Multimodal Network Enhancement Project
Roadway Segment Project
Potential Trail Project
Railroads
Interstate
State Highways
County Highways (paved)
County & Township Roads (gravel)
City Limits
Brookings County Limits
Figure 13
Implementation
Recommendations
Location Map
Sinai
Figure 2.8: Green lines indicate potential trail projects in the Brookings County Master Transportation Plan. Four potential
trails link into the City of Brookings, including segments to Aurora and Volga (via the railroad), as well as Lake Hendricks
(via US Highway 14) and Lake Campbell (via 32nd Street S).
15
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
»“Form mutually beneficial partnerships with
and among the public, cities and townships,
and private sector partners to expand and
improve the provision of multimodal services
and facilities.”
»“Sustain and improve the quality, condition
and attractive appearance of public areas
and facilities with an aggressive maintenance
program in order to support and encourage
multimodal transportation.”
The Brookings County Master Transportation
Plan contains a list of trail-related projects for
implementation. See Figure 2.8 for a map of
these routes, which were suggested by members
of the public, as well as representatives from the
business community and municipal officials in
neighboring towns.
In addition to these trail projects, the Brookings
County Transportation Master Plan also
recommended a trail along 6th Street between
22nd Avenue and 34th Avenue, as part of
the South Dakota DOT’s proposed project to
rebuild this stretch of US Highway 14. In part,
this recommendation was intended to address
bicycle safety crossing issues at the intersection
of 6th Street with I-29.
Several other Brookings plans examine the role
of bicycling in the community.
The 2013 Brookings Area Visioning
Charrette carried out by the Brookings
Economic Development Corporation identified
the completion of the bike trail system and
separated vehicular and bicycle transportation
systems as a way to improve the physical
environment. See Figure 2.9 for the results of a
survey regarding the percentage of Brookings
area residents who like to ride bicycles.
The SDSU 2025 Facility Master Plan
adopted in 2008 set a goal to “coordinate
with the City of Brookings on bike and walking
paths, including connections to downtown
and other areas of the city.” Creating a bicycle
route system was nested within SDSU’s goal of
creating a more pedestrian friendly campus.
A subsequent update to the facility master
plan, the SDSU 2025 Design and Master Plan
adopted in 2012, gave more details. In the
plan:
»Bicycle traffic was acknowledged to have
a significant presence on campus, with
Figure 2.9: While all age groups in Brookings like to cycle, adults with older children and empty nesters are the most
likely to ride.
16
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
university support to encourage healthy living
and sustainability.
»Bicycle use and parking would be considered
during campus improvement projects.
»A campus bicycle-use policy would be
developed to better accommodate bicycle
traffic.
»Bike racks were to be of a consistent design.
The SDSU Northwest Quadrant Mixed-Use
Development Feasibility Study includes
recommendations for bicycling paths at new
gateways to campus at the intersections of US
Highway 14 with Medary Avenue and 22nd
Avenue.
The City of Brookings Vision 2020
Comprehensive Plan, adopted in 2000,
echoes themes previously mentioned in the
Parks and Transportation plans. These included
the necessity of trails for bicycle rider safety,
the need for separation of bicycle and motor
vehicle traffic, and the desire to create bicycling
connections from residences to schools, parks,
and commercial centers. The plan also adopted
guidance to do the following:
»Maintain an equitable distribution of trail
systems throughout Brookings.
»Balance the privacy needs of abutting
property owners with the demand for trail
development.
»Obtain additional right-of-way to install trails
and sidewalks side-by-side.
»Explore extending the trail system into the
northern part of Brookings.
»Evaluate the option of a perimeter greenbelt
established along the floodplain fringe.
More recently in August of 2015, the
Brookings City Council adopted a Resolution
Committed to Bicycling Initiatives. The
resolution recognized that:
»“Safe and accessible infrastructure and
transportation are critical to the success of a
community.”
»“Bicyclists spend more locally and bike lanes
increase property values.”
»“Bicycling improves the health and quality of
life of a community.”
»“The support of bicycling can be seen across
all age ranges, attracts the creative class
and makes life easier for visitors to our
community.”
The resolution also designated the following
streets to be altered to include bicycle lanes:
»11th Street from 3rd Avenue to Medary
Avenue
»11th Street from 16th Avenue to 22nd
Avenue
»8th Street from Western Avenue to 20th
Avenue
»3rd Street from 5th Avenue to 17th Avenue
»5th Avenue from 8th Street to 3rd Street
»12th Avenue from 8th Street to 3rd Street
»20th Avenue from 8th Street to 3rd Street
The Brookings City Council also passed a
motion in December of 2016 to move forward
with a shared-use path on 6th Street between
Main Avenue and Medary Avenue, as part of the
South Dakota Department of Transportation’s
upcoming reconstruction.
The Brookings Mountain Biking
Association has designed a plan to develop
a potential single track mountain bike course
through Dakota Nature Park (Figure 2.10) and
The grid style bike rack in this photo is the standard
adopted in SDSU’s Design and Master Plan.
17
Brookings Bicycle Master Plan \\
Chapter 2: Existing Conditions
fundraising is ongoing.
The City of Brookings lies within the National
Corridor Plan for the United States Bicycle
Route System4. United States Bicycle Route
55 (USBR-55) runs north and south between
Houston, Dallas, Brookings, and Fargo. The
alignment of USBR-55 is not officially designated
at the current time, but is planned to go
through Brookings (Figure 2.11). Infrastructure
improvements from various plans have been
compiled on a map in Figure 2.12.
Figure 2.10: A potential single track mountain bike trail is planned to be adjacent to the SouthBrook Pump Park.
Figure 2.11: US Bicycle Route 55 is an undeveloped
corridor with a 50-mile wide area where a bicycle route
may be designated in the future. The route has the
potential to go through Brookings, while connecting to
North Dakota and states south toward Texas.
Credit: Adventure Cycling Association
18
\\ Brookings Bicycle Master Plan
Chapter 2: Existing Conditions
Existing Shared-Use Path
Existing Bike Lane
Existing Shared Lane Markings
Planned Shared-Use Path in
City Master Transportation Plan
Planned Shared-Use
Path in County Master
Transportation Plan
Potential US Bicycle Route 55
Alignment through Brookings
SDSU Gateways with Planned Shared-Use Paths
S O U T H D A K O T A
S T AT E
U N I V E R S I T Y
B R O O K I N G S
R E G I O N A L
AI R P O R T 3RDAVE12TH ST S12TH AVE15TH ST S7TH AVE S8TH ST
11TH ST
20THAVECHRISTINEAVEMEDARY AVE12TH ST S
8TH ST W
17THAVESAllyn Frerichs
Trail
All ynF rerichs Trail
Allyn Freri c hsTrailAllynF re r ic hsTrail8TH ST S
No r th b r o o k
Pa rk
M cC rory
G arden s
Ed g e b r o o k
G o l f
Co u r s e
F i s h b ack
S oc cer
P a rk
D a k o t a
Na tu r e Pa r k
C it y -O w n e d
Wel l he a d
P rop e r ty
Mo u nt a i n
Bi k e P u m p Park
0 ½1¼
Miles
Bikeway Plans
North 0 1 Miles1/2
55
55
TO LAKE BENTON
TO AURORA
TO VOLGA
TO LAKE SINAI TO SIOUX FALLSTO FARGOFigure 2.12: Bicycle Plans map.
19
Brookings Bicycle Master Plan \\
Chapter 3: Community Engagement
The Plan was guided by input from Brookings
residents and stakeholders in two phases:
1. Phase One – September 2016, before a
draft of the Plan was written.
2. Phase Two – January/February 2017, after a
first draft of the Plan was published.
During the first phase, over 1,000 participant
interactions took place. Participants represented
a wide range of bicycling habits and offered four
common themes:
»Education
»Facility comfort
»The local economy
»A vision for a connected, safe, and
convenient network
Phase 1: How did we engage Brookings
community members?
The Brookings Bicycle Master Plan is intended to
reflect the vision and goals of the community as
a whole, not just those who explicitly identify as
a “bicyclist.” By uncovering the issues and ideas
from community members with indirect interest
in bicycling, the plan recommendations better
reflect universal Brookings values and priorities.
Making engagement easy, tailored, inviting,
and fun helped reach residents who cared
about bicycling, but who would have otherwise
been less vocal on this topic. The following
strategies were used to engage
community members (for more
detail, see Appendix A Community
Engagement Report).
»Listening Sessions: 41 people
engaged in listening sessions
targeted to coffee groups,
schools and parents, city staff,
large employers, the Chamber
and Visitors’ Bureau, and the
Brookings Bicycle Advisory
Committee.
»Community Workshop: Over
80 participants shared their
bicycling habits, mapped
priority bicycle routes, rated
facility types, and shared
thoughts on education
strategies.
»South Dakota State University Pop-up Event:
58 SDSU students and staff shared their
bicycling habits, mapped priority bicycle
routes, rated facility types, and shared
thoughts on education strategies.
»Online Surveys: Over 730 people used the
online survey to share their bicycling habits,
rate facility types, and weigh in on education
strategies.
»Online Interactive Map: Over 200 people
shared their top routes, destinations, and
problem areas for bicycling.
»Promotion and Communication: Over 20
communication strategies were implemented
to promote engagement opportunities during
the month of September, including signs,
ads, invitations, and social media posts.
Chapter 3: Community Engagement
Attendees prepare to draw on maps at the September 2016 Community
Workshop.
20
\\ Brookings Bicycle Master Plan
Chapter 3: Community Engagement
Phase 1: Who did we hear from?
We heard from over 1,000 community members. Here is a break-down of some of their characteristics.
How often do you ride a bicycle?What is your gender?What is your age?
18-24
45-54
35-44
55-64
65-
74
25-34
FemaleMale
At least once
a day
A few times a
week
Never
A few times a
month or less
21
Brookings Bicycle Master Plan \\
Chapter 3: Community Engagement
Phase 1: What did we learn?
Key findings were discovered from the open
conversations conducted in September as well
as high-volume responses from surveys and
workshops. The key findings are addressed
in subsequent chapters, which include
recommendations for responding to community
priorities. The key findings are:
»Education for Everyone: Brookings community
members value education and desire an
increase in bicycle safety education, with
an emphasis on the message of shared
responsibility.
»Comfortable and Convenient Bikeways: Brookings
community members with a range of bicycle
riding habits rated a series of bicycle facilities
for comfort to provide guidance to designers
about which ones are preferred. Separation
from vehicular traffic and traffic calming
measures were common attributes of favored
facilities.
»Bicycling and the Economy: Large employers, the
Chamber and Visitor’s Bureau, Downtown
Brookings Inc., and hoteliers see the value
of promoting and increasing bicycling in the
community, in order to bolster the economic
growth of the community.
»Prioritizing the Bicycle Network: In order to
prioritize investments on the Brookings
Bicycle Network, over 300 participants
shared their current and desired bicycle
routes and destinations (Figure 3.1).
Many conversations about how to improve bicycling took place at the September
2016 Community Workshop.Figure 3.1: Locations Brookings residents indicated they want to ride their bicycles.
22
\\ Brookings Bicycle Master Plan
Chapter 3: Community Engagement
Figure 3.2: Most people said that the 2040 Brookings
Bikeway Network addresses safety, comfort, and
connectivity for bicyclists.
Somewhat, yes.
16%
No.
10%
Mostly, yes.
35%
Yes!
39%
During the second phase of community
engagement in January and February 2017, the
public was asked to review and comment on the
draft Plan. This former version of the Plan was
published on the City’s website on Saturday,
January 22nd and comment was welcomed
through Sunday, February 5th.
Phase 2: What did we learn?
The purpose of the second phase of review was
to ensure that the community’s voices were
reflected in the Plan. In order to encourage
feedback, the planning team engaged:
»39 people in one to two hour-long listening
session discussions
»77 people signed at a
Community Workshop on January
25th
»104 people completed surveys
about the draft Plan online or at
the Community Workshop
Community members gathered
to discuss the draft 2040 Bikeway
Network map at the workshop on
January 25, 2017.
Common themes from the second
phase of engagement included:
»Managing the community’s
expectations by stressing the long-
term nature of the Plan
»Balancing the desire for bikeway
facilities with other community values such
as trees, parking, utilities, historic properties,
park amenities, and balanced budgets
»Understanding the implications for
maintenance when new infrastructure is built
»Telling the story of the Plan in a concise and
easy-to-understand narrative
»Seeing regular, annual progress toward long-
term goals
»Making minor adjustments to bicycle routes
on the 2040 Bikeway Network
As a result of these themes, several dozen
changes were made to the draft Plan.
Paper and online survey respondents were asked
to give their general impressions the 2040
Bikeway Network map in Chapter 5 (Figure 3.2).
For more detail about the second phase of
community engagement, see Appendix D:
Community Engagement Report – January
2017.
Community members gather to discuss the draft 2040 Bikeway Network
map at the workshop on January 25, 2017.
Overall, do you think the 2040
Network addresses safety, comfort, and
connectivity for bicycling?
23
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
Policy and programmatic strategies and actions
will play an influential role on the future of
bicycling in Brookings. Strategies are numbered
in order of priority, as determined through the
public engagement process. Partners identified
to carry out each strategy are listed in Figure 6.8
in Chapter 6.
Strategy 1: Support Safe Routes to School
planning and programs at all schools in
Brookings
Safe Routes to School is a nationally established
program that Brookings can use to address these
and other bicycling and walking concerns for
children. The SRTS program helps kids walk and
bicycle to school more often through education,
promotion, and infrastructure improvements.
Fostered by groups or organizations at
the school or community level, SRTS is a
comprehensive strategy to instill life-long habits
that support physical activity and health.
Bicycling and walking to school helps families
stay active and healthy, and helps kids arrive to
school more focused and ready to learn. SRTS
is part of other community initiatives, programs
and projects such as transportation, health,
safety, and well-being.
Action 1a: Further develop bicycle-related curriculum at
all schools.
One of the themes from the community
engagement process was that while bicycle
education for middle and high school is strong
in Brookings, a more comprehensive approach
is needed. There is a need for bicycle storage
and locks at the Boys & Girls Club and Great
After School Place, additional staff to help with
bicycle classes at the middle and high schools,
bicycles for the high school, and programming
at K-3 elementary schools.
Action 1b: Develop Safe Routes to School (SRTS) plans
for each school.
Schools in Brookings should develop Safe Routes
to School Plans (SRTS) for all their schools. SRTS
Plans are a way to engage community members,
develop support, and set priorities for increasing
walking and bicycling to school. The process
also prepares the community to apply for
funding, which is usually needed to implement
the recommendations of the plan. SRTS plans
involve evaluating existing walking and bicycling
conditions and developing an action plan to
address barriers and encourage more students
to use active travel to school. Some SRTS plans
focus on one school, while others focus on a
school district. In Brookings, it is recommended
to develop individual plans for each school that
are tailored to the conditions in each school and
their surrounding neighborhoods.
The planning process begins by convening
a team to gather basic information about
the environment around the school through
walking/bicycling audits and information on
travel patterns through parent surveys and travel
tallies. Travel tallies are collected by teachers
each school day to record how many students
arrived to school by walking, biking, busing,
or driving. Another key piece of the planning
process is outreach to stakeholders, both within
and outside of the school. These stakeholders
may include parents, students, teachers, and
district staff as well as planners, engineers, and
law enforcement. Improved safety at arrival and
dismissal times is a frequent topic of discussion.
The input from these stakeholders will
help inform the content of the plan, and
answer the following questions: What are
the challenges students’ face that inhibit
Chapter 4: Policies and Programs
A young boy rides in a bicycle lane.
24
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
walking and biking to school? How can these
challenges be addressed? Each plan should
be comprehensive, addressing all of the 6 E’s:
Education, Engineering, Encouragement, Equity,
Enforcement, Evaluation, and include short
and long term goals. Adding implementation
timeframes for infrastructure and non-
infrastructure projects will make it easier to
evaluate progress and keep initiatives moving
forward.
Strategy 2: Enforce bicycling traffic laws for
bicyclists and motorists
Bicyclists and motorists are held accountable to
a set of traffic laws that regulate their behavior
and govern the streets in Brookings. Bicycle
traffic laws help ensure a safer environment for
all roadway users. Education strategies discussed
in the previous section go hand-in-hand with
enforcement strategies, because enforcement
programs give teeth to educational programs
and messages. Enforcement can also benefit
from bicyclist crash analysis data, because
it allows law enforcement officers to target
misbehavior that leads to bicyclist/motorist
crashes.
Action 2a: Review and update existing laws and
ordinances that affect bicyclists.
Existing laws may be outdated or simply do not
exist, so laws or ordinances need to be updated
to clearly define what traffic behavior is legal
and illegal. For example, rules governing bicycle
lanes are not defined in South Dakota statutes
or Brookings ordinances. In its recent review of
SDSU’s Bicycle Friendly University application,
the League of American Bicyclists recommended
the following changes:
»Implement specific penalties for motorists
who fail to yield to a bicyclist when turning
»Make it illegal to park or drive in a standard
bicycle lane (except when turning at an
intersection)
»Implement penalties for motor vehicle users
who open a driver side door into the path of
a bicyclist
»Specifically protect all vulnerable road users
»Make it illegal to harass a bicyclist
Action 2b: Train law enforcement officers on bicycle-
related traffic law.
Law enforcement officers should be educated
on traffic law as it applies to bicyclists and
motorists. The National Highway Traffic Safety
Administration offers a two-hour video course on
enforcing bicycle-related laws on the road. This
training should be led by someone in the Police
Department who also serves as a liaison to the
bicycling community, so that consistent messages
reach both officers and the public.
Action 2c: Create, print, publish, and distribute pocket-
sized law cards.
Many communities around the country provide
pocket-sized law cards about the rules of
the road: one side may be focused on laws
Enforcement officials in European cities regularly enforce
bicycle-related laws for bicyclists and motorists alike.
A bicycle-related traffic safety course educates college
students in Berkeley, California, as an alternative to paying
a citation. Credit: Bike East Bay
25
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
for bicyclists, and the other side on laws for
motorists (demonstrating that safety is a two-
way street). Including a small card in a city-wide
mailer, such as with utility bills or newsletters,
is an effective way to reach a large number of
people.
Action 2d: Phase in enforcement with warnings, then
citations.
During the early phases of an enforcement
program, after bicyclists and motorists have
received educational information, it is important
to publicize that for a period of time police will
give warnings, and then citations. This gives
bicyclists and motorists fair time to understand
bicycle-related laws, but then to understand
their seriousness for safety. Pocket-sized law
cards should be distributed with each warning or
citation.
Action 2e: Create and offer a ticket diversion program
for bicyclists and motorists.
First-time offenders of bicycle-related rules of
the road should be offered a ticket diversion
program, where an educational course waives
the cost of a citation. These courses may be
taught by the same police official who serves as
liaison to the bicycling community. For repeated
violations, attendance at an educational course
could become mandatory. A rewards program
for recognizing good bicycling behavior may
also supplement a diversion program.
Strategy 3: Develop a comprehensive
approach to bicycling education
Education and awareness of the rules of the
road are an integral component of improving
the safety of bicyclists, pedestrians, and motorists
alike. This was one of the top themes that was
expressed by community members during public
open houses for this plan. Without proper
knowledge and skills regarding how to interact
with different types of road users, people may
behave in ways that put themselves or others
at unnecessary risk (e.g. bicycling the wrong
way against motor vehicle traffic, failing to look
for bicyclists when turning at an intersection,
etc.). Many initiatives should be deployed to
help improve education for all users. Many of
the recommended actions are inspired by the
League of American Bicyclists’ review of SDSU’s
Bicycle Friendly University application.
Action 3a: Distribute pocket-sized Smart Cycling Quick
Guides for bicyclists.
The League of American Bicyclists offers short
guides with illustrations showing bicyclists how to
ride predictably and follow the rules. Guides can
be purchased in bulk with co-branding available
on purchases of 2,500 or more guides (at $0.88
per guide). Guides can be made available at
libraries, recreation centers, coffee shops, and
other locations frequented by the public.
Action 3b: Incorporate bicycling into SDSU student
orientation in Brookings.
Guides may be distributed during new student
orientation at SDSU. Other information such as
bicycle maps, bicycle registration forms, and
South Dakota and Brookings law/ordinance
cards should be given to incoming freshmen.
Action 3c: Develop and distribute a “Share the Road”
educational campaign tailored to Brookings, using
posters, online videos, and audio recordings.
Using input from local bicyclists, motorists,
and safety officials, craft a simple campaign
with appealing messages. Work with graphics
and film professionals from Brookings who
can create products that speak to fellow The Smart Cycling Quick Guide gives information on safe
bicycling, including proper signaling and lane changes
when riding on streets.
26
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
residents. SDSU communications or media arts
students may be interested in partnering on this
effort. Brookings’ government channel would
also make an excellent platform for sharing
information about the rules of the road. The City
of Minneapolis developed some educational
videos that could serve as examples.
Action 3d: Host trainings for local “League Certified
Instructors.”
In order to spread appropriate education to
bicyclists, a handful of local residents should be
sought out who can become trained as a League
Certified Instructor (LCI). LCI’s are certified to
teach Smart Cycling classes for the League of
American Bicyclists.
Action 3e: Offer bicycle skills and adventure classes.
Many people need simple training on how to
ride a bicycle safely, as well as how to perform
simple maintenance repairs on bicycle tires,
brakes, and chains. Combining skills and
maintenance training with outdoor adventures
will draw in a wider variety of students. Bicycling
101 classes could be offered through the
Brookings School District, SDSU, and/or the Park
Department’s recreation programming.
Action 3f: Train municipal, SDSU, and school employee
drivers on how to operate safely around bicyclists.
Statistics show that collisions between bicyclists
and large vehicle operators are a source of
serious injury and fatalities. Training municipal,
SDSU, and school employees who regularly use
large trucks can reduce these types of crashes.
Action 3g: Develop educational materials and educate
the public about how to use new bikeway facilities.
When a new type of bicycle facility is
implemented, it is important for representatives
from the Engineering and Police Departments to
decide what education should look like. It takes
time for all users of the roadway to familiarize
themselves with a new type of bikeway, so a
clear message from public officials will help with
the transition period.
Strategy 4: Organize and promote bicycle-
related events
Bicycle-related events are a great way to build
momentum and increase excitement for bicycling
in Brookings. Bicycle-related events can be
anything from small-scale to city-wide events,
and from a few hours to an entire month. Events
Educational materials show motorists and bicyclists how
to use new bikeway facilities, such as this example from
Davis, California. Credit: City of Davis
The City of Minneapolis produced a series of videos that
aim to educate the public about bicycle and traffic safety.
The videos are easily accessible on their website and on
YouTube.
Albert Lea is one of 15 Minnesota communities which
have hosted Open Streets events. Credit: https://
www.ruralhealthinfo.org/community-health/project-
examples/812
27
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
can be organized by local governments, or they
can be organized privately by organizations or
individuals.
Action 4a: Organize and carry out an annual “Open
Streets” event.
“Open Streets” is a community-based program
that temporarily closes a street to motor
vehicles, and remains open for pedestrians
and bicyclists. Several bike-related activities,
Mass rides. This should continue and be
increased with events like bike races, bike
tours, bike rodeos, and ‘slow roll’ rides. Some
communities organize “bike swaps”, where
owners can buy, sell, or trade bikes and other
bicycling related gear.
Bicycle promotional events such as ‘Bike to Work
Day’, ‘Bike to Work Week’, and ‘Bike Month’
increase awareness of the benefits of bicycling
and build community support for bicycle related
initiatives. These often feature concerts, group
bike rides, free coffee or treats, and free mobile
bike repair stands.
Bicycle-related events are not limited to the
warmer months. A growing number are
happening in the winter, as communities
recognize the benefits of winter bicycling. Winter
bicycle event examples include holiday light
rides, fat tire bike races, winter bike to work day,
and winter bike festivals. These events embrace
cold weather, strive to get more people riding
bikes, and create positive energy about bicycling
in the winter time.booths, demonstrations, and shows can be
found at these events. “Open Streets” events
are typically carried out on weekends on arterial
streets. Businesses often promote their products
to bicyclists and pedestrians with sales and
giveaways.
Action 4b: Increase the number of bicycle-related events.
Brookings already hosts some bicycle-related
events, such as the Mayor’s Ride and Critical
Open Streets events are popular among youth and families.
The City of Fort Collins, Colorado hosts a winter bike to
work day with a variety of activities. Credit: City of Fort
Collins
28
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
Strategy 5: Develop, adopt, and integrate a
Complete Streets policy
Complete Streets policies recognize and
balance the needs of all street and road users
– pedestrians, bicyclists, transit users, and
motorists. Complete Streets ensures that no
transportation modes are ignored and all street
users are accommodated fairly, which most often
means that roads become more bicycle-friendly.
These policies are especially effective during
street planning and design projects, both for
new roadways, reconstructing existing roadways,
and roadway retrofit projects. Roadway
retrofit projects are those that change the lane
configurations of a roadway, change lane
widths, or change on-street parking availability.
Retrofit projects can achieve the goals of
Completes Streets policies without requiring
a complete reconstruction of the curbs and
pavement of a roadway.
Complete Streets policies have numerous benefits
for communities. They create streets that are
designed more equitably, and provide accessibility
to children, seniors, and people with disabilities.
They have the ability to transform streets into more
efficient, economically vibrant, safe, connected,
and accessible places for the neighborhoods they
serve. Bicyclists benefit from Complete Streets in
many ways, including slower traffic speeds, more
and higher quality bicycle infrastructure, and safer
street and intersection designs.
The development of Complete Streets policies
is not limited to large cities or regions. Small
cities have also had success in developing and
implementing complete streets, including Albert
Lea, Minnesota, a city with a population around
18,000. Albert Lea passed a Complete Streets
subdivision requirement in 2009 that supports
more walking and biking. In total, over 1,000
cities across the country have already adopted
Complete Streets policies, pledging to equally
consider all modes of transportation in street
design projects.
Examples of communities near Brookings with
Complete Streets policies include:
»Sioux Falls, South Dakota
»Pipestone, Minnesota
»Worthington, Minnesota
»Lincoln, Nebraska
»Fergus Falls, Minnesota
»Battle Lake, Minnesota
»Austin, Minnesota
Action 5a: Develop and adopt a Complete Streets policy.
A Complete Streets policy should include:
»A purpose and vision for the policy, including
how and why the community wants to
develop complete streets
»A comprehensive approach that includes all
users and is applicable on all streets
»Community input to guide the planning process
»Guidance for both new and retrofit street
design projects
»Tailored solutions that complement the
existing conditions and the context in the
community
»Specific next steps for policy implementation,
including planning, design, construction,
operation, and maintenance
»Exceptions to the policy that are clear and
require a procedure for approval
»Performance standards and measurable
outcomes to allow for evaluation of
completed projects
Complete Streets policies encourage adding streetscape
amenities for bicyclists and pedestrians, such as bicycle
racks and benches.
29
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
Action 5b: Integrate the adopted Complete Street policy.
The implementation of a Complete Streets
policy is more likely to be successful when the
policy is integrated into other City documents,
plans, procedures, or processes. Brookings
should review the elements of typical roadway
design projects, and ensure that they support
the Complete Streets policy. For example,
engineering standards are often the default
reference for roadway projects, and should be
flexible and supportive of design approaches
that balance the needs of bicyclists with other
modes of transportation.
Strategy 6: Promote the bicycle facility network
Brookings already has a great trail network, but
many people who live in and visit Brookings are
not aware of its existence. Promoting this existing
system will encourage more bicycling.
Action 6a: Create and distribute a print and online
bicycle facility network map.
Brookings already has a print map offered
through the Convention and Visitors’ Bureau that
includes the trail network. But in order to better
market bicycling to the public, a bicycle-specific
map should be published. This map can include:
»Existing trails and bike-friendly streets
»Bike parking locations
»Popular destinations for visitors and residents
»Parks and schools
»Bike shops
»A future vision for the Brookings bicycle
network
»Tips on how to use bicycle facilities safely
»Bicycle-related laws and ordinances
A bicycle map should include an online
version which is easily accessed by laptop and
smartphone users. This will present a savvy and
sophisticated message to visitors and residents.
Some bicyclists plan routes ahead of time and
appreciate searchable pan/zoom and printable
8 ½” x 11” PDF maps. Others look for bicycle
maps on their smartphone as they are riding,
and would eagerly download a “Brookings
Bicycle Map” app.
Action 6b: Develop and maintain a webpage for
bicycling in Brookings
A webpage devoted to the Brookings bicycle
network should be a high priority. It should
include all of the elements of the bicycle map
listed above, in addition to information on
the history of the trail network, things to see,
bicycle-related events, project news, detours,
maintenance requests, trail data, and contact
information.
Bicycle maps and other tourism information can be made
available at local hotels along the Allyn Frerichs Trail. The
Country Inn & Suites in Decorah, Iowa, along Trout Run
Trail, serves as a source of information for trail riders.
The City of Fort Collins dedicates a webpage to bicycling
information in the city.
30
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
Strategy 7: Implement and enforce
subdivision regulations that support bicycling
Pre-2000’s development often overlooked the
needs of bicyclists, but modern development
provides the opportunity to build a preferred
bicycle network from the outset. Brookings’
current subdivision regulations dictate the right-
of-way widths of streets but not trails. Current
rules also require consultation with the major
streets plan, but not with the future pathways
and trails plan.
Action 7a: Amend subdivision regulations to support
bicycling.
Because trails in part fulfill a transportation
function, assisting children to school and adults
to work and errands, subdivision regulations
should be amended to include the following:
»Articles III, IV, and V on Platting lay out
its process. The 2010 Parks Master Plan
recommended trail easements to be required
through the platting process. While working
with landowners to acquire trail easements
can be challenging, the investment pays
dividends toward the future of the city.
»Section 51-62 - Street System Coordination
needs complementary requirements for “trail
system coordination,” including conformity
with the 2040 Bicycle Network and
provisions for amending the 2040 Bicycle
Network should additional trails be included
in new development.
»Section 51-64 (a) on street standards
currently show street types and right-of-way
width required. If new arterial and collector
streets are included in the 2040 Bicycle
Network, additional right-of-way width may
be needed, depending upon the bicycle
facility type.
»Section 51-64 (g) on private streets
lays out rules for their development and
maintenance. A similar section on private
trails should be included.
»Section 51-64 (i) on asphalt pedestrian
walkways requires maintenance by adjacent
property owners. The section should be
clarified to distinguish pedestrian walkways
and shared-use paths. Adjacent property
owners should not be required to maintain
shared-use paths.
Strategy 8: Increase the number of
organizations participating in the Bicycle
Friendly Business (BFB) program.
All organizations with employees in Brookings
can encourage bicycling through the League
of American Bicyclists’ Bicycle Friendly Business
(BFB) program, which promotes bicycling as a
way to:
»Attract and retain the best workers
»Increase quality of life for employees
»Foster a sense of community in the
workplace
»Reduce costs on healthcare
»Create a more alert and productive
workforce
»Reduce absenteeism
»Showcase a commitment to sustainability
»Cut transportation spending
Secure bike parking and bike repair station at The 3M
Company in Minnesota. Enhanced facilities like this can
help encourage employees to bike to work more often.
31
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
After submitting an application, businesses are
recognized at the Bronze, Silver, Gold, and
Platinum levels. Approximately 1,200 businesses
across the country have been recognized to-
date, including four in nearby Sioux Falls. No
businesses in Brookings have applied to become
a BFB.
Strategies for becoming a BFB include:
»Offering the Bicycle Commuter Tax Benefit or
other cash incentives
»Ensuring rides home during inclement
weather or emergencies through a
Guaranteed Ride Home Program
»Organizing participation in community
bicycling events such as the Mayor’s Bike
Ride, or national events such as Bike to Work
Day or the National Bike Challenge
»Making showers, changing facilities, and
lockers available
»Providing shared bikes staff can use for
errands and recreational outings
»Implementing secure and convenient bike
parking for employees and guests, as well as
bicycle repair stands
»Connecting employees from home to the
workplace through low-stress bikeways
»Educating employees about bicycle routes
and safety through newsletters and hiring
packets
»Encouraging employees who drive to work
to safely operate around bicyclists, including
ways to reduce distracted driving
»Appointing an employee to coordinate bike
events and facilities
»Collecting internal data on commuting habits
and barriers that exist for employees to bike
more
Action 8a: Submit Bicycle Friendly Business applications
for the City of Brookings and SDSU.
The City of Brookings and SDSU should lead
by example by applying to become Bicycle
Friendly Businesses. This will encourage other
organizations to follow suit. The University of
Minnesota – Twin Cities has become a Platinum-
level BFB by taking part in the system’s Bike
Commuter Program6. The program encourages
university employees to bicycle with perks such
as subsidized bike share memberships, reduced
medical insurance rates, and prize drawings.
The university has a bike center on campus,
which offers support services including indoor
bike parking, showers, repair service, and
educational courses.
Action 8b: Find bicycle champions to submit Bicycle
Friendly Business applications for other organizations.
Bicycle shops, educational institutions,
hospitality/food/retail establishments,
manufacturing corporations, medical/
health groups, non-profit organizations, and
professional service companies are examples
of organizations that have successfully achieved
recognition through the BFB program. Bicycle
champions within other Brookings organizations
should be encouraged to research the program
and submit applications.
Strategy 9: Employ temporary demonstrations
to promote and pilot new bicycle infrastructure
Roadway design projects are sometimes met with
resistance from the public, often stemming from
uncertainty over the safety of a proposed design.
Temporary demonstrations can allow people to
test out a new type of facility, such as separated
bicycle lanes. They also allow users to test a
particular street design, simultaneously giving
design engineers the opportunity to identify
unforeseen issues and make adjustments before
construction.
A demonstration project shows how a refuge island for
bicyclists and pedestrians would work on a busy arterial
street. Credit: Matthew Cole
32
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
Action 9a: Identify and carry out short-term events to
pilot separated bicycle lanes.
The most common type of temporary
demonstration is separated bicycle lanes.
Bicyclists are encouraged to ride on a street
with a separated bicycle lane, typically marked
with planter boxes, cones, strips of carpet, and
chalk. These demonstrations are usually carried
out at existing community events, where a street
is closed to automobile traffic. A short-term
event in Brookings, such as an existing festival
or “Open Streets” (see Action 13a) should be
identified. Separated bicycle lanes should then
be demonstrated on an annual basis, to increase
public awareness of this new facility type.
Action 9b: Identify and carry out long-term
bicycle-related demonstration projects.
As project designs are developed,
priority locations for long-term
demonstrations should be identified.
These may include potential lane
changes before a street is overlaid
or chip sealed. For example, a
three-lane road can be temporarily
restriped for a test period as a two-
lane section with standard bicycle
lanes. Another example is proposed
traffic calming features along a
bicycle boulevard, such as miniature
traffic circles, curb bump outs, and
diverters.
Long-term demonstration projects
can last for a few weeks or several months.
Automobile traffic is allowed, and these are
generally constructed or assembled using
materials like plastic bollards, jay barriers,
cones, paint, and pavement marking tape.
Strategy 10: Increase City staff attention to
bicycling issues
The work of City staff can positively influence the
bicycle environment, whether in enforcement,
engineering, education, evaluation, or
encouragement. Increasing attention toward
bicycling issues will translate into more people
bicycling in Brookings.
Action 10a: Designate an official City Bicycle Program
Manager/Coordinator
Cities with bicycle program staff are more
friendly to bicyclists than cities without. Having
a dedicated bicyclist who communicates across
departmental lines and serves as a resource
for other City staff changes the momentum of
a city. Bicycle program staff bring cost savings
to a municipal government, since they are
responsible for additional dollars through grants
and improved economic activity.
The City of Brookings should allocate a 0.25
FTE within a new or existing City staff position to
serve as the City’s Bicycle Program Manager/
Coordinator. Responsibilities should include:
»Developing and implementing educational
programs
»Coordinating city-sponsored biking events
»Pursuing and securing funding opportunities
»Working with various departments to ensure
coordination of bicycle-related policies and
facilities
»Serving as a resource to the Brookings
Bicycle Advisory Committee
»Communicating with the public in-person
and online
»Collaborating with partner community
organizations and agencies
»Implementing the adopted Brookings Bicycle
A temporary demonstration project at a short-term event can include
planters and strips of carpet to delineate proposed space for a separated
bicycle lane. Credit: http://www.peopleforbikes.org/blog/entry/steal-
this-idea-a-600-protected-bike-lane-demo-at-an-open-streets-event
33
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
Master Plan
»Developing ideas into projects
»Conducting research and evaluation
»Engaging in regional planning processes to
meet local interests
Action 10b: Further integrate bicycling into existing City
staff roles.
With the designation of a Bicycle Program
Manager/Coordinator, City of Brookings staff
will be able to further integrate bicycling into
their existing roles. A bicycle-focused staff
person should partner with engineers, police
officers, planners, and communications staff to
make bicycling a stronger component of their
daily roles. This is an ongoing task that can be
organized around regular meetings and training
opportunities.
Strategy 11: Evaluate the possibility of a bike
share system
There are a number of opportunities for a bike
share system in Brookings. First, the vibrant
and historic downtown provides a major
destination for residents and visitors. Second,
the city has a major university campus that could
bring a large number of users to the program
(student populations are among some of the
earliest adopters of bike share) and provide
opportunities to tie bike share membership to
student ID cards (as is the case at North Dakota
State University). There could also be unique
ways to fund the program through businesses,
local governments, SDSU student fees, non-
profits, and private donors.
Action 11a: Conduct a bike share feasibility analysis.
Bike share systems are not one-size-fits all,
so the City should first conduct a bike share
feasibility study. The goal is to understand
the characteristics, needs, opportunities, and
constraints of a potential system. The study
should combine a data-driven analysis of
the community with a stakeholder and public
engagement process. The City, SDSU, and
other stakeholders will be important players in
this study and any future bike share
system.
The study should involve business
and implementation planning,
identifying the optimal size of a
program (including phasing), the most
suitable areas for bike share, making
decisions on technology, identifying an
appropriate governance structure, and
delineating a detailed business pro-
forma to identify funding requirements
for the program. It should also include
a study of best practices for similar-
size communities, potential user types,
public input on station locations, a
phasing plan, user revenue estimates,
and a funding plan.
The bike share program in Bemidji, Minnesota is smaller
scale than some systems in larger cities, and is geared
more towards tourism and recreation. Credit: Star Tribune
A bike share station in Minneapolis is stationed next to an on-street
bicycle lane. Bike share presents an opportunity for advertising to
generate revenue and decrease costs for users.
34
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
Strategy 12: Develop a bicycle crash
evaluation program
Establishing a program for evaluating bicyclist
crashes helps agencies better understand
crashes, and may help prevent future crashes
from occurring.
Action 12a: Determine the type of crash data already
being collected.
Police departments sometimes file crash reports
after a collision between a motorist and a
bicyclist. Data collected may include the location
where a crash took place, transportation
modes involved (bicyclists, pedestrians, and/
or motorists), date and time, injury severity,
pre-crash maneuvers, contributing factors,
and weather conditions. The type of crash
data already being collected within the City of
Brookings Police Department and SDSU Police
Department should be examined. Brookings
Health System may also collect bicyclist crash
data when an injured bicyclist arrives for
medical care.
Action 12b: Initiate a system for reporting non-motorist
related crashes.
Solo bicyclist crashes, as well as crashes with
other bicyclists or pedestrians, should not be
overlooked since they can also help identify
problem areas for bikeways. Design flaws and
poor bikeway maintenance may be contributing
factors. The City should initiate an online
reporting mechanism for reporting crashes which
may not trigger a police or hospital report.
Action 12c: Analyze crash data to inform educational
messages and engineering design
Many cities have analyzed reported bicyclist
crashes. The City of Davis, California has
published a report that analyzes crashes between
2009 and 2012, and identifies trends in crashes
based on year, month, and location. The crash
details do not necessarily describe who was at
fault in each crash, but primary collision factors
provide insight into how and why crashes occur.
Basic crash evaluation data should include
the type of crash such as head-on, side-swipe,
accidental fall, or collision with pedestrian.
Analysis can also include lighting conditions,
intersection signal information, demographics, The City of Fort Collins publishes a report which analyzes
bicycle crash data. Credit: City of Fort Collins
The City of Seattle uses crash data to identify significant
risk factors, conduct field investigations, and implement
safety improvements aimed at reducing future crashes.
Credit: City of Seattle
35
Brookings Bicycle Master Plan \\
Chapter 4: Policies and Programs
slope, bicycle volumes (if available), and
roadway car volumes.
Analysis of crashes should be used to inform
educational messages and infrastructure design.
Special attention should be given to intersection
crashes, which are the most common place
for serious bicycle crashes in urbanized areas.
Bicyclist falls on uneven pavement are also a
frequent source of crashes.
Strategy 13: Create a bicycle count program
It is common for municipal agencies to collect
detailed count data for car traffic, which is used
to analyze travel behavior and inform design
decisions for future street projects. Establishing
a bike count program and an organized system
for collecting bicycle counts would enable the
City of Brookings to achieve similar goals for
bicyclists. They would provide the ability to:
»Track usage changes before and after a new
bikeway is installed
»Understand changes in ridership on a
seasonal and yearly basis
»Inform decisions on roadway and trail
designs
»Analyze bicycle crash data in context, helping
to identify which facilities or intersections
have the highest crash rates
»Rationalize new or improved bikeways to
policymakers, community members, and
other stakeholders
Action 13a: Identify 10 to 14 locations to gather bicycle
counts
Counts should be taken in geographically
diverse areas of Brookings, along existing and
proposed bikeways. Suggested locations for
starting a count program in Brookings include:
»5th Avenue between 4th and 5th Streets
»6th Street between 8th and 9th Avenues
»6th Street between 20th and 22nd Avenues
»8th Street S between Medary and Roberts
Avenues
»12th Avenue over the railroad
»22nd Avenue between 6th
Street and Minnesota Drive
»Allyn Frerichs Trail under I-29
»Dakota Nature Center shared-
use path
»Main Avenue between 4th
Street and 5th Street
»Medary Avenue between 11th
Street and Harvey Dunn Street
»Medary Avenue South between
15th and 20th Streets S
»The middle of the SDSU
campus
Action 13b: Solicit and train volunteers to conduct
manual counts at select locations
When developing a bicyclist count program, it is
important to have buy-in from different groups
and individuals in the community. Most count
programs start small and rely on volunteer
support to perform manual counting. Many
bicyclists are eager to volunteer for manual
counts. Interns from the Sustainability Council
Internship Program would also be a good
source of support. The Minnesota Department
of Transportation offers training materials for
communities to perform bicyclist counts5.
Training on how to perform volunteer bicyclist counts includes information on
dates/times, forms, rules, and interacting with the public. Credit: Minnesota
Department of Transportation
36
\\ Brookings Bicycle Master Plan
Chapter 4: Policies and Programs
Action 13c: Analyze initial count data and determine
next steps for the program
Once the counts have been completed, analysis
and publication are the next step. Data can
be shared on a map and published online for
public use. Taking counts in the same location in
subsequent years will bring an understanding of
long-term trends.
Many communities have begun to employ
sophisticated technologies that automatically
count riders. Some count methods are mobile
and can allow for temporary counting, such as
pneumatic tube counters. Other technologies
are more permanent and are embedded within
the pavement or placed on nearby posts, either
at the time of bikeway construction or after.
Technology can be used for both the on- and
off-street bicycle facilities.
Bicycle count machines can be complex.
Fortunately, the National Cooperative Highway
Research Program (NCHRP) Report 797 provides
a comprehensive guide to bicycle and pedestrian
volume data collection. The 2014 Report
includes information on how to plan and set up
a count program, count data applications, data
collection planning and implementation, counter
technology types, and case studies.
Over time as count programs grow, traffic
engineers often manage the process, integrating
the program into existing traffic count efforts.
The NCHRP Report 797 provides a detailed guide to
bicycle data collection technologies and applications.
37
Brookings Bicycle Master Plan \\
Chapter 5: Bicycle Network
Connecting bicyclists to destinations is the
primary reason to develop a bicycle network.
Residents, students, and visitors want to be
able to experience Brookings for recreation,
transportation, and sightseeing. Other
reasons include improved safety, increased
ridership, greater livability, and social equity.
A comprehensive network should ensure that
all neighborhoods have convenient access to
bikeways. The planned Brookings 2025 Trail
Loop and 2040 Bicycle Network set short- and
long-term network development goals for the
community, with clear planning horizons to bring
a connected system to bicyclists in Brookings.
Strategy 14: Plan and build the Brookings
2025 Trail Loop
A top priority for a bicycle network is a
recreational trail loop around and through the
heart of Brookings. Reflecting its importance for
the future, the planning horizon for completion
of the 2025 Trail Loop is eight years.
During the public engagement process,
participants expressed deep admiration for the
Allyn Frerichs Trail network. The namesake of the
trail is a former Parks & Recreation Department
director who quietly sought out fortuitous
opportunities to establish a recreational trail for
Brookings residents. His foresight planted the
seed for the 2025 Trail Loop.
Many residents feel excluded from the existing
trail system, because it is largely concentrated
in the southern half of Brookings. Residents
who live north of the railroad and east of 22nd
Avenue have limited opportunities to safely,
comfortably, and conveniently access today’s
trail network.
The benefits of the 2025 Trail Loop would be
multiple, including increased transportation
options, greenway corridor development (along
Six Mile Creek), and heightened community
identity. But one of the most important benefits
for Brookings would be a significant contribution
to its economic development. According to
the Rails to Trails Conservancy7, trails have the
following economic impacts:
»Improved local economies – Bicycling
is a larger economic generator than airline
travel. Local small businesses receive millions
of dollars in trail-related spending, including
hotels, bars/restaurants, gas stations, and
retail storefronts.
»Increased property values – Several
studies have shown the relationship between
the establishment of trails and higher
adjacent property values.
»More jobs per dollar – The design and
construction of trails creates more jobs per
dollar than other types of transportation
infrastructure construction.
»Positive returns for the federal budget
– Because the federal government pays
28% of all health care costs, trail investment
through federal grants helps people build
needed exercise into daily routines, reducing
medical expenditures.
»Greater travel choices – 75% of
Americans feel they “have no choice but to
drive as much as they do” and 67% “would
like more transportation options.”
The Allyn Frerichs Trail
Chapter 5: Bicycle Network
38
\\ Brookings Bicycle Master Plan
Chapter 5: Bicycle Network
»Reduced dependence on oil –
Transportation makes up 71% of our
country’s petroleum use. Switching
some short trips to bicycles means less
consumption of this fossil fuel resource.
Most local hotels are currently located on the
Allyn Frerichs trail, linking visitors to Dakota
Nature Park. The trail also links some residential
neighborhoods with several large employers
near I-29. But there are no direct or safe
connections to two of the top destinations
in town: South Dakota State University and
downtown. The 2025 Trail Loop, shown in Figure
5.1, would provide direct connections to both
locations, in addition to multiple neighborhoods
along the railroad and within the northwest
section of Brookings. Search corridors for each
trail segment were identified by considering the
following factors:
»Connections to regional destinations such
as downtown, SDSU, and the existing Allyn
Frerichs Trail.
»Opportunities to create a greenway (along
Six Mile Creek).
»Crossings of highways or arterials which
provide the greatest potential for safety.
»Location of public property owned by the
City of Brookings and South Dakota State
University.
»Avoidance of bisecting public property in use
for other purposes.
»Adherence to previously adopted planning
documents, including the effort to establish
a north-south US Bicycle Route 55 in eastern
South Dakota.
A similar 13-mile trail loop has been constructed
in Decorah, Iowa with a population of
8,100. Trout Run Trail8 connects the town’s
top destinations including downtown, Luther
College, hotels, city parks, and the state fish
hatchery. An $8.4 million partnership between
the city, county, state, businesses, and individual
donors financed the trail loop, which went from
an idea in 2001 to completion in 2012.
According to a local banker and the president
of the non-profit Trails of Winneshiek, Trout Run
Trail is intended to draw tourists who historically
skipped over Decorah in favor of other nearby
destinations. The trail loop is also a draw for
new residents who are “free agents,” people
who can live wherever they want due to flexible
working arrangements. These people choose
towns for quality of life, and do not necessarily
need or want an office in a large city.
In many instances across the country, trails
operate alongside active rail lines similar to
Brookings’. The Rails-to-Trails Conservancy
is a non-profit which devotes itself to helping
communities develop trails along active or
abandoned railroads. In 2013, the group
completed a report which found 161 rails-
with-trails projects in 41 states, with another
60 projects in development9. The group also
researched how to resolve safety and liability
issues, and has identified productive ways to
work with local railroads.
When the trail loop is complete, it is estimated
that busier segments of the trail would see
between 100 and 400 bicycle and pedestrian
trips per day in the warmer months. Studies
in Minnesota have estimated that counties
similar in size to Brookings County (such as
Nicollet County, 2.5 hours directly east) have
between 360,000 and 380,000 bicycle trips
annually throughout the county, with 700,000 to
720,000 bicycle miles traveled10.
Trout Run Trail runs through the Decorah countryside,
drawing residents and tourists to a serene and bucolic
setting.
39
Brookings Bicycle Master Plan \\
Chapter 5: Bicycle Network
Existing Shared-Use Path
Existing Bike Lane
Existing Shared Lane Markings
Planned Shared-Use
Path in County Master
Transportation Plan
Potential US Bicycle Route 55
Alignment through Brookings
Trail Loop Search Corridor
S O U T H D A K O T A
S T A T E
U N I V E R S I T Y
B R O O K I N G S
R E G I O N A L
A I R P O R T 3RDAVE12TH ST S12TH AVE15TH ST S7TH AVE S8TH ST
11TH ST
20THAVECHRISTINEAVEMEDARY AVE12TH ST S
8TH ST W
17THAVESAllyn Frerichs
Trail
All ynF r er ichs Trail
Allyn Freri c hsTrailAllynF re r i chsTrail8TH ST S
No r t h b r o ok
Pa rk
Mc C r or y
Ga r d en s
Edg e b r o o k
G o l f
Co u r s e
F i s h b ac k
Soc c e r
Pa rk
Da k o ta
Na t u r e Pa r k
C it y -Ow n e d
Wel l he ad
P ro p e r ty
M o u nt a i n
Bi ke P um p P a r kNorthSegmentAlternateSegmentAir
po r t
-Eas t
OptionRailroad Segment
Airport
-WestOpt i o n
0 ½1¼
Miles
2025 Brookings Trail Loop
North 0 1 Miles1/2
TO LAKE BENTON
55
55
TO AURORA
TO VOLGA
TO LAKE SINAI TO SIOUX FALLSTO FARGOFigure 5.1: 2025 Brookings Trail Loop map.
40
\\ Brookings Bicycle Master Plan
Chapter 5: Bicycle Network
Strategy 15: Plan and build the Brookings
2040 Bikeway Network
Traffic engineers often calculate a Level of
Service (LOS) for motorists. This is based upon
the amount of delay experienced by a driver at
intersections along a street, because speed is
assumed to be the primary goal of driving. If a
motorist experiences few intersection delays the
LOS is high, but if congestion is widespread the
LOS is low (see Figure 5.2).
For bicyclists, the primary issue is not necessarily
speed but comfort. A wide array of bicyclists
– mountain bikers, commuters, fitness bikers,
lifestyle riders, road bikers, youth cyclists, and
those who ride a bicycle as their primary means
of transportation – are typically concerned with
comfort or safety. Busy streets usually lead to
discomfort, and so for differing reasons are a
location that both bicyclists and motorists dislike.
In the public engagement process, Brookings
residents expressed the most support for bicycle
facilities which were separate from automobile
traffic, in order to alleviate concerns about being
hit by a motorist. This is reflected in national
polls as well, which show a concern for safety
and a preference for physical separation (see
Figure 5.3 and 5.4).
People desire this separation between bicycles
and automobiles because they visualize the
need to bicycle on busy streets, where jobs,
restaurants, big-box stores, banks, mom-and-
pop shops, and schools are typically located.
These roads are also essential for crossing
barriers like railroads and interstates.
During the public engagement process,
Brookings bicyclists responded to the question,
“Where would you like to ride your bicycle?” by
drawing lines on these streets. Because crashes
Figure 5.2: A future Level of Service (LOS) map of
Brookings for the year 2035. Streets are graded on a scale
of A thru F, with A being free flowing traffic and F being
gridlock. Streets in blue are forecast to be an LOS “C” in
the year 2035, and streets in orange a “D”. Streets with a
poor LOS are often high stress for bicyclists, without proper
bicycle facilities. Credit: Brookings Master Transportation
Plan
Figure 5.3: A national poll taken in 2014 suggests that
over half of people who want to bike more worry about
being hit by a motorist. Credit: People for Bikes
Figure 5.4: The same national poll found that a majority of
people would bicycle more if motorists and bicyclists were
physically separated. Credit: People for Bikes
41
Brookings Bicycle Master Plan \\
Chapter 5: Bicycle Network
in urbanized areas tend to concentrate on busy
thoroughfares, it is important to improve them
into safer environments for all users, including
bicyclists.
But it is also important to acknowledge that not
all streets are made the same – some have less
motor vehicle traffic and lower speeds. When
these quieter roads are needed to create a
regularly spaced network for bicycling, there
is lesser need to build barriers. This greater
degree of comfort can be observed by watching
the behavior of bicyclists, who tend to ride on
sidewalks on busy thoroughfares, but in the road
on local, neighborhood streets.
Factors which were used to determine the
location and type of each bicycle facility on the
2040 Bikeway Network are:
»Approximate ½ mile spacing of bike routes,
with heavier concentrations near the activity
hubs of downtown and SDSU.
»Direct and safe connections between K-12
schools, large employer campuses, big-
box businesses, restaurants, residential
neighborhoods, downtown, and SDSU.
»Locations of existing and future roads on the
2035 Major Streets Plan, as shown in the
Brookings Transportation Master Plan.
»2035 motor vehicle traffic volumes
forecasted in the Brookings Transportation
Master Plan.
»Connections to existing and future shared-
use paths, including the 2025 Trail Loop.
»The need for more separation on busier
streets, and less separation on quieter streets,
as shown in Figure 5.5.
The 2040 Bikeway Network map shown in
Figure 5.6 is intended for use by planners,
engineers, advocates, citizens, and policy
makers. The map serves as a guide for the
development of the network, identifying desired
travel lines based upon the factors previously
listed. The legend identifies the preferred facility
type which would achieve a low-stress outcome
for bicyclists along a particular segment.
Some segments have facility types which
are optional substitutes. These may be used
during the design phase in advance of street
Figure 5.5: This chart, currently in draft form for consideration with an updated version of the American Association of
State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities, illustrates the
facility types which create a lower stress environment for bicyclists, in relation to the amount and speed of automobile
traffic. More separation is associated with busier streets, and less separation is paired with quieter streets.
42
\\ Brookings Bicycle Master Plan
Chapter 5: Bicycle Network
Shared-Use Path or
Separated Bike Lane
Buffered Bike Lanes possible as interim treatment on some corridors
Standard Bike Lane
Advisory Bike Lanes an option
on some corridors
Bicycle Boulevard
Planned Shared-Use
Path in County Master
Transportation Plan
Potential US Bicycle Route 55
Alignment through Brookings
Trail Loop Search Corridor
S O U T H D A K O T A
S T AT E
U N I V E R S I T Y
B R O O K I N G S
R E G I O N A L
AI R P O R T
2ND ST S
3RD ST
1ST ST3RD AVE17TH AVE SOLWIEN ST
11TH ST
8TH ST S 22ND AVEMAIN AVE12TH ST S
20TH ST S 20TH ST S
8TH ST
MEDARY AVE S15TH ST S
WESTERN AVEUS 14/6TH ST
MAIN AVE SMEDARY AVEIN DIA
N
H ILLS
TRAIL ALLYN FRERICHSTRAIL
ALLYN FRER ICHS TRAIL
ALLYN FRERIC H STRAILALLYNFRE RIC HS TRAIL3RD ST
2ND AVE S
17THAVENo rth b r o o k
Par k
M cC r or y
G ar d en s
Ed g e b r o o k
G ol f
Co u r s e
Fi s h b ac k
S oc c er
Pa rk
Dak o ta
Na t u r e
Pa rk
Mo u nt a i n B ike
Pum p P ark
0 ½1¼
Miles
2040 Bikeway Network
North 0 1 Miles1/2
TO AURORA
TO VOLGA
TO LAKE SINAI TO SIOUX FALLSTO FARGO55
55
TO LAKE BENTON
Figure 5.6: 2040 Brookings Bikeway Network map.
43
Brookings Bicycle Master Plan \\
Chapter 5: Bicycle Network
reconstruction, resurfacing, or chip sealing
projects. Opportunities and challenges
toward implementing an appropriate bicycle
facility should be identified, with substitutions
of optional facilities taking place when
advantageous.
In rare instances it may be necessary to explore
alternative segments along parallel streets due to
trade-offs. These typically arise because a low-
stress bicycle facility requires an unacceptable
LOS for motorists, removal of highly valued
on-street parking, or acquisition of prohibitively
expensive right-of-way. The integrity of the
2040 Bikeway Network should be maintained
whenever possible, but exceptions to the rule
may arise and should be thoroughly researched
and documented.
The total proposed bikeway network for
Brookings is 55 miles. Compared to today’s
existing bikeway network of 22 miles, this is
an increase of 33 miles, with five miles of
enhancements also proposed for the existing 22-
mile network. An example of an enhancement
is upgrading a street from shared lane markings
to standard bicycle lanes. Over one-third (37%)
of the 2040 Bikeway Network is composed
of the existing and proposed 2025 Trail Loop
around town. Nearly one-half (42%) of the 2040
Bikeway Network is made up of new bikeways
not located on the 2025 Trail Loop (see figures
5.7 and 5.8).
Figure 5.8: The 2040 Bikeway Network is made up of several categories, including existing shared-use paths, the 2025
Trail Loop, improvements to existing on-street bikeways, and new proposed bikeways.
Brookings 2040 Bikeway Network Miles
Existing & Proposed Trail Loop*21
Other Existing Shared-Use Paths 7
Improvements To Existing On-Street Bikeways 5
Other Proposed Bikeways 23
Total 55
Figure 5.7: The proposed bikeway network totals 55 miles.
*The proposed trail loop includes optional and alternate
segments which may reduce the total trail loop mileage
depending upon planning decisions.
44
\\ Brookings Bicycle Master Plan
Chapter 5: Bicycle Network
Compared to most other small cities under 100,000 in population, the
number of miles is smaller in quantity. However, when comparing the miles
of bikeways to the population of these peer communities, Brookings is on
par, with 24 bikeway miles per 10,000 residents. And when comparing
Brookings to the geographic area of other communities, Brookings is
below average, with four bikeway miles per square mile (Figure 5.9).
Another method for determining the appropriate mileage for the 2040
Bikeway Network is to compare it relative to the total street network, which
is currently 102 miles. The current 22-mile bikeway network is 22% of
today’s street network. The 55-mile 2040 Bikeway Network will represent
54% of today’s street network (although it is assumed that the street
network will grow by the year 2040).
The League of American Bicyclists uses this statistic as one of the
benchmarks for comparing communities to one another, when determining
levels of bicycle friendliness. A 54% statistic would place Brookings
between a platinum and diamond community (Figure 5.10), assuming
that this benchmark remains static (which is unlikely as more communities
across America become more bicycle friendly).
City Population Square Miles Total Bicycle
Network Miles
(Existing + Planned)
Bikeway Miles per
10,000 population
Bikeway Miles per
Square Mile
Grafton, WI 11,500 5 28 24 6
Brookings 22,900 13 55 24 4
Wausau, WI 39,000 19 116 30 6
Wauwatosa, WI 46,400 13 120 26 9
Bellingham, WA 82,600 32 170 21 5
Greeley, CO 93,100 30 198 21 7
Figure 5.9: The future Brookings bikeway network, in comparison to future bikeway networks in other cities under 100,000 in population.
Figure 5.10 The League of American Bicyclists benchmarks the bicycle friendliness of
communities based upon the percentage of their total bicycle network to their total street
network. The full build-out of the 2040 Bikeway Network will place Brookings between
current average ratings for platinum- and diamond-level communities.
% of Bicycle to Street Network
45
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
The Plan is a road map for Brookings to become
a more bicycle friendly community through
a combination of infrastructure and non-
infrastructure strategies. This chapter outlines
the next steps for funding and implementing the
strategies and actions identified in preceding
chapters. Priorities and lead organizations
are also identified. The Plan is intended to
be implemented over the course of the next
23 years, with some higher priority strategies
recommended for implementation in the next
five to ten years.
Strategy 16: Pursue multiple funding options
The City of Brookings should develop a diverse
approach to funding projects, programs, and
policies. Funding for the implementation of the
Plan is likely to come from a variety of sources,
and these are likely to vary by project and year.
The Rails to Trails Conservancy publishes an
exhaustive list of funding sources for bicycle
projects, including federal, state, local, and
private11. Several sources recommended
specifically for Brookings include:
Capital Improvement Program Budget
The City has already funded the shared-use
path network through the Capital Improvement
Program (CIP), and in order to continue
improving bicycling in Brookings, the City
should continue to dedicate funding to projects
that enhance bicycling. The CIP includes a list
of projects, costs, the year of funding, and an
operating budget impact. For bicycling there are
two major areas in the current 2017 – 2021
CIP:
»The Parks Department currently has
$250,000 to $1 million earmarked for
planning and construction of a trail segment
in the northwest quadrant in 2021. This
department also currently sets aside
$50,000 per year for shared-use path repair
and overlay projects.
»The Street Department budget includes chip
sealing, overlay, traffic signal, and road
reconstruction projects. The most efficient
and cost effective way to implement most
bicycle network improvements is through
existing Street Department projects.
Federal Grant Programs
Bicycle infrastructure and programming are
eligible for some federal grant programs. The
US Department of Transportation publishes an
exhaustive list of bicycle-related improvements
which are eligible for various sources of federal
funding12. The City is encouraged to seek and
apply for these funds, but should consider them
only as a partial funding source because grants
are generally competitive and limited. Yet federal
funding sources can finance large infrastructure
projects that the City of Brookings may not be
able to afford otherwise, so these sources are
important to the implementation of the Plan.
Federal funding often requires a supply of
“matching funds” from local agencies, typically
20% of the project’s total cost.
One source of federal funding is the
Transportation Alternatives Program (TAP). TAP
grants fund specific activities that enhance
the “intermodal” transportation system and
provide safe alternative transportation options.
Safe Routes to School projects are also funded
through TAP. Letters of intent are due annually
in July, and applications must be submitted
by September. According to the most recent
application guide, approximately $5.3 million is
available annually in South Dakota:
»“Roughly $2.1 million is available through
a competitive grant process administered
by the South Dakota Department of
Transportation (SDDOT) Office of Project
Development.”
»“Each individual grant may be approved for
a maximum of $400,000 in Federal funds,
Chapter 6: Funding and Implementation
46
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
although SDDOT may approve a larger
amount for phased projects. The minimum
grant for infrastructure projects is $50,000.
There is no minimum for non-infrastructure
projects.”13
The remaining $3.2 million in the TAP program
is earmarked for State of South Dakota projects.
In 2011 and 2012 the City of Brookings applied
for three TAP grants, and received two for Safe
Routes to School education-related projects.
The Recreation Trails Program (RTP) is another
source of federal funding for bicycle projects,
administered through the South Dakota Game,
Fish, and Parks Department. Municipal agencies,
counties, school districts, and state education
institutes are eligible for grants typically in the
range of $40,000 to $60,000. RTP funds may
be used for new construction, land or easement
acquisition, educational projects, maintenance,
equipment, and trailhead facilities. Past grants
have gone to municipalities such as Aberdeen,
Britton, Crooks, Hot Springs, Pierre, Sturgis,
Webster, and Worthing.
City Operating Budget
The operating budget of the City of Brookings is
already a source of funding for bicycle programs
and infrastructure. For example, staff in the
Parks, Engineering, and Streets Departments
design, build, and maintain the existing bicycle
network. Funding for economic development,
police, and the visitor’s bureau also have direct
impacts on the bicycling environment. Each year,
the City should consider how the current annual
operating budget impacts bicycling, with an eye
toward incremental and practical improvements
for the future.
Brookings County
The City of Brookings and Brookings County
have the opportunity to be strong partners in
creating a bicycle friendly community. There
are many opportunities for coordination
and partnership in planning, funding, and
implementation of bicycle infrastructure and
initiatives. Although Brookings County does
not own or operate any roadways within the
Brookings city limits, county roadways exist
leading up to and parallel to the edge of the
city. Brookings County has adopted a Master
Transportation Plan which includes four trail
segments leading into Brookings, as well
as committing to develop a County Trails
Master Plan in 2017 or 2018. Future trail
plans between the County and City should be
coordinated.
The County and City would be ideal partners
to jointly apply for federal grant opportunities.
The Brookings County Health Department may
also be a potential partner for funding bicycling
programs and other programmatic initiatives,
such as Safe Routes to School, mapping,
educational campaigns, and bicycling events.
South Dakota State University
Several funding sources may be available
through South Dakota State University (SDSU).
These could be leveraged to help fund bicycle
infrastructure in Brookings, particularly routes
near or on the campus of SDSU. University
funding sources may include alumni donations,
Brookings County has plans for four trail segments leading
into Brookings, including along the railroad to Aurora and
Volga.
47
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
capital improvements, or operating funds.
Development occurring in the Northwest
Quadrant of the SDSU campus may be ripe with
opportunity for building out portions of the 2025
Trail Loop and 2040 Bikeway Network.
People for Bikes
People for Bikes is a charitable foundation
sponsored by the bicycle industry. The
organization runs a community grant program,
funding projects such as shared-use paths,
mountain bike trails, bicycle parking, and Open
Streets events. Grants of $10,000 are awarded,
and must be matched with local funding of at
least 50%. Grant cycles occur one to two times
annually.
Donations and Charitable Contributions
The City of Brookings and South Dakota State
University have already benefitted from the
generosity of many private donors. In other
communities of a similar size, donations have
contributed funding to bicycle-related projects
and programs. In fact, during the public
engagement process for this Plan, at least one
community member stepped forward to offer
funding for a potential bicycle-related project.
A likely strategy is to launch a community
giving campaign to match other funds for the
construction and maintenance of the 2025 Trail
Loop. Businesses, organizations, foundations,
and individuals could be recognized along a
future segment of path, through plaques and
donor recognition boards. Should Brookings
pursue a bicycle share system, large corporate
donors may be a likely source of sponsorship
funding, similar to programs in other
communities.
Strategy 17: Prioritize implementation of the
2040 Bikeway Network, coordinating with
other projects when possible
This sub-section describes the estimated
implementation costs and timeline for bikeway
facilities on the 2040 Bikeway Network Map,
in addition to three planning and wayfinding
projects not included on the map.
The most prudent and cost effective method
for implementation is to seek out opportunities
related to projects already programmed in
the Brookings CIP. These include overlay,
chip sealing, road reconstruction, and traffic
signal replacement projects. This strategy
regularly eliminates additional costs for bikeway
implementation such as pavement marking
eradication, pavement removals, and pedestrian
ramp replacements, since they are already
included in the CIP project.
The potential for cost savings for each project
has been noted in Appendix C. As future street
repair projects are added to the CIP, bicycle
projects should be coordinated to seek out
further efficiencies.
At times, this method will result in a disjointed
bikeway network, but it is not unusual for cities
to install bikeway networks in this manner, over
the course of several decades. The City should
communicate a clear message to the public
which explains how the bikeway network will
be pieced together between 2017 and 2040,
in an effort to use limited resources in a fiscally
responsible manner (See Figures 6.1, 6.2, and
6.3).
Project prioritization was determined using a
variety of factors, including opportunity projects,
public input, geographic spacing, and funding
opportunities. The results have been organized
into short-term (1 to 8 years), medium-term
(5 to 12 years), and long-term projects (10 to
23 years), and each project is noted as such
in Figure 6.4. Most projects are split into sub-
projects in order to take advantage of street
repair opportunities.
A plaque on a trail bridge structure in Decorah, Iowa
recognizes the contributions of private donors.
48
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
Shared-Use Path or Separated Bike Lane
Buffered Bike Lanes possible as
interim treatment on some corridors
Standard Bike Lane
Advisory Bike Lanes an option
on some corridors
Bicycle Boulevard
Planned Shared-Use
Path in County Master
Transportation Plan
Potential US Bicycle Route 55
Alignment through Brookings
Trail Loop Search Corridor
S O U T H D A K O T A
S T AT E
U N I V E R S I T Y
BR O O K I N G S
R E G I O N A L
AI R P O R T
2ND ST S
17TH AVE S8TH ST
US 14/6TH ST
20TH ST S
8TH ST S
IN DIA
NH ILL
S
TRAIL ALLYN FRERICHSTRAIL
ALLY NFR ERICHS TRAIL
ALLYN FRERIC HSTRAILALLYNFR E RI C H STRAILNor th b r o o k
Pa rk
Mc C r ory
G a r d ens
Ed ge b r o o k
Go l f
Co u r s e
Fi sh b ac k
S oc c er
Pa rk
Da k o t a
Na tu re
Pa rk
M o u n t a i n B i k e
P um p P a r k
0 ½1¼
Miles
Short-Term Network:
2017–2025
North 0 1 Miles1/2
TO AURORA
TO VOLGA
TO LAKE SINAI TO SIOUX FALLSTO FARGO55
55
TO LAKE BENTON
Figure 6.1: Brookings Short-Term Network map.
49
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
Shared-Use Path or
Separated Bike Lane
Buffered Bike Lanes possible as interim treatment on some corridors
Standard Bike Lane
Advisory Bike Lanes an option
on some corridors
Bicycle Boulevard
Planned Shared-Use
Path in County Master
Transportation Plan
Potential US Bicycle Route 55
Alignment through Brookings
Trail Loop Search Corridor
S O U T H D A K O T A
S T AT E
U N I V E R S I T Y
BR O O K I N G S
R E G I O N A L
AI R P O R T
2ND ST S
3RD ST
17TH AVE S20TH ST S
8TH ST
US 14/6TH ST
20TH ST S
8TH ST S
IN DIA
NH ILL
S
TRAIL ALLYN FRERICHSTRAIL
ALLY NFR ERICHS TRAIL
ALLYN FRERIC HSTRAILALLYNFR E RI C H STRAIL3RD ST
2ND AVE S
17THAVENor t hb r oo k
Pa r k
Mc C r ory
G a r d ens
Ed ge b r o o k
Go l f
Co u r s e
Fi sh b ac k
S oc c er
Pa rk
Da k o t a
Na tu re
Pa rk
M o u n t a i n B i k e
P um p P a r k
0 ½1¼
Miles
Medium-Term Network:
2021–2029
North 0 1 Miles1/2
TO AURORA
TO VOLGA
TO LAKE SINAI TO SIOUX FALLSTO FARGO55
55
TO LAKE BENTON
Figure 6.2: Brookings Medium-Term Network map.
50
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
Shared-Use Path or
Separated Bike Lane
Buffered Bike Lanes possible as interim treatment on some corridors
Standard Bike Lane Advisory Bike Lanes an option on some corridors
Bicycle Boulevard
Planned Shared-Use
Path in County Master
Transportation Plan
Potential US Bicycle Route 55
Alignment through Brookings
Trail Loop Search Corridor
S O U T H D A K O T A
S T AT E
U N I V E R S I T Y
BR O O K I N G S
R E G I O N A L
A I R P O R T
2ND ST S
3RD ST
1ST ST3RD AVE17TH AVE SOLWIEN ST
11TH ST
8TH ST S 22ND AVEMAIN AVE12TH ST S
20TH ST S 20TH ST S
8TH ST
MEDARY AVE S15TH ST S
WESTERN AVEUS 14/6TH ST
MAIN AVE SMEDARY AVEIN DIA
N
H ILL
S
TRAIL ALLYN FRERICHSTRAIL
ALLY NFRERICHS TRAIL
ALLYN FRERIC H STRAILALLYNFRER IC HS TRAIL3RD ST
2ND AVE S
17THAVENor th b r o o k
Par k
M cC r or y
G ar den s
Edg e b r o o k
G o l f
Co u r se
F is h ba ck
S oc ce r
Pa rk
Da k o ta
Na t u r e
Pa rk
Mo u n t a i n B i ke
P u m p Pa r k
0 ½1¼
Miles
Long-Term Network:
2027–2040
North 0 1 Miles1/2
TO AURORA
TO VOLGA
TO LAKE SINAI TO SIOUX FALLSTO FARGO55
55
TO LAKE BENTON
Figure 6.3: Brookings Long-Term Network map.
51
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
Planning-level cost estimates have been
developed for each bikeway facility type.
Per-mile cost estimates were developed
conservatively – in some cases projects will cost
less, especially when incorporated into a larger
project. For example, when incorporating a bike
lane striping project into a planned resurfacing
or seal coating project, up to $19,000 per
mile in cost savings may be realized in unspent
pavement marking eradication, mobilization,
and engineering items. Note that updated
engineering cost estimates will need to be
developed for each project during detailed
design.
Design considerations should include, but are
not be limited to, motor vehicle speed, motor
vehicle traffic volumes, anticipated users,
minimizing conflicts between users, right-of-
way width, tree preservation, parking retention/
removal, intersection controls (stoplight, stop
sign, uncontrolled), utilities, intersections
(driveways, roadways, shared-use paths), sight
triangles, design speed, lighting, and effects to
historic and private property.
A summary of the project types estimated are
listed in Figure 6.4. A more detailed description
of the work included in each project type follows.
Estimates generally include engineering and
crew mobilization costs wherever applicable, but
they do not include right-of-way acquisition or
inflation.
Project Type Planning-Level Cost Estimate, per mile
Bicycle Boulevard*$45,000 –$163,750
Buffered Bicycle Lanes $55,800 –$77,500
Corridor Planning Study (1) – Along Existing Street $13,500 –$18,750
Corridor Planning Study (2) – Along Independent Trail
Alignment $11,700 –$16,250
Separated Bicycle Lanes $547,200 –$760,000
Shared-Use Path (1) – Along Existing Street $492,300 –$683,750
Shared-Use Path (2) – Along 2025 Trail Loop $441,900 –$613,750
Shared-Use Path (3) – Substitute 5' Concrete Sidewalk With 8'
Asphalt Path In A Planned Reconstruction Project $112,500 –$156,250
Standard Bicycle Lanes $48,600 –$67,500
Standard Bicycle Lanes (With Extended 5' Gutter Pan)$515,700 –$716,250
Stoplight (1) – Add Ramp Widening To A Planned Signal
Replacement Project $12,600 –$17,500
Stoplight (2) – Add Ramp Widening, Bicycle Push Buttons, And
Bicycle Signal Head To A Planned Signal Replacement Project $14,400 –$20,000
Stoplight (3) – Add Bicycle Push Button Pedestals To A Planned
Signal Replacement Project $1,800 –$2,500
Wayfinding – Existing Shared-Use Path $12,600 –$17,500
Figure 6.4 Planning-level cost estimates for bikeway projects reflect a high-level approximation. Costs may increase or
decrease substantially based on future engineering analysis.
* Low price range for bicycle boulevard does not include traffic calming features.
52
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
Bicycle Boulevard: Includes the addition of two
large epoxy bike symbols and two signs per
block along with traffic calming features.
Traffic calming examples include occasional
speed humps and curb extensions. Note that
the addition of bike symbols only, without
addition of traffic calming features, would incur
significantly lower costs.
Buffered Bicycle Lanes: Includes bicycle lane
markings as noted with standard bicycle lanes,
with the addition of a painted buffer between
bicycle lanes and vehicle lanes.
Corridor Planning Study – Along Existing Street:
Includes an analysis of existing conditions, a
more robust public engagement process, and
a project layout and typical sections (30%
complete plans).
Corridor Planning Study – Along Independent Trail
Alignment: Includes an analysis of existing
conditions, a less robust public engagement
process, and a project layout and typical
sections (30% complete plans).
Separated Bicycle Lanes: Includes relocation of an
existing six-foot concrete sidewalks with adjacent
sidewalk-level, one-way, asphalt bicycle paths.
Requires grading, utility adjustment, and traffic
control measures.
Shared-Use Path (1) – Along Existing Streets:
Includes eight-foot path with signage and
more widespread intersection crossing/curb
ramp improvements, along with drainage and
landscaping.
Shared-Use Path (2) – Along 2025 Trail Loop: Includes
ten-foot path with signage and infrequent
intersection crossing/curb ramp improvements,
along with drainage and landscaping.
Shared-Use Path (3): Substitute an eight-foot
asphalt path for a five-foot concrete sidewalk
along an already-planned road reconstruction
project.
Standard Bicycle Lanes: Includes epoxy bicycle
lane markings in both directions with bicycle
lane signs, along with green conflict markings at
intersections. May be substituted with advisory
bicycle lanes on streets with lower traffic
volumes.
Standard Bicycle Lanes with Extended Gutter Pan:
Includes standard bicycle lanes as noted above,
but includes removal of existing curbs and
gutters and the adjacent section of asphalt
roadway, and replacement with five-foot-wide
concrete gutter pans.
Stoplight (1): Includes the addition of two
widened curb ramps with a planned signal
project, in order to facilitate the installation of a
future shared-use path.
Stoplight (2): Includes the addition of two
widened curb ramps with a planned signal
project, in order to facilitate the installation of
a future shared-use path. Also includes bicycle
push buttons and bicycle signal heads.
Stoplight (3): Includes the addition of curbside
bicycle push button pedestals facing into the
street for use from standard bicycle lanes.
Wayfinding: Includes the addition of wayfinding
kiosks and signs to an existing shared-use path.
Project costs in Appendix C were calculated
using the planning-level cost estimates shown
in Figure 6.4. Each project is illustrated in
Appendix C, with a project number, priority level,
a range of cost estimates, opportunity project
details, the possibility for project coordination
cost savings, and likely considerations that
should be included during project design.
A wayfinding kiosk on a regional trail in Richfield, MN.
53
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
Strategy 18: Increase maintenance funding
when implementing new bicycle infrastructure
Whenever public infrastructure is placed into
service, whether it is a building, equipment,
road, or trail, maintenance funding is
needed. Oftentimes this is not considered and
maintenance is absorbed within existing staff
resources and operating budgets. A lack of
maintenance can then result in higher long-term
costs, with premature replacements required due
to a lack of regular maintenance.
For shared-use paths, the primary maintenance
need is pavement preservation. The lifespan of
shared use paths can be significantly extended
with the provision of ongoing preventative
maintenance, which reduces the frequency of
expensive overlays or reconstruction processes
(Figure 6.5). Preventative maintenance includes
strategies such as crack sealing, fog sealing,
and micro surfacing. Keeping consistent records
of pavement conditions of shared-use paths
helps to track past shared-use path maintenance
and predict future needs. See Figure 6.6 for
an example maintenance program. Conditions
of shared-use paths can be tracked by using
Figure 6.5 Trail Pavement Management Costs, from the Minnesota Local Road Research Board’s “Maintenance of
Recreational Trails” Presentation. (SY is an abbreviation for Square Yard.)
Credit: City of Rochester, MN.
54
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
a pavement conditions index (PCI) rating
system, which aids in the estimation of annual
maintenance costs and future pavement
management needs.
The per-mile cost of pavement preservation for
an eight-foot shared-use path is the following:
Crack sealing
»$2,200-$5,500 per mile
»Or $0.47 to $1.17 per square yard
Fog sealing
»$1,700-$4,700 per mile
»Or $0.35 to $1.00 per square yard
Microsurfacing
»$15,700-$19,000 per mile
»Or $3.35 to $4.00 per square yard
2” Bituminous Overlay
»$53,000 per mile
»Or $100 per ton
»Does not include gravel shouldering or
other ancillary costs
Reconstruction
»$350,000-$550,000 per mile
»Or $75 to $125 per square yard
»Costs may vary significantly based on
scope of reconstruction
Pavement preservation costs are in 2015 dollars,
from Twin Cities metropolitan area contractor
bids on trail resurfacing projects. Costs vary
primarily on the scale of the work being done.
Lower bid prices can be realized with larger
quantities of work or when trail repairs are done
in conjunction with street repairs.
Another typical maintenance cost of shared-use
paths is plowing in winter. As demand grows for
winter bicycling (and walking), Brookings may
want to add this service, as other municipalities
have done. In an average year Brookings has
nine snow events with greater than one inch of
snow, although according to climatology data
this varies annually from zero to 24.
The per-mile cost estimate for plowing an 8’
wide shared-use path is $25 to $250 per snow
Figure 6.6 Pavement preservation timeline, based on the Minnesota Local Road Research Board’s “Preventative Maintenance for Recreational Trails” report.
A pickup truck plows a bicycle path.
55
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
event, based on Twin-Cities-area municipal
snow removal costs. The wide disparity in costs
depends upon how agencies staff and equip
for trail snow removal. The low range is using
existing forces and equipment, typically after
other roadway snow removal tasks are complete.
The high range is for dedicated bikeway
snow removal staff positions, with specialized
equipment solely for the purpose of trail snow
removal.
Pavement markings are another source of often-
needed maintenance funding. For on-street
bicycle lanes and bicycle boulevards, bicycle
symbols and green pavement markings are the
most time- and cost-intensive pavement marking
features. All cost estimates included in Appendix
C assume that projects would include epoxy
painted symbols and green markings. Epoxy
paint typically lasts for two to four years.
Pavement markings consist of lines, arrows,
symbols, and cross-hatchings that delineate or
symbolize bikeway facilities. There are a variety
of pavement marking options available, with
varying costs, lifespans, and retro reflectivity
qualities. In general, lower-cost pavement
markings such as latex and epoxy paint have
a shorter lifespan and require more frequent
reapplication. More expensive pavement
markings, such as thermoplastics or preformed
tape, tend to have greater durability and
require less frequent reapplication. Higher-cost
pavement markings also tend to have greater
retro reflectivity, which is useful for both bicyclists
and motorists to clearly see striping and other
pavement markings in dark conditions at night.
Figure 6.7 summarizes these trade-offs.
Thin thermoplastic markings are also often
heated on top of recent overlays or chip seal
projects. Since recessing pavement markings
can often double the cost of thermoplastic
installation, heated applications are gaining in
popularity, with little evidence of snow plows
scraping them away during snow removal
operations.
Strategy 19: Implement programs and policies
in a prioritized manner
Chapter 4: Policies and Programs lays out
strategies and actions that support the growth of
bicycling throughout the city. In Figure 6.8, each
action is coupled with partners. Strategies are
listed in order of priority, as determined through
the public engagement process detailed in
Appendix D.
Conclusion:
Brookings has a bright future as a leader in
bicycling. Using the Plan as a guide will facilitate
the City’s vision to become a Platinum-Level
Bicycle Friendly Community by the year 2040.
Figure 6.7 This chart breaks down the benefits and trade-offs between various types of pavement markings.
Thin thermoplastic markings through an intersection show
where bicyclists should ride.
56
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
Strategies and Actions Partners
Strategy 1: Support Safe Routes to School (SRTS) planning and programs at all schools in Brookings
Action 1a Further develop bicycle-related curriculum at all schools.Brookings School District/Brookings Bicycle
Advisory Committee (BBAC)/Police
Action 1b Publish Safe Routes to School Plans for each school.Brookings School District/Engineering/
Community Development
Strategy 2: Enforce bicycling traffic laws for bicyclists and motorists
Action 2a Review and update existing laws and ordinances that affect bicyclists.City Attorney/City Council/City Clerk/Police/
BBAC
Action 2b Train law enforcement officers on bicycle-related traffic laws.Brookings Police/SDSU Police
Action 2c Create, print, and distribute pocket-sized law cards Brookings Police/SDSU Police/BBAC
Action 2d Phase in enforcement with warnings, then citations Brookings Police/SDSU Police
Action 2e Create and offer a ticket diversion program for bicyclists and motorists Brookings Police/SDSU Police/BBAC
Strategy 3: Develop a comprehensive approach to bicycling education
Action 3a Distribute pocket-sized Smart Cycling Quick Guides for bicyclists.Police/Parks & Recreation/City Clerk/BBAC/
SDSU/Convention & Visitors Bureau (CVB)
Action 3b Incorporate bicycling into SDSU student orientation in Brookings.SDSU/BBAC/Police
Action 3c Develop and distribute a "Share the Road" educational campaign tailored to Brookings,
using posters, online videos, and audio recordings.City Clerk/BBAC/Police/SDSU
Figure 6.8: Strategies and actions of the Brookings Bicycle Master Plan. Strategies are listed in order of priority, as determined through the public engagement process detailed in
Appendix D.
57
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
Strategies and Actions Partners
Strategy 3: Develop a comprehensive approach to bicycling education (continued)
Action 3d Host trainings for local "League Certified Instructors."BBAC/City Clerk/Police
Action 3e Offer bicycle skills and adventure classes.Parks & Recreation/BBAC
Action 3f Train municipal and school employee drivers on how to operate safely around bicyclists.
SDSU/Brookings School District/Street
Department/Human Resources/Police/SDSU/
Brookings School District/Brookings Area
Transit Authority
Action 3g Develop educational materials and educate the public about how to use new bikeway
facilities.
Parks & Recreation/Engineering/City Clerk/
BBAC
Strategy 4: Organize and promote bicycle-related events
Action 4a Organize and carry out an annual "Open Streets" event.Downtown Brookings Inc./BBAC/CVB/City
Clerk
Action 4b Increase the number of bicycle-related events.BBAC/City Clerk/BBAC
Strategy 5: Develop, adopt, and integrate a Complete Streets policy
Action 5a Develop and adopt a Complete Streets policy.City Council/City Clerk/BBAC/Engineering/
Community Development
Action 5b Integrate the adopted Complete Streets policy.Engineering/Community Development
Figure 6.8 (continued): Strategies and actions of the Brookings Bicycle Master Plan. Strategies are listed in order of priority, as determined through the public engagement process
detailed in Appendix D.
58
\\ Brookings Bicycle Master Plan
Chapter 6: Funding and Implementation
Strategies and Actions Partners
Strategy 6: Promote the bicycle facility network
Action 6a Create and distribute a print and online bicycle facility network map.CVB/Engineering/Parks & Recreation/BBAC
Action 6b Develop and maintain a webpage for bicycling in Brookings.City Clerk/BBAC/Parks & Recreation
Strategy 7: Implement and enforce subdivision regulations that support bicycling
Action 7a Amend subdivision regulations to support bicycling.BBAC/Community Development
Strategy 8: Increase the number of organizations participating in the Bicycle Friendly Business (BFB) program
Action 8a Submit Bicycle Friendly Business applications for the City of Brookings and SDSU.City of Brookings/SDSU/BBAC/SDSU Bicycle
Committee
Action 8b Find bicycle champions to submit Bicycle Friendly Business applications for other
organizations.Chamber of Commerce/BBAC
Strategy 9: Employ temporary demonstrations to promote and pilot new bicycle infrastructure
Action 9a Identify and carry out short-term events to pilot separated bicycle lanes.Engineering/City Clerk/BBAC/Chamber of
Commerce/CVB
Action 9b Identify and carry out long-term bicycle-related demonstration projects.Engineering/Parks & Recreation/Police/BBAC
Strategy 10: Increase City staff attention to bicycling issues
Action 10a Continue to integrate bicycling into existing City staff roles.City of Brookings
Action 10b Hire a part-time bicycle coordinator.City of Brookings
Figure 6.8 (continued): Strategies and actions of the Brookings Bicycle Master Plan. Strategies are listed in order of priority, as determined through the public engagement process
detailed in Appendix D.
59
Brookings Bicycle Master Plan \\
Chapter 6: Funding and Implementation
Strategies and Actions Partners
Strategy 11: Evaluate the possibility of a bike share system
Action 11a Conduct a bike share feasibility analysis.Parks & Recreation/Engineering/BBAC/
SDSU/Chamber of Commerce/CVB
Strategy 12: Develop a bicycle crash evaluation program
Action 12a Determine the type of crash data already being collected.Engineering Department/Brookings Police/
SDSU Police
Action 12b Initiate a system for reporting non-motorist related crashes.Engineering/Police
Action 12c Analyze crash data to inform educational messages and engineering design.Engineering/Police/BBAC
Strategy 13: Create a bicycle count program
Action 13a Identify 10 to 14 locations to gather count data BBAC/City Clerk/Engineering/Parks &
Recreation
Action 13b Solicit and train volunteers to conduct manual counts at select locations Internship program/SDSU/BBAC/City
Clerk/Engineering
Action 13c Analyze initial count data and determine next steps for the program Consultants/Engineering/City Clerk/BBAC
Figure 6.8 (continued): Strategies and actions of the Brookings Bicycle Master Plan. Strategies are listed in order of priority, as determined through the public engagement process
detailed in Appendix D.
60
\\ Brookings Bicycle Master Plan
\\ Endnotes
1. http://bikeleague.org/bfa
2. https://www.fhwa.dot.gov/environment/bicycle_edestrian/publications/sidewalk2/sidewalks214.cfm
3. http://mutcd.fhwa.dot.gov/htm/2009/part9/part9c.htm#section9C07
4. https://www.adventurecycling.org/routes-and-maps/us-bicycle-route-system/national-corridor-plan/
5. http://www.dot.state.mn.us/bike/research/documents/2015-BikePedCountVolunteerTraining.pdf
6. https://humanresources.umn.edu/exercise-and-fitness/bike-commuter-program
7. http://www.railstotrails.org
8. http://troutruntrail.com/
9. http://www.railstotrails.org/resource-library/resources/americas-rails-with-trails/
10. http://www.dot.state.mn.us/bike/research/documents/econ-impact/bike-infrastructure-use.pd
11. https://www.railstotrails.org/build-trails/trail-building-toolbox/acquisition/financing-and-funding/#private
12. http://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/funding_opportunities.cfm
13. South Dakota Transportation Alternatives (TAP) Program: http://www.sddot.com/services/transalt/SDDOTTAPSummaryandApplicationGuide.pdf
BICYCLE MASTER PLAN
February 2017
Appendix A: Community Engagement Report
Engagement Strategies, Participant Interactions, and Key Findings
September 2016
A bicycle parked outside the Brookings Activity Center during the community workshop on September 14, 2016
Page | A-2
Appendix A: Community Engagement Report – September 2016
Contents
Executive Summary ...................................................................................................................................................... A-4
Introduction ................................................................................................................................................................... A-5
Strategies for Engaging Brookings Community Members ................................................................................... A-6
Strategy 1: Listening Sessions ................................................................................................................................ A-6
Coffee group participants .................................................................................................................................. A-6
City Staff ................................................................................................................................................................ A-7
Large employers ................................................................................................................................................... A-7
Chamber and Visitors’ Bureau ......................................................................................................................... A-8
School Faculty, Staff, and Parents .................................................................................................................... A-8
Brookings Bicycle Advisory Committee ........................................................................................................ A-9
Strategy 2: Community Workshop ...................................................................................................................... A-9
Strategy 3: South Dakota State University Event ........................................................................................... A-16
Strategy 4: Online Surveys and Interactive Maps ........................................................................................... A-17
Strategy 5: Promotion and communications .................................................................................................... A-19
Participant Interactions ............................................................................................................................................. A-20
Bicycling Habits ....................................................................................................................................................... A-20
Gender ...................................................................................................................................................................... A-21
Age ............................................................................................................................................................................. A-21
Race ........................................................................................................................................................................... A-22
Key Findings ................................................................................................................................................................. A-22
Theme 1: Education for everyone ...................................................................................................................... A-23
Theme 2: Comfortable and convenient bikeways .......................................................................................... A-25
Unmarked Shared Lane .................................................................................................................................... A-27
Shared Lane Marking ......................................................................................................................................... A-28
Bicycle Boulevard ............................................................................................................................................... A-29
Bike Lane ............................................................................................................................................................. A-30
Buffered Bike Lane ............................................................................................................................................ A-31
Separated Bike Lane (with flexposts) ............................................................................................................ A-32
Separated Bike Lane (with parking, curb, and landscaping) ..................................................................... A-33
Two-way separated bike lane ......................................................................................................................... A-34
Shared Use Path ................................................................................................................................................. A-35
Theme 3: Bicycling and the economy ................................................................................................................ A-36
Theme 4: Prioritizing the Bicycle Network ..................................................................................................... A-37
Page | A-3
Appendix A: Community Engagement Report – September 2016
Origins/destinations .......................................................................................................................................... A-39
Problem areas ..................................................................................................................................................... A-40
Routes I currently Ride .................................................................................................................................... A-41
Routes I would like to Ride ............................................................................................................................. A -42
Bicycle Parking ........................................................................................................................................................ A-43
6th Street (US Highway 14) recommendation ................................................................................................ A-44
Page | A-4
Appendix A: Community Engagement Report – September 2016
Executive Summary
In September 2016, nearly 900 participant interactions took place to inform the Brookings Bicycle
Master Plan:
80 people signed in at the Community Workshop on September 14
58 people participated in activities at SDSU
41 people engaged in hour-long listening session discussions
515 people completed the online survey
200+ people used the online interactive map
Throughout the process, 600 people told us about their bicycling habits:
42 people (7%) never ride a bicycle
227 people (37%) ride a few times a month or less
225 people (36%) ride a few times a week
107 people (17%) ride at least once a day
Themes which emerged during the process included:
There is a need for more bicycle-related education. While the Brookings School District
is a leader when it comes to educating youth about bicycle riding, there are gaps for K-3 and
SDSU students. Adults also need education, especially regarding the interaction between driving
and bicycling.
People are most comfortable riding on bicycle facilities which have separation with
automobile traffic. No matter the riding habits of participants, people heavily favored riding
on shared use paths and other types of bicycle facilities with physical separation.
Bicycling can help the local economy. Many participants discussed ways in which bicycling
could contribute to economic activity. From catering to out-of-town visitors, to improving the
health of workers at large employers, bicycling will improve the economic vitality of Brookings.
Bicycle facilities need to be improved, particularly along busy thoroughfares.
Participants consistently expressed a desire to be able to ride along Brookings’ busiest streets,
such as 6th Street, 22nd Avenue, Main Avenue, and Medary Avenue. Existing problem spots are
also concentrated in heavily trafficked locations.
Bicycle parking is most needed in business-related locations throughout Brookings. Downtown was the
number one location (cited 140 times), followed by Hy-Vee, strip malls, various city parks, and Wal-
Mart.
The results of community engagement have aided the project team about which elements to include in
the forthcoming Draft Bicycle Master Plan. These include design guidelines for various bicycle facility
types, as well as policies and programs to improve the bicycling environment.
These results have also helped to inform a recommendation for the planned reconstruction of 6th Street
(US Highway 14) between Main Avenue and Medary Avenue. Based on respondents’ preferences to
bicycle on busy thoroughfares using facilities with greater separation, a multi-use trail is recommended.
Page | A-5
Appendix A: Community Engagement Report – September 2016
INTRODUCTION
The purpose of the community engagement report is to summarize the approach to and results of
engaging the community members around the Brookings Bicycle Master Plan in September 2016. The
themes that emerged from the voices of community members will tee up the focus areas for further
analysis and recommendations in the plan.
A successful bicycle master plan must have stakeholder input and buy-in for the final recommendations
and priorities. This begins by relying on community member input to determine what problems need to
be solved, and generate solutions. This also involves assessing the priorities of community members to
ensure plan recommendations are in response to the issues identified by community members as well as
those responsible for working toward implementation.
Illustration of plan development process: community input informs key findings which lead to recommendations and implementation
strategies
In September 2016, there were over 1,000 participant interactions that resulted in recorded input. For a
community the size of Brookings, this is a relatively high rate of participation and does not include
passive participation such as website clicks, reading an article about the plan, or listening to a
presentation. The participants represented a range of bicycling habits which helps account for potential
bias about the various topics. Finally, the community input resulted in the detection of patterns in a
number of topics, specifically summarized into four key themes: education, facility comfort, the local
economy, and a vision for a connected, safe, and convenient network.
Approximately fifteen community members shown conversing, reviewing materials, and marking up maps inside the Brookings Activity
Center during the community workshop on September 14, 2016
Community Engagement Report
Community input Key findings Recommendations Implementation
strategies
Page | A-6
Appendix A: Community Engagement Report – September 2016
STRATEGIES FOR ENGAGING BROOKINGS COMMUNITY MEMBERS
The Brookings Bicycle Master Plan is intended to reflect the vision and goals of the community as a
whole, not just those who explicitly identify as a “bicyclist”. By uncovering the issues and ideas from
community members with indirect interest in bicycling, the plan recommendations will better reflect
more universal Brookings values and priorities. For example, while a director of a wellness program at a
large employer may not identify as bicyclist, there are many reasons she or he may have a financial
interest in increasing bicycling trips for insurance costs, a healthy and alert workforce, and employee
retention.
Oftentimes communities have widespread interest in bicycling, but limited time to devote to meetings
and volunteer opportunities, making it difficult to gauge public opinion through conventional public
meetings. Making engagement easy, tailored, inviting, and fun helps reach people who may care, but who
are generally less vocal on a single issue like bicycling. It was important for the project team to use a
range of strategies to solicit feedback from community members.
This section summarizes the strategies used to engage a range of community voices, why the strategies
were selected, and how input was recorded. Subsequent sections depict the participant interactions in
greater detail as well as the key findings.
Strategy 1: Listening Sessions
In September, Toole Design Group conducted a series of listening sessions. The goals of the listening
sessions were to learn about the varying perspectives of stakeholders, generate initial buy-in, and
identify partnership opportunities for the Brookings Bicycle Master Plan. City staff assisted with targeting
invitations to people associated with specific groups either based on personal interests or professional
expertise.
TDG staff facilitated the listening sessions with a general focus on three key pieces of information: what
is working well for bicycling in Brookings, what is not working well for bicycling in Brookings, and what
ideas people have for improving the bicycling environment.
The following sections summarize the participant groups and key themes from the conversations. The
listening session information informed the key findings summarized in greater detail later in the report.
COFFEE GROUP PARTICIPANTS
The project team sought to engage community members who don’t identify explicitly as bicycle
stakeholders, or who may not have general buy-in for the development and implementation of the
Brookings Bicycle Master Plan (Plan). Based on initial discussions with the Brookings Bicycle Advisory
Committee and City staff, it seemed concerns about the Plan lie mainly with individual citizens rather
than a formal group. In order to reach these community members, the project team invited 20
community members who regularly meet for coffee who may be interested in telling the project team
their concerns. The main purpose of this listening session was to listen and record the top concerns
people have about the initiative. Three community members attended the coffee chat at Perkins
Restaurant on the morning of September 15, 2016.
Key themes from the conversation include:
A need for education and respect to achieve safety in the community from all members
Pride in the education and bicycling rates of school children
Trails are valued
High speed and traffic roadways are problematic
Page | A-7
Appendix A: Community Engagement Report – September 2016
Cost should be carefully considered
CITY STAFF
In addition to community outreach, the project team invested in conducting “inreach” with
potential/future implementers of the Plan early in the plan development process. Sometimes, priorities
and recommendations that develop in a bicycle master plan process involve changes to the way staff are
accustomed to doing things in their department. For example, as a result of the community engagement
process, a Plan recommendation may be to install a type of bicycle facility that hasn’t been used in the
community before. This type of recommendation may raise concerns with staff regarding budget,
maintenance, materials, and design guidance.
Discussing internal staff concerns regarding implementation early in the process can give the project
team a head start on developing ways to address concerns in the planning process. Additionally, in
some cases it can help guide the project team in their messaging about challenges or opportunities with
particular policy, project, or program recommendations. For these reasons, the project team convened
staff most likely to be impacted by recommendations from the Bicycle Master Plan to learn about their
ideas, concerns, and questions.
This listening session had staff representation from the city engineer, community development director,
parks and forestry director, street superintendent, and the police chief. In addition, the city manager
participated in an interview with the project team.
Key themes from the conversation include:
Interdepartmental coordination is already well established between parks, community
development, engineering, enforcement and maintenance in other areas.
The trails system is well-used, but underfunded for maintenance.
Safety education in public schools is strong.
Education is needed for both drivers and bicyclists.
There is a recognition of an increased interest in bicycling in the community.
Parking is a contentious topic, and has history seated in bicycle-related initiatives.
Expectations should be managed in a realistic manner.
There is opportunity/challenge to encourage developers to invest in bicycle infrastructure.
An updated bicycle map is needed.
There is a need for bicycle design guidelines.
Pragmatic and prioritized recommendations would be highly welcomed by staff to ensure
strategic resource allocation and buy-in.
LARGE EMPLOYERS
Based on discussions with City staff as well as BBAC members, the project team engaged large
employers in the community in a listening session to gain a better understanding of what opportunities
they view for increasing bicycling participation. Representatives from Daktronics, 3M, Larson
Manufacturing, Swiftel Center, SDSU Facilities Management, and Brookings Health System participated in
the listening session.
Key themes from the conversation include:
The nature trail, pump park, a long bicycling season, bicycle shops, and bicycle rentals are highly
valued as community assets.
Page | A-8
Appendix A: Community Engagement Report – September 2016
Large employers recognize the strong role bicycle-friendliness plays in employee retention and
employee health (resulting in lower insurance costs).
Bicycle facility comfort and connectivity need improvement to achieve higher rates of bicycle
commuting.
Crossing I-29 to reach large employment centers is a large barrier for bicycle commuting.
Education is needed for both drivers and bicyclists to encourage mutual respect.
CHAMBER AND VISITORS’ BUREAU
The project team facilitated a listening session focused on the challenges and opportunities expressed by
businesses and economic development professionals. These perspectives can be influential in the level of
buy-in from the community and can benefit from two-way conversations about how increases in bicycle
investment have played out in other communities. Representatives from the Chamber board, the
Downtown Brookings, Inc., the Hampton Inn, the activities director for schools, and the Swiftel Center
participated in the listening session on September 14.
Key themes from the conversation include:
Encouragement events such as the mayor’s bike ride, Arts in the Park, and biking to sporting
events are transformative for raising awareness about bicycle assets in the community.
Wayfinding, signage, and an updated bicycle map would make a huge difference for encouraging
visitors and community members to bicycle, and to attract business.
There are currently people who bring bikes to the Hampton Inn to bicycle into town, but there
is a lot of opportunity to further encourage and accommodate those trips.
Economic value of investing in bicycling is recognized by downtown businesses (as long as
parking isn’t removed).
There is interest in bike share as an economic development catalyst with a market from visitors
who may not bring a bike to town, but want to experience Brookings by bicycle.
SCHOOL FACULTY, STAFF, AND PARENTS
Engaging community members who work with children and parents in a listening session was intended
to generate ideas for the plan. The project team met with bicycle education experts from an after
school program, two public schools, and the Hillcrest PTA.
Key themes from the conversation include:
Existing trails in the nature park, Indian Hills, and quiet residential streets are suitable for
bicycling, but lack of connectivity is a problem.
There is a sense of pride from community members around seeing larger groups of children on
bicycles, especially with bicycle safety education integrated into the school curriculum.
There are safety issues at arrival and dismissal.
City staff and the Police have been responsive to safety requests regarding maintenance and
crossing assistance.
While Safety Town and 4th-8th grade bicycle education is strong, there is a gap for younger
elementary school children.
Income disparities should be considered in program funding.
More staff and bicycles are needed for bicycle programs in P.E. class.
Page | A-9
Appendix A: Community Engagement Report – September 2016
BROOKINGS BICYCLE ADVISORY COMMITTEE
After the other listening sessions, the community workshop and the SDSU event, the project team
facilitated a discussion with the BBAC members, liaisons, and volunteers to get a read on how
community engagement was going so far, and what their key takeaways were.
Key themes from the conversation include:
A positive response to the community engagement process including engagement of a range of
community members to increase buy-in and unveil broad support in the community.
Importance of addressing respect between drivers and bicyclists and the need for education.
A desire to address recreation and transportation bicycling.
A desire for a new, better bicycle map.
Connecting major destinations such as businesses west of I-29, downtown, and campus with
comfortable bicycle facilities.
Addressing the comfort and safety of a range of bicycle riders (children, grandparents, avid, etc.).
Strategy 2: Community Workshop
On September 14, 2016, the project team hosted a community workshop at the Activity Center, with
80 people in attendance. The purpose of the workshop was six-fold.
1. To solicit input on what bicycle routes people would like improved in the
community (and to provide the project team with a sense of the top priorities).
Participants each received their own paper map of the existing bicycle network in Brookings and
were invited to draw four pieces of information:
Routes I ride
Routes I would like to ride
Problem areas
Destinations
The information on the maps were digitized by the project team and contributed to the
summary maps later in this report.
Two adults and two children draw on paper maps indicating routes they currently bike, and routes they would like to bike at the Brookings
Activity Center during the community workshop on September 14, 2016
Page | A-10
Appendix A: Community Engagement Report – September 2016
2. To understand which bicycle facility types would make community members feel
most comfortable when bicycling (and indicate what facilities would result in higher
use).
Participants were provided a set of stickers to place on a comfort rating scale on a series of
posters around the activity center by finishing the sentence with one of four options “This route
is…
So comfortable
Comfortable
Comfortable enough
Not comfortable
Two children place stickers on posters to indicate their bicycle comfort level on a series of posters in the Brookings Activity Center during
the community workshop on September 14, 2016
The project team totaled the results to provide a sense of which facilities would make the most
difference to community members. Because people were given stickers color-coded to match
their current bicycle riding habits, facility comfort ratings are sorted by the current riding habits
of the participant. This helps the project team detect differences in preference by user type. The
major finding is that the facility comfort increases with physical separation from traffic. Results
are discussed in greater detail in a later section of the report.
Page | A-11
Appendix A: Community Engagement Report – September 2016
3. To discuss bicycle education campaign options (and generate ideas for message and
tone for potential education campaigns to reflect the needs of the community).
Participants viewed six examples of bicycle education posters and selected their favorite and to
record a few words about why they liked that one.
Four community members examine sample bicycle education campaign posters at the Brookings Activity Center during the community
workshop on September 14, 2016
The project team tallied the results to determine which characteristics in message and tone
might be most effective for Brookings, and summarized key findings later in this report.
The high-level finding is that community members prefer straight-forward messages that
emphasize the need for mutual respect. Results are discussed in greater detail in a later section
of the report.
Page | A-12
Appendix A: Community Engagement Report – September 2016
4. To generate a list of potential future bicycle parking locations.
Participants were asked to view a poster of bicycle parking styles to get them thinking about
bicycle parking options around the community. Then, they recorded addresses, landmarks, and
intersections where they thought more bicycle parking was needed.
One community member writes bicycle parking location ideas on a bicycle parking poster in the Brookings Activity Center during the
community workshop on September 14, 2016
Page | A-13
Appendix A: Community Engagement Report – September 2016
The major findings were that people indicated a need for parking at parks, businesses, and
schools. The project team compiled the bicycle parking locations into a list, discussed later in
this report.
5. To uncover other themes around the strengths and challenges of bicycling in
Brookings through conversation, both written and spoken. To engage community
members in conversations with each other around bicycling (and strengthen
connections around common goals and new partnerships).
Because the community workshop was structured to be an open house with space for
conversation, there was ample opportunity to ask questions, meet new people, and have
discussions. In addition, participants could write open responses on their worksheets to hand in,
or write their thoughts on a conversation wall.
A child writes their comments about bicycling in Brookings on the "comment wall" in the Brookings Activity Center during the community
workshop on September 14, 2016
Page | A-14
Appendix A: Community Engagement Report – September 2016
The project team summarized the conversation themes from the open responses on the wall in
key themes, integrating the results summarized below. In addition, the project team asked staff
and BBAC members who volunteered at the workshop what they heard from community
members.
The major findings of this activity were celebration of trails, the pump park, and a need for
education. More detailed results are discussed later in this report.
6. To encourage participation regardless of current bicycle riding habits.
The event was strategically located centrally at the Brookings Activity Center near the library,
government center, Main Avenue, and children’s museum. Snacks, children’s activities, and
bicycle safety checks were advertised ahead of time to demonstrate all ages and abilities were
welcome. In addition, City staff closed down the parking lot to make space for a strider bike
obstacle course, decorate a tent with flags, chalk the pavement, and draw people in who were
passing by.
In order to track who was reached, participants were asked to identify their riding habits. They
were then given color-coded stickers so that responses on worksheets and posters could be
sorted by rider type. Worksheets also provided a space for people self-identify their age,
gender, and racial identities.
A summary of participant characteristics is included later in this report.
City staff and bicycle shop volunteers converse next to a children's bicycle obstacle course in the parking lot outside the Brookings Activity
Center during the community workshop on September 14, 2016
Page | A-15
Appendix A: Community Engagement Report – September 2016
A BBAC member welcomes two adults and three young children to the community workshop at the Brookings Activity Center on
September 14, 2016
Page | A-16
Appendix A: Community Engagement Report – September 2016
Strategy 3: South Dakota State University Event
On September 15, 2016, the project team tabled at South Dakota State University in the Student Union
to engage students, staff, and faculty. The activities were identical to the community workshop, but
condensed into smaller posters. At least 58 people participated in at least one activity at the event.
Three students draw on maps and fill out paper surveys while two volunteers assist in the SDSU student union on September 15, 2016.
Page | A-17
Appendix A: Community Engagement Report – September 2016
Strategy 4: Online Surveys and Interactive Maps
For the entire month of September, an online survey and interactive map were promoted to Brookings
community members. The online survey asked about the same topics of the community workshop. The
survey was visited over 700 times, with 515 people completing the entire survey. The online interactive
map had over 200 users.
The results of the survey and online interactive map are included in the summary later in this report.
A screen capture of the online survey showing a multiple choice question about comfort level on a buffered bike lane
Page | A-18
Appendix A: Community Engagement Report – September 2016
A screen capture of the online interactive map that displays the options to mark routes I currently ride, routes I'd like to bike, trip
origin/destinations, and problem areas
Page | A-19
Appendix A: Community Engagement Report – September 2016
Strategy 5: Promotion and communications
While receiving and recording input from community members is critical to authoring a community-led
plan, raising awareness is a valuable strategy for engaging the public. While some people may not choose
to weigh in, it is important to raise awareness of the existence of the plan, its purpose, and its effect on
the future of the community. Raising awareness early in the planning process helps to uncover concerns
and garner enthusiasm.
The project team implemented a robust communications plan with messages about the plan. The
following table summarizes the communications used.
A summary of communications strategies for the September 2016 engagement with specific actions for the listening sessions, community
workshops, online activities, and general communication
Targeted posters
Personalized, targeted emails
100 posters throughout downtown, campus, businesses, restaurants
Elementary school take-home flier (1,700+ students)
Emailed listening session invitees
Press releases (two)
Facebook posts (nine)
Chamber email newsletter
City website
City Council formal invitation (September 13)
Ads in Brookings Register (two)
Ads in Town & Country Shopper (two)
Newspaper articles (three)
Yard signs (fourteen)
Email to listening session invitees
Email to City of Brookings employees
Facebook posts (seven)
Paid Facebook boost (final week of survey)
Chamber email newsletter
City website
City TV Channel
Newspaper article
Mayor's Ride announcements
Optimist Club Presentation
Million Cups Presentation
General
Survey and Interactive Map
Community Workshop
Listening Session Invitations
Page | A-20
Appendix A: Community Engagement Report – September 2016
PARTICIPANT INTERACTIONS
In the month of September, nearly 900 interactions were recorded in the Brookings Bicycle Master Plan
engagement process either online or in person.
80 people signed in at the Community Workshop on September 14
58 people participated in activities at SDSU
41 people engaged in listening sessions
515 people completed the online survey
200+ people used the online interactive map
In all in-person and on-line engagement events (except the listening sessions), participants were asked to
self-identify their bicycling habits, race, age, and gender. This helped the project team to get a sense of
who was being reached in the community, and to detect differences in response by personal identity.
Bicycling Habits
Bicycling habits of 601 participants during engagement in September 2016
7%
37%36%
17%
0
50
100
150
200
250
never. a few times a month
or less.
a few times a week. at least once a day.
How often do you ride a bicycle?
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-21
Appendix A: Community Engagement Report – September 2016
Gender
Gender of participants in engagement activities in September 2016
Age
Age of participants in engagement activities in September 2016
Female
53%
Male
46%
Unique Response
1%
What is your gender?
12‐17
0%
18‐24
11%
25‐34
35%35‐44
26%
45‐54
15%
55‐64
9%
65‐74
4%
75+
0%
What is your age?
Page | A-22
Appendix A: Community Engagement Report – September 2016
Race
Racial identities of participants in engagement activities in September 2016
KEY FINDINGS
This section summarizes the key findings from the community engagement process in September.
Successful plans are based on listening to and addressing community priorities – that includes strengths,
weaknesses, opportunities, and challenges that can’t be uncovered with multiple choice questions.
Open-ended responses, public discourse, and focused listening sessions are where the project team
uncovered honest, candid, and sincere priorities that differ from community to community.
Successful plans are also strategic and spell out clear priorities. Public input is intended to serve not as a
catchall for every item the community desires, but is most effective when the input drills down to the
most important actions. When a sense of priority is revealed through public engagement, it is easier to
prioritize and invest strategically for city staff who are faced with decisions about how to spend limited
resources most effectively.
This section highlights the key findings from the open conversations conducted in September paired with
high-volume responses to supporting questions.
Each theme in the key findings includes information about where the information came from:
workshops, conversations, listening sessions, Wikimap, and online surveys.
0.5%1.1%0.5%1.1% 1.1%
95.7%
0
50
100
150
200
250
300
350
400
African American Asian Indigenous Latino Multiracial White
Participant Self‐Identified Racial Identities
Page | A-23
Appendix A: Community Engagement Report – September 2016
Theme 1: Education for everyone
Through listening sessions with a range of community stakeholders, it is clear that Brookings values
education. Brookings community members recognize the positive impact of the current bicycle
education curricula in 4th-8th grades. Even community members who do not frequently ride a bicycle
shared a sense of pride in the children of Brookings for bicycling safely and responsibly.
At the same time, the need for more education was a prolific theme. From a school-age perspective,
Safety Town for preschool-aged children is valued, as is the curricula for 4th-8th graders. However, a gap
remains for K-3, SDSU students, and adults.
The need for more education emerged before the September community engagement process began. In
discussion with the Brookings Bicycle Advisory Committee and City staff, the project team learned
about dangerous driving and bicycling behavior and the challenge of new students every year at SDSU.
While enforcement was brought up, the need for education was by far the most prominent suggestion
for improving behavior.
Participants zeroed in on a few suggestions for improving bicycle education, such as television ads, online
videos, and radio PSAs. In anticipation of this theme, the project team floated six sample bicycle education
messages from around the country to gauge what might be a good direction for Brookings. Participants
selected the image they found most appealing (see Figure A.1). The most popular images were those with
simple, clear messages, aimed at both bicycle riders and auto drivers. These top preferences indicate that
a message about shared responsibility will be received most positively throughout the community.
Page | A-24
Appendix A: Community Engagement Report – September 2016
Figure A.1: Summary graph of participant preferences for six sample bicycle education messages
Page | A-25
Appendix A: Community Engagement Report – September 2016
Theme 2: Comfortable and convenient bikeways
In order to create a bicycle-friendly community, the comfort of bicycle facilities needs to be considered
for a range of riders. Sometimes a quiet, neighborhood street requires only minor adjustment to make it
comfortable for people of all ages and abilities. Other times, a busy roadway feels so uncomfortable that
the majority of people may never ride a bicycle. For example, many listening session participants
expressed dissatisfaction with the sharrow treatments, expressing that they didn’t provide the level of
comfort that would encourage less-experienced bicyclists to use the route. In addition, participants
described the tension that arose around removing on street parking.
As Brookings identifies its priority bicycle network, the City needs to hear from community members
about what types of bicycle facilities will encourage use. This will help the City to prioritize its
infrastructure investments effectively.
In addition to determining which facilities will make the most impact on increasing bicycle ridership,
participants communicated that it is important to problem-solve potential conflicting interests. The most
highly discussed issue with implementing bicycle facilities was on-street parking. Removing parking is not
something most community members support, so ensuring design options for comfortable bicycle
facilities balance the desire for on-street parking is something the bicycle plan should address. Other
examples of design details and implementation challenges to plan for include lighting on trails, gravel/sand
and other maintenance issues, and prioritizing those aspects so City staff can put their limited resources
to the top priority areas.
In order to understand which facilities are most likely to serve all ages and abilities, the project team
included the option “comfortable enough to ride with kids” when asking participants to evaluate a series
of facilities. This information will help to serve the most community members. The following graph
displays the percent of participants that rated each facility as such.
Page | A-26
Appendix A: Community Engagement Report – September 2016
Figure A.2: Summary graph of what percentage of respondents rated nine bicycle facilities as "comfortable enough to bike with kids"
In the pages that follow, there are a series of nine images with graphs indicating the comfort rating by
rider type. This information indicates which facilities are most likely to encourage bicycling for both the
community as a whole, and for people who ride at different rates.
5%5%
43%
20%
41%
67%
89%
77%
90%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
UNMARKED
SHARED
LANE
SHARED
LANE
MARKINGS
BICYCLE
BOULEVARD
BIKE LANE BUFFERED
BIKE LANE
SEPARATED
BIKE LANE
with
flexposts
SEPARATED
BIKE LANE
with
parking,
curb, and
landscaping
TWO‐WAY
SEPARATED
BIKE LANE
SHARED‐USE
PATH
Percent of Respondants who rated facility
"comfortable enough to bike with kids"
Page | A-27
Appendix A: Community Engagement Report – September 2016
UNMARKED SHARED LANE
An unmarked shared lane is a roadway designated as a preferred route for riding bicycles. It often does
not require any modification to the roadway.
Unmarked shared lane
Graph summarizing participant comfort ratings of unmarked shared lane
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Unmarked Shared Lane
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-28
Appendix A: Community Engagement Report – September 2016
SHARED LANE MARKING
A shared roadway with pavement markings providing wayfinding guidance to bicyclists and alerting
drivers that bicyclists are likely to be operating in mixed traffic. They also are intended to alert drivers
that bicycle riders may need the full lane. They may be used with “Bicyclists May Use Full Lane” sign.
Image of shared lane marking
Graph summarizing participant comfort ratings of shared lane marking
0%
10%
20%
30%
40%
50%
60%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Shared Lane Marking
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-29
Appendix A: Community Engagement Report – September 2016
BICYCLE BOULEVARD
A bicycle boulevard is a street with low motorized traffic volumes and speeds designated and designed
to give bicyclists travel priority. They are used on low-traffic side streets, usually with traffic calming to
reduce speeds. They are usually in residential neighborhoods, often have stop signs adjusted to
encourage continuous movement, and may have signals, warning beacons, or refuge islands at major
road crossings.
Image of bicycle boulevard
Graph summarizing participant comfort ratings of bicycle boulevard
0%
10%
20%
30%
40%
50%
60%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Bicycle Boulevard
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-30
Appendix A: Community Engagement Report – September 2016
BIKE LANE
A bike lane is an on-street bicycle facility designated by striping, signing, and pavement markings. Bike
lanes are separated from travel lanes by a solid white line. They reduce the need for people riding
bicycles and people driving cars to negotiate for space on the roadway.
Image of bike lane
Figure A.3: Graph summarizing participant comfort ratings of bike lane
0%
10%
20%
30%
40%
50%
60%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Bike Lane
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-31
Appendix A: Community Engagement Report – September 2016
BUFFERED BIKE LANE
A buffered bike lane is a bike lane with a painted buffer to increase lateral separation between bicyclists
and motor vehicles. The buffers increase space between bicycle riders and hazards such as passing traffic
and car doors.
Image of buffered bike lane
Graph summarizing participant comfort ratings of buffered bike lane
0%
10%
20%
30%
40%
50%
60%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Buffered Bike Lane
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-32
Appendix A: Community Engagement Report – September 2016
SEPARATED BIKE LANE (WITH FLEXPOSTS)
A separated bike lane (with flexible delineator posts – “flexposts”) is a bike lane separated from motor
vehicle traffic by a vertical element such as flexposts. The posts increase separation between bicycle
riders and passing traffic. Parking, if present, is between the buffer and the travel lane.
Image of bike lane (with flexposts)
Graph summarizing participant comfort ratings of separated bike lane (with flexposts)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Separated Bike Lane
with flexposts
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-33
Appendix A: Community Engagement Report – September 2016
SEPARATED BIKE LANE (WITH PARKING, CURB, AND LANDSCAPING)
A separated bike lane (with parking, curb, and landscaping) is a bike lane vertically separated from motor
vehicle traffic using parking, landscaping, and curb. It may be at sidewalk level, street level, or at an
intermediate height.
Image of separate bike lane (with parking, curb, landscaping)
Graph summarizing participant comfort ratings of separated bike lane (with parking, curb, landscaping)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
too
uncomfortable to
ride
uncomfortable
but manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Separated Bike Lane
with parking, curb, landscaping
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-34
Appendix A: Community Engagement Report – September 2016
TWO-WAY SEPARATED BIKE LANE
This is a two-way bike lane along a roadway vertically separated from motor vehicle traffic by curb,
flexposts, and/or parking. It may be at sidewalk level, street level, or at an intermediate height.
Image of two-way separated bike lane with parking, curb
Graph summarizing participant comfort ratings of two-way separated bike lane with parking, curb
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Two‐way separated Bike Lane
with parking, curb
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-35
Appendix A: Community Engagement Report – September 2016
SHARED USE PATH
This is a bicycle facility physically separated from traffic, but intended for shared sue by a variety of
groups, including pedestrians, bicyclists, and joggers. It can have separate footpaths in areas of high
bicycle traffic. Major road crossings may have signals, warning beacons, refuge islands, or bridges and
underpasses.
Image of shared use path
Graph summarizing participant comfort ratings of shared use path
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
too uncomfortable
to ride
uncomfortable but
manageable
comfortable by
myself
comfortable with
kids% of respondants (by riding frequency)Shared Use Path
never.
a few times a month or less.
a few times a week.
at least once a day.
Page | A-36
Appendix A: Community Engagement Report – September 2016
Theme 3: Bicycling and the economy
While not explicitly asked about in the workshop or online survey, listening sessions revealed a
supportive position for bicycling from an economic standpoint, particularly from the Convention and
Visitors Bureau, Downtown Brookings, Inc., and large employers.
Large employers cited bicycle-friendliness as a way to attract and retain employees in Brookings. One
participant described the importance of being able to bike for transportation because he lives next to a
bicycle trail. Another participant described friends who chose to live in bicycle-friendly communities
even after moving to warmer climates, and returning for the bicycle-friendliness. Sioux Falls was
specifically mentioned as competition for employees and residents. Some brought up bicycle
improvements they observed there.
From a tourism and visitor perspective, a local hotel manager described visitors bringing their bicycles to
Brookings when traveling for business. Some customers continue to stay at the Brookings hotel because
they allow indoor bicycle parking, and have a trail that connects them to town.
While large employers and business community listening sessions had a number of positive things to say
about the economic benefits of a bicycle friendly community, participants also identified a number of
opportunities for improvements to further promote and market a bicycle friendly Brookings.
First, a map and signage to promote the existing system was identified as a clear need. For example,
during the listening session with the CVB and DBI, one participant learned from another participant that
there is a bike trail one block away from his house that he had never known about. While Brookings has
a street map within its promotional material (which includes trails), listening session participants
communicated the desire for an updated and redesigned standalone bicycle map. In addition, participants
in most listening sessions described how helpful kiosks and wayfinding signage is in other communities,
for both navigational and promotional purposes.
Second, the desire to connect major destinations that currently feel cut off by bicycle due to busy roads
was clear. Better connecting downtown with large employer campuses as well as the hotels were a
priority. In the CVB and DBI listening session, participants discussed how there was some level of
connectivity that already exists that needs more promotion. For example, one participant discovered
how many places he and his family could bike to as a result of participating in the Mayor’s Ride. Other
promotional events were of interest, and may be addressed in the plan.
Third, multiple participants described an appreciation for bicycle rentals, but were interested in
accommodating easy, short trips in town. One DBA representative expressed interest in storing her
bicycle in town so she could drive in from an outlying community and bicycle around from there. A CVB
representative expressed interest in a bike share program similar to other cities such as Nice Ride in
Minneapolis, BikeTown in Portland, or other systems in smaller communities.
Finally, community members were interested in how to convey the return on investment in bicycling
programs and projects. Representatives from the CVB and DBA were interested in promoting bicycling
in the community, but knew there were others who would be interested understanding more about the
value. They recommended developing materials that educate people about the return on investment of
working toward a bicycle friendly community.
Related to investment decisions is a desire to explore creative ways to fund improvements and/or
integrate improvements into existing projects (transportation-specific, or new developments). For
example, City staff discussed an interest in integrating bicycle or pedestrian facilities into new
Page | A-37
Appendix A: Community Engagement Report – September 2016
developments through zoning code or ordinances to save public funds. Another suggestion came from
large employer representatives who communicated that a private citizen was interested in funding a trail
connection through his private residential property. Exploring creative ways to implement network
improvements reflects a sense of problem solving to improve the collective Brookings vision.
Theme 4: Prioritizing the Bicycle Network
Through listening sessions and open-response comments from workshops and the online survey, it
became apparent that community members desire a safe, comfortable, and convenient network of
bicycle routes. The findings described in Theme 3 above provide insights into what community members
deem comfortable in terms of bicycle facilities. This section summarizes the input about where
improvements to bicycle comfort are most important.
Two adults and one child mark on paper maps where they would like to ride in Brookings at the community workshop on September 14,
2016
The maps on the following pages were generated from input from the community workshop, SDSU, and
the online interactive map. The community workshop generated 70 individual maps, the SDSU event
generated 36 individual maps, and the online interactive map generated over 200 visits. The paper maps
from the community workshop and the SDSU event were scanned and digitized to combine date with
the online map input.
Page | A-38
Appendix A: Community Engagement Report – September 2016
Over 100 paper maps being scanned in for community input analysis
The results of the input are organized into four categories of maps:
1. Origins/destinations
2. Problem areas
3. Routes I currently ride
4. Routes I would like to ride
Within each category, five maps are shown to illustrate how people with differing riding frequency
responded:
1. Composite (all rider types combined)
2. Never
3. Monthly
4. Weekly
5. Daily
Page | A-39
Appendix A: Community Engagement Report – September 2016
ORIGINS/DESTINATIONS
Origins and destinations provide information about which areas of the community may be prioritized in
terms of establishing connections with bicycle facilities. The community input indicates that while origins
and destinations are scattered throughout Brookings, the most popular survey responses include SDSU,
downtown, shopping areas near 6th Street and 22nd Avenue, Hillcrest Park, Dakota Nature Park, and a
residential neighborhood near Arrowhead Park. When looking at origin/destination priorities by riding
frequency, it appears that there are general similarities, though daily and weekly riders included more
locations. In addition, daily riders included a number of specific destinations along 3rd Street, while
weekly riders had a greater concentration of destinations along 22nd Avenue.
Page | A-40
Appendix A: Community Engagement Report – September 2016
PROBLEM AREAS
Problem areas provide information about which areas of the community should be prioritized in terms
of specific crossing challenges, uncomfortable intersections, maintenance issues, or barriers to
connections.
The most frequent and dense problem areas are along
6th Street
22nd Avenue
Allyn Frerichs Trail parallel to I-29
20th Street South
12th Street South
Daily and monthly riders indicate that problem areas are located throughout the city, while weekly
riders concentrated their responses along 6th Street, 22nd Avenue, and 20th Street South.
Page | A-41
Appendix A: Community Engagement Report – September 2016
ROUTES I CURRENTLY RIDE
Providing information on routes people currently ride indicates a number of things. First, it shows where
people may feel comfortable riding, where a critical connection may be (that should be preserved), and
where there may be opportunity for increasing corridor use for less confident riders. In addition, one
would expect to see a popular destination at each end of a highly used corridor, or possibly a problem
area where usage drops off. Finally, highly used corridors may indicate how comfortable a facility is or is
not, and may suggest the need to replicate its characteristics in areas of the city where increased use is
desired.
The community input indicates that the highest ridership occurs along the Allyn Frerichs Trail in the
south and east parts of town. Through streets which cross barriers and connect neighborhoods are also
popular routes. Daily riders tend to favor the lower “busy” traffic streets like 3rd Street, 8th Street, and
17th Avenue, while weekly riders are more likely to higher “busy” traffic streets such as 6th Street, 22nd
Avenue, and Main Avenue.
Page | A-42
Appendix A: Community Engagement Report – September 2016
ROUTES I WOULD LIKE TO RIDE
Gathering information on routes people would like to ride provides guidance on where the greatest
need for bicycle facility improvements may be. This also indicates where it is most likely there will be an
increase in ridership if improvements are made.
The community input indicates that the most highly desired bicycle connections along existing streets
are:
22nd Avenue
6th Street
Medary Avenue
Main Avenue
8th Street South
20th Street South
Input also revealed that new trail alignments are desired along the railroad, near the airport, and across
I-29 between 6th Street and 18th Street.
Differing preferences by rider frequency indicate that daily riders would like to ride in a variety of
places, led by 22nd Avenue. Weekly riders have a preference to ride along the railroad and across I-29 at
6th Street. And monthly riders would especially like to ride on 6th Street and 20th Street South, west of
Main Avenue South.
Page | A-43
Appendix A: Community Engagement Report – September 2016
Bicycle Parking
Related to the listening session themes around bike share and the desire to accommodate short trips,
participants also cited the need for more bicycle parking around the community. In fact, a participant
who will not bicycle himself stated that the middle school racks are often full, and that he thought there
should be more bike parking for children.
In anticipation of this issue, the project team solicited input about where bicycle parking needs are
throughout the city. 621 responses were received, with four of the top five locations suggested being
business-related:
Downtown (23%, 140 responses)
Hy-Vee (10%, 60 responses)
Strip Malls & Commercial Districts (10%, 60 responses)
Parks (8%, 49 responses)
Wal-Mart (8%, 49 responses)
Page | A-44
Appendix A: Community Engagement Report – September 2016
6TH STREET (US HIGHWAY 14) RECOMMENDATION
Due to the planned reconstruction of 6th Street between Main and Medary Avenues by the South
Dakota Department of Transportation (SDDOT), there is an opportunity to include a bicycle facility.
From the community engagement surveys, a smaller number of people currently ride on 6th Street.
However there is a high desire by people to ride on 6th Street, as shown in Figure A.4.
Figure A.4: Maps showing where people currently ride (on the left), and where they would like to ride (on the right). 6th Street
reconstruction limits are between the red arrows.
The current option for a bicycle facility presented by SDDOT is a shoulder shown in Figure A.5.
Figure A.5: On-street bicycle lanes (3’ shoulders + 2’ gutter pans) are shown in this proposed typical section.
Feedback from the community indicated that on-street bicycle lanes are uncomfortable for most people
(see Figure A.2 on page 90 and Figure A.3 on page 94). As a result, a protected bicycle facility such as a
shared-use path on one side of the street is recommended. While one-way protected bike lanes are also
Page | A-45
Appendix A: Community Engagement Report – September 2016
an option (recommended by the Brookings Bicycle Advisory Committee and subsequently adopted by
the Brookings City Council)1, a two-way path affords greater opportunity to achieve a boulevard of
sufficient width to store snow, place street furniture, plant trees, and include a clear zone for a shared-
use path.
It may be necessary to complete a detailed evaluation of north or south side placement of a shared-use
path. Decision criteria may include:
Destinations along each side of 6th Street, including parks and businesses
1 “The BBAC recommends that the City Council consider adopting the following standard, with immediate focus
for 6th Street and future considerations for 22nd Avenue and Main Avenue South:
Major Arterial - All major arterial streets in the city of Brookings should include protected bike lanes at a minimum
of 4’ wide.
Protected Bike Lane - A bicycle lane that is physically separated from motor vehicle traffic by a permanent barrier.
Purpose:
The BBAC feels strongly that it should create a culture which encourages bicyclists’ use of 6th street and other
major arterials. Creating bicycle lanes on 6th Street greatly enhances the greater Brookings Bicycle Network.
Additionally, adding protected lanes to major arterials would greatly increase the percentage of arterial streets
with bike lanes and the total bicycle network mileage to total road network mileage. Both categories need strong
improvements and consideration as we strive for a Silver Bicycle Friendly Community Designation from the League
of American Bicyclists. Furthermore, creating protected bicycle lanes on 6th Street would promote ridership. This
is the most critical metric as we strive for a Silver Bicycle Friendly Community Designation from the League of
American Bicyclists. The figure below shows how bike traffic changed after one year with a protected lane. The
results are staggering. This infographic was developed from data contained in a report from the National Institute
for Transportation and Communities - Lessons from the Green Lanes: Evaluating Protected Bike Lanes in the U.S..
Conclusion:
We recommend the City Council adopt these recommendations. We believe that 6th Street, if it included
protected bicycle lanes, would not need to be placed on a road diet and could remain as a five-lane road.”
Page | A-46
Appendix A: Community Engagement Report – September 2016
Connectivity to the overall bicycle network
Level of comfort regarding the number of driveways
The number of turning conflicts with perpendicular streets
Economic development potential
The design features of a shared-use path running next to a major thoroughfare should include
mechanisms to raise visibility between motorists and bicyclists (such as high visibility marked crossings –
see Figure A.6) as well as consideration for how bicycle riders will transition from east-west travel along
6th Street to north-south travel along future perpendicular bicycle routes.
Figure A.6: A shared use path crossing in Madison, WI is marked with green paint and a bicycle push button and signal, to reduce conflict
between motorists and bicyclists.
Page | B‐1
Appendix B: Design Guidelines
Design guidelines have been developed to help aid City staff, SDSU, community partners, private
developers, and other practitioners build out and enhance the bicycle network and bikeway facilities in
Brookings. A well designed bikeway should be intuitive for new users to traverse safely, although
educational materials should be developed when a new bikeway facility type is implemented (see Action
3g in Chapter 4). The design guidelines are divided into two sub‐sections: Bikeway Facility Types and
Bicycle Infrastructure Enhancements. Each sub‐section contains several topics that include definitions,
best practices, minimum and preferred standards, and design considerations. The guidelines should
allow for flexibility and should always be sensitive to context, existing conditions, and community
desires. Each guideline also includes specific references that should be consulted when bikeways are
being designed and officially designated.
Bikeway Facility Types – The six bikeway types recommended in Appendix C of the Plan.
These illustrations depict the six bicycle facility types.
Bicycle Infrastructure Components – Design enhancements and treatments that improve
bicycle facilities.
o Intersection Design
o Bikeway Facility Transitions
o Bicycle Parking
o Wayfinding
Page | B‐2
Appendix B: Design Guidelines
Bikeway Facility Types
In order to increase the safety and comfort of bicyclists, six bikeway facility types are proposed for
implementation in Brookings. This section provides recommendations and design guidelines for each
facility type, which are referenced throughout the Plan.
In general, recommendations for each of the six facility types are for a standard treatment, and in some
cases the design can be modified based on the context. For example, standard bicycle lane
recommendations generally indicate a preferred width of five feet unless otherwise noted. However,
the appropriate variation, lane width, or treatment type for each recommendation should be
investigated in more detail during the development of a specific project. Lower‐stress facility types
should be considered where feasible and where space allows, such as a wider or buffered bicycle lane
instead of a standard bicycle lane.
The six facility types each contain a definition of the facility type, common applications, context
information, preferred typical dimensions, and minimum dimensions where appropriate. Each of these
facility types are considered part of a toolbox that the City of Brookings can utilize to enhance the
existing bicycle network. Width dimensions are based on the typical profile of a bicyclist, shown in
Figure B.1.
Figure B.1: The minimum operating width of a bicyclist is four feet, and a comfortable operating width is five feet. Because of
this, shared‐use paths cannot be less than eight feet in width. Credit: AASHTO Guide for the Development of Bicycle Facilities, 4th
Edition
Shared‐Use Paths
Shared‐use paths are two‐way, separated from motor vehicle traffic, and are shared between bicyclists,
pedestrians, and other recreational users. Shared‐use paths can be located adjacent to a roadway or
contained within an independent right‐of‐way such as in a park, greenway, along a utility corridor, or
railroad corridor (active or inactive). Shared‐use paths are sometimes created by designating a wide
concrete sidewalk for shared use. Due to their excessive width, they are typically not maintained by
adjacent property owners.
Page | B‐3
Appendix B: Design Guidelines
A shared‐use path accommodates both bicyclists and pedestrians.
The 2012 version of the AASHTO (American Association of State Highway and Transportation Officials)
Guide for the Development of Bicycle Facilities notes that “The appropriate width for a shared use path
is dependent on the context, volume and mix of users.” When designing a section of trail, planners and
engineers should refer to the latest AASHTO Guide for a more detailed discussion of the factors involved
in selecting an appropriate trail width. The widths recommended for this plan, and some factors that
should be considered, include:
8‐foot trail – restricted minimum width
Minimum width for a shared use path – allows bicyclists to pass each other at a minimum
operating width (reduced speed)
Appropriate only where low volumes of bicycle and pedestrians are expected (approximately 25
or less during peak hour)
Where trail‐side hazards are present, an additional two feet of shy distance should be provided
for passing
Where vehicle traffic is anticipated (such as pickup trucks for maintenance), an 8’ trail may
experience loading conditions that create pavement edge damage
10‐foot trail – desired minimum width
At a 10’ width bicyclists may pass each other at speed
More suitable where a mix of users are expected (in‐line skaters, pedestrians, bikes with trailers)
11 to 18‐foot trail – for high use routes
11’ width required for two bicycles to pass adjacent to a pedestrian (see Figure B.2)
15’ width or greater allows separate bicycle and pedestrian lanes (see Figure B.3)
Page | B‐4
Appendix B: Design Guidelines
Refer to Appendix C of the FHWA Shared Use Path Level of Service Calculator
(https://www.fhwa.dot.gov/publications/research/safety/pedbike/05138/05138.pdf) for tables to aid in
selecting trail width, based on estimated demand and use.
Figure B.2: The minimum width for heavily trafficked shared‐use paths is 11 feet. This width allows a bicyclist to pass another
bicyclist and pedestrian simultaneously. Credit: AASHTO Guide for the Development of Bicycle Facilities
Figure B.3: The pavement of this heavily used path is marked with separation in order to reduce conflicts between pedestrians
and bicyclists. A minimum path width of 15’ is required to mark separate lanes. Credit: FHWA Achieving Multimodal Networks
Page | B‐5
Appendix B: Design Guidelines
Traffic volume: 4,000 to 20,000 ADT
Traffic speed: 30mph or higher
Preferably applied on medium to high‐volume streets with an average daily traffic (ADT) count
of above 4,000 motor vehicles and speeds at 30mph or higher. Exceptions may be made for
streets near K‐12 schools, where peak traffic volumes at arrival and dismissal warrant a shared‐
use path.
Paths must be designed according to state and national standards. This includes establishing a
design speed (typically 18 mph) and designing path geometry accordingly. Consult the AASHTO
Guide for the Development of Bicycle Facilities for guidance on geometry, clearances, traffic
control, railings, drainage, and pavement design.
Wherever shared‐use paths cross streets, crossing locations should be signed and marked with an
indication of who yields to who (motorists to bicyclists, or bicyclists to motorists). Medians between
directions of travel give bicyclists a safe location to pause between lanes of traffic. These improve safety
and yielding behavior. If motorists are required to yield to bicyclists, the crossing should be marked with
a continental style white or green marking (see Figure B.4). Paths running along a busy street should be
controlled with signs and stoplights in the same manner as the parallel street (see Figure B.5).
Figure B.4: This shared‐use path crossing indicates that motorists should yield to bicyclists in the marked crossing. Credit: FHWA
Achieving Multimodal Networks
Page | B‐6
Appendix B: Design Guidelines
Figure B.5: Shared‐use paths running parallel to arterial streets should be made obvious with crosswalk pavement markings,
allowing bicyclists to proceed in the same manner as motorists. Curb extensions also improve safety by reducing the crossing
distance. Finally, asphalt paths are built across driveways to alert motorists of the shared‐use path.
In order to communicate to bicyclists and pedestrians that a shared‐use path is unique from a sidewalk
and intended for both modes of transportation, asphalt should be used instead of concrete. However,
there may be instances where concrete is preferable, due to greater durability over time and strength
against maintenance vehicles.
The MUTCD approved D11‐1a (Bicycles Permitted) and D11‐2 (Pedestrians Permitted) signs may be
assembled together and posted on concrete or asphalt shared‐use paths. In figure B.6, these signs are
placed side‐by‐side to indicate separate bicycle and pedestrian lanes. On a shared‐use path with no
separation, the signs should be assembled vertically, with pedestrians placed on top. This gives a subtle
yet symbolic message that bicyclists should yield to pedestrians on this type of facility.
Page | B‐7
Appendix B: Design Guidelines
Figure B.6: The D11‐1a and D11‐2 sign assembly indicates that bicyclists have a lane on the left and pedestrian have a lane on
the right. On shared‐use paths, these signs may be posted vertically. Credit: FHWA Small Towns and Rural Multimodal Networks
Separated Bicycle Lanes
A separated bicycle lane, sometimes called a cycle track, is a bikeway facility that is vertically separated
from motor vehicle traffic. A separated bicycle lane may be constructed at street level or at the sidewalk
level. Separated bicycle lanes isolate bicyclists from motor vehicle and pedestrian traffic using a variety
of methods, including curbs, raised concrete medians, flexible delineators (also known as bollards and
flex posts), on‐street parking, visually distinct pavement materials (asphalt versus concrete), or large
planter boxes. Separated bicycle lanes provide cyclists with a higher level of comfort compared to
bicycle lanes, and are typically used on arterial streets where higher motor vehicle speeds exist. They
may also be appropriate on high‐volume but lower‐speed streets.
Design Considerations
Preferred width: 6.5 feet (one‐way facility) allows for passing; 12 feet (bi‐directional facility)
Minimum width: 5 feet (one‐way facility); 8 feet (bi‐directional facility)
Preferably applied on medium to high‐volume streets with an average daily traffic (ADT) count
of above 4,000 motor vehicles. Exceptions may be made for streets near K‐12 schools.
Appropriate on streets with operating speeds at 30 mph or higher
Separated bicycle lanes require varying widths of buffer space between the bicycle lane and the
adjacent lane. Small barriers such as flexible delineator posts or removable curbs can be
separated with a minimum 2‐foot buffer. In general, a 6‐foot buffer is preferred for all
separation methods.
Similar to shared‐use paths, streets with separated bicycle lanes should have carefully designed
intersections in order to function properly and ensure the safety of all users. Intersections with
separated bicycle lanes may require adjustments to signal timing and phasing and/or modifications to
pavement and curb sections.
The installation of separated bicycle lanes can create more challenging scenarios for street maintenance,
particularly in winter. For bikeways under eight feet in width, it is advisable to acquire sidewalk
maintenance vehicles that are narrower and can easily navigate the bicycle lanes. Several companies
produce utility tractors with multiple attachments, which allow for greater versatility and year‐round
use. Specialty tractors around five feet in width can navigate narrower one‐way separated bicycle lanes
to complete sweeping and plowing maintenance.
Page | B‐8
Appendix B: Design Guidelines
Separated bicycle lanes should be maintained seasonally as necessary, which may include sweeping,
plowing snow, or spreading sand and or salt. On wider, bi‐directional separated bicycle lanes that are
eight feet wide or greater, maintenance activities can generally be done with a light‐duty pick‐up truck,
including snow plowing. Separated bicycle lanes are not maintained by adjacent property owners.
Separated bicycle lanes often feature a buffer zone on each side – one on the street side and one on the sidewalk side.
Page | B‐9
Appendix B: Design Guidelines
Separated bicycle lanes built during a street reconstruction are often at sidewalk level.
A street‐level separated bicycle lane with flexible delineators in the buffer zone can be installed before a street is reconstructed,
although delineators will require ongoing replacement.
Page | B‐10
Appendix B: Design Guidelines
Buffered Bicycle Lanes
Buffered bicycle lanes are created by
striping a buffer zone between a
bicycle lane and the adjacent drive
lane. The buffer zone between
motorists creates a more comfortable
bicycling experience, and is generally
preferred over standard bicycle lanes.
Buffered bicycle lanes should be
considered at locations where there is
excess pavement width or where
adjacent traffic speeds are 30 mph or
greater. If there is excess space and
the standard bicycle lane is parallel to
a row of parked cars, a second buffer
zone can be added outside of the
bicycle lane next to the parked cars.
The outside buffer area helps protect
bicyclists from car doors opening or cars pulling out of the parking spaces. Outside buffer zones also
create additional space for the bicycle lane in the winter time when snow tends to force parked cars to
encroach into the bicycle lane.
Buffered Bicycle Lane Design Considerations
Preferred Width: 5 feet next to gutter seam (excluding buffer width)
6+ feet next to parked cars (excluding buffer width)
Minimum Width: 4 feet next to gutter seam (excluding buffer width)
5 feet next to parked cars (excluding buffer width)
Preferably applied on medium‐volume streets with an average daily traffic (ADT) count of 4,000‐
8,000 motor vehicles
Appropriate on streets with operating speeds of up to 35 mph
Buffer width is preferred to be 3’, or a minimum of 2’
Bicycle lanes should be demarcated with 4‐ to 6‐in white lines.
Include pavement markings to indicate one‐way travel with an arrow and designate that portion
of the street as a bicycle lane.
When possible, buffered bicycle lanes should be wider adjacent to narrow parking lanes and in
areas with high on‐street parking turnover
If bicycle lanes are adjacent to guardrails, walls, or other vertical barriers, additional bicycle lane
width is desired to account for bicyclist “shy” distance from the edge
Buffered bicycle lanes on a roadway with parking.
Page | B‐11
Appendix B: Design Guidelines
Standard Bicycle Lanes
A standard bicycle lane is an exclusive space dedicated to bicyclists in the roadway that is designated by
linear striping, pavement markings, and signage. Bicycle lanes are generally striped with solid lines,
although they are typically dashed where vehicles are allowed to cross the bicycle lane for right turns.
Bicycle lanes are best suited on streets where there is enough width to accommodate a bicycle lane in
both directions.
Design Considerations
Preferred Width: 5 feet (excluding 1‐2’ gutter); 6 feet next to parked cars
Minimum Width: 4 feet (excluding 1‐2’
gutter); 5 feet next to parked
cars
Preferably applied on medium‐volume
streets with an average daily traffic
(ADT) count of 2,000‐6,000 motor
vehicles
Appropriate on streets with operating
speeds of 25 mph to 30 mph
Bicycle lanes should be demarcated with
4‐ to 6‐in white lines.
Acceptable to narrow gutter pan to 6”
to create additional space for bicycle
lane
Include pavement markings to indicate one‐way travel and designate that portion of the street
as a bicycle lane.
Preferred no joints in bicycle lane. If joints are unavoidable, extend concrete gutter to five feet
or more, or mill and overlay to create a flush surface.
May be wider (5‐6') when adjacent to parking lanes and in areas with high on‐street parking
turnover
If bicycle lanes are adjacent to guardrails, walls, or other vertical barriers, additional bicycle lane
width is desired to account for bicyclist “shy” distance from the edge.
The preferred width of bicycle lanes is five feet, unless they are next to the curb. When next to the curb,
six feet is recommended in order to provide bicyclists additional separation from the gutter pan, which
is usually two feet wide. The minimum bicycle lane width next to a curb is four feet, excluding the gutter
pan.
When bicycle lanes are less than four feet in width, the linear joints between the gutter pan and the
bicycle lane can cause discomfort for bicyclists, such as the existing bicycle lane on 8th Street South (see
Figure B.7). One strategy to mitigate gutter pan joint issues is to extend the gutter pan to a minimum of
five feet. This strategy is generally advisable when a roadway is undergoing a full reconstruction, so that
costs can be minimized. When bicycle lanes are next to a row of parked cars, it is recommended to have
a bicycle lane width of five to six feet. The extra foot in width provides more space between bicyclists
Figure B.7: The joint between the concrete gutter pan and the
asphalt street in the standard bicycle lane on 8th Street South in
Brookings can be uncomfortable for bicyclists.
Page | B‐12
Appendix B: Design Guidelines
and people opening their car doors, which can be a dangerous issue with bicycle lanes. Bicycle lanes
should be marked with the Bicycle Lane sign (R3‐17 in the Manual on Uniform Traffic Control Devices, or
MUTCD) and plaques as described in section 9C.04 in the MUTCD.
Bicycle lanes on a roadway with parking.
Advisory Bicycle Lanes
Advisory bicycle lanes, also known as suggestion lanes or dashed bicycle lanes, are typically applied on
low‐volume or lower speed streets that are narrow and do not have enough space to accommodate
standard bicycle lanes. Advisory bicycle lanes are similar to standard bicycle lanes, although because of
the constrained space the centerlines on the roadways are removed to create one very wide lane that is
shared between vehicles traveling in both directions. Streets with this facility type are marked to
provide two separate standard width bicycle lanes on both sides of the road.
Page | B‐13
Appendix B: Design Guidelines
Two oncoming cars pass each other on a roadway with advisory bicycle lanes, prompting one vehicle to use the advisory bicycle
lane to pass around the oncoming vehicle.
The dashed markings give bicyclists a dedicated space to ride, but are also intended to be available to
motorists if space is needed to pass oncoming traffic and the bicycle lane is not being used by a bicyclist.
Motorists yield to bicyclists in the advisory bicycle lane and wait to pass around the outside of bicyclists
when there is no oncoming traffic.
Design Considerations
Preferably applied on low‐volume streets with an average daily traffic (ADT) count of 1,000‐
4,000 motor vehicles.
Appropriate on streets with operating speeds of 20 mph to 30 mph.
Center bi‐directional motor vehicle drive lane should be 16 to 18 feet wide.
Typical advisory bicycle lanes are 4‐6 feet wide, following the minimum and recommended
widths for standard bicycle lanes.
Existing roadway centerlines must be removed during installation.
Advisory bicycle lanes have been developed on lower volume, lower speed roads as a more robust
alternative to a shared lane pavement marking (aka sharrow), providing more separation between
bicyclists and automobile traffic. When advisory bicycle lanes are applied to roads with on‐street parallel
parking, the advisory bicycle lane is marked with a solid white line on the right (adjacent to the parked
cars) and a dashed line on the left (adjacent to the drive lane).
The narrow drive lanes encourage motorists to drive slower and be cautious with oncoming vehicles,
therefore they also function as a traffic‐calming measure. Advisory bicycle lanes are an uncommon
Page | B‐14
Appendix B: Design Guidelines
facility type, so application should be accompanied by illustrative signs and a robust public education
campaign to help residents understand the new roadway design (see Figure B.8).
Although relatively new in the United States, advisory bicycle lanes have been used successfully in many
European cities. Advisory bike lanes require experimental approval from the FHWA before being
implemented1. The first advisory bicycle lanes in the United States were installed in 2011 in Minneapolis,
and since then the City has not had an issue with increased car‐to‐car or car‐to‐bicycle crashes. The
FHWA has also granted approval for advisory bicycle lanes in several other communities in the country,
including Alexandria (VA), Columbia (MO), Edina (MN), and Richfield (MN).
Figure B.8: Educational information about driving and bicycling on a street with advisory bicycle lanes. Credit: City of
Minneapolis
1 http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/mutcd/dashed_bike_lanes.cfm
Page | B‐15
Appendix B: Design Guidelines
Bicycle Boulevards
Bicycle boulevards prioritize biking by
adding signs and pavement markings
indicating the bicycle boulevard treatment,
turning stop signs from the bicycle
boulevard to cross streets to prioritize
bicycle movements, giving bicyclists and
cars equal right of way, and using traffic
calming measures (i.e., bump outs,
chicanes, or miniature traffic circles) to
slow traffic speeds. Bicycle boulevards are
typically suited for low‐speed, low‐volume
local streets, often in residential
neighborhoods. They are intended to
improve safety and comfort for people
bicycling and provide an alternative to
higher speed roadways that have not been
designed for bicycling.
Design Considerations
Preferably applied on low‐volume streets with an average daily traffic (ADT) count of less than
1,500 vehicles
Appropriate on streets with operating speeds of 25 mph or less
Common in residential neighborhoods
Enhanced with traffic calming measures, like traffic circles (see Figure B.9) or speed humps
Motorists should only pass around bicyclists if there is at least 3 feet of
passing space available. Credit: City of Minneapolis
Page | B‐16
Appendix B: Design Guidelines
Motorists and bicyclists should share the
road when using bicycle boulevards and
both are still required to follow yield
signs, stop signs, and stoplights. Motor
vehicles are permitted to drive on bicycle
boulevards, however, they should be
more cautious of bicyclists. When a
motorist is driving behind a bicyclist, they
typically drive slowly and by law should
only pass the bicyclist if there is at least
three feet or more of space available.
Parking spaces on bicycle boulevards are
maintained and are not affected by the
bikeway facility treatments. In some
cases, the addition of chicanes (see
Figure B.10), curb extensions, miniature
traffic circles, or other traffic calming
measures may reduce parking spaces, but
bicycle boulevards do not require these
types of traffic calming treatments.
Figure B.10: A bicycle boulevard including chicanes designed to slow vehicles
Page | B‐17
Appendix B: Design Guidelines
Figure B.9: Miniature traffic circles can be used to help slow vehicles
speeds on bicycle boulevards.
A bicycle boulevard that includes curb extensions at intersections
maintains parking on both sides of the street, except within
approximately 30 feet of a crosswalk.
Page | B‐18
Appendix B: Design Guidelines
Bicycle Infrastructure Components
Bicycle facilities (bicycle lanes, shared use paths, etc.) are made up of components which enhance their
safety and convenience Components include intersection treatments, stoplights, bicycle parking,
bikeway facility transitions, and wayfinding. Each of these categories is explained in greater detail in the
subsequent sections.
Intersection Treatments
Green pavement markings can highlight conflict areas and clearly mark a bicycle
lane at an intersection.
Dashed markings are used near an intersection to indicate where
motorists can cross the bicycle lane to make a right turn.
Page | B‐19
Appendix B: Design Guidelines
The majority of motor vehicle crashes involving bicycles in urban areas occur at intersections. Good
intersection design makes bicycling more comfortable, reduces conflicts with motor vehicles and
pedestrians, and contributes to reduced crashes and injuries for all modes. Pavement markings increase
visibility and provide a clear route for bicyclists through the intersection.
Intersection markings can help with bicycle safety and navigation by:
Providing continuity through intersections and helping to define expectations
Warning users of potential conflict locations
Encouraging turning motorists to yield to bicyclists, who have the right‐of‐way when passing
straight through an intersection
Bicycle lane striping through intersections raises awareness from motorists and provides predictable locations for bicyclists to
ride.
Page | B‐20
Appendix B: Design Guidelines
Intersection Treatment Design Criteria
To the maximum extent possible, bikeways should be continuous through intersections.
Dedicated bicycle lanes should be provided on all intersection approaches, and shared‐use path
crossings at intersections should be clearly indicated with pavement markings and signage.
Green pavement markings have had positive effects in many cities across the country, increasing
the visibility of bicyclists and providing a clear path at intersections. The FHWA has granted
interim approval to transportation officials to use green pavement markings.2
At intersections that have a dedicated right turn lane and standard bicycle lanes or buffered
bicycle lanes, the bicycle lanes should be provided to the left of the right turn lane to minimize
conflicts with motor vehicles.
At complex intersections or intersections with higher levels of conflicts, bikeways may be striped
continuously through the middle of the intersection.
A variety of pavement markings
including green pavement,
bicycle boxes, dashed lines, and
solid lines can be used to
enhance intersections, guide
bicyclists’ movements through
intersections, and warn of
potential conflicts. The
treatment will vary depending
on the context of each
intersection and should be
chosen based on engineering
judgment.
Removal of on‐street parking
near intersections may be
necessary to provide adequate
space for continuous bicycle
lanes and dedicated right turn lanes, as well as to provide adequate visibility for all road users.
2 http://mutcd.fhwa.dot.gov/resources/interim_approval/ia14/index.htm
Bicycle boxes and green pavement (combined in this example) are two
tools for improving intersections for bicyclists. Bicycle boxes improve
the ability for bicyclists to make left turns at intersections.
Page | B‐21
Appendix B: Design Guidelines
Stoplights
One issue that bicyclists sometimes face at stoplights is the
fact that they are not detected when they approach, thus
experiencing an inappropriate delay for the signal to change.
Metal loop detectors are designed for automobiles, and
bicycles are usually too light to be detected. Therefore, when
a bicyclist travels up to an intersection and stops without a
vehicle waiting in front, the light will not change to green and
the bicyclist is then forced to run the light or wait for an
automobile to join them on the approach.
One solution is to adjust the sensitivity of metal loop
detectors for bikes so that the detectors can sense a lighter
weight, but this can be problematic if detectors become so
sensitive that vehicles on the perpendicular street become an
unintended trigger.
Another strategy is to install curbside push buttons specifically for bicyclists. Curbside push buttons are
similar to pedestrian push buttons, only they are usually located just outside of the street curb and are
easily accessible to bicyclists riding in the street. This allows bicyclists to ride up to the intersection, push
the button, and trigger the signal to begin its countdown to turn green.
Bicycle‐specific signal heads are similar to conventional signal heads, but instead of solid red, yellow, or
green lights, they consist of an illuminated red, yellow, or green bicycle symbol (see Figure B.11).
Figure B.11: Bicycle‐specific signals are typically used in a traditional vertical stoplight format, but are associated with a bicycle
signal sign in order to reduce confusion. Credit:
http://mutcd.fhwa.dot.gov/resources/interim_approval/ia16/ia16attachment.pdf
Bicycle signals operate as part of a phased system and facilitate movements of different legs of an
intersection of roadways and/or shared‐use paths. Bicycle signals recognize that bicyclists have different
travel patterns than cars: they are likely to have slower travel speeds, may need to access different
areas of the intersection, or have different movements through an intersection. Bicycle signals can help
mitigate potential conflicts between bicyclists, motorists, and pedestrians that conventional red, yellow,
green, or pedestrian signals may cause. Bicycle‐specific signals can give concurrent, leading, or separate
Bicycle push buttons can be installed facing the
street side of the curb to allow bicyclists to
activate the traffic signal without dismounting
from their bicycle.
Page | B‐22
Appendix B: Design Guidelines
phases, in comparison to motorists and pedestrians (see Figure B.12). The FHWA has currently given
bicycle signals interim approval for use, which does not require a formal request to experiment.3
Figure B.12: The bicycle signal at the far end of this intersection (see the red arrow) gives bicyclists an indication of when it is
safe to cross the street.
3 http://mutcd.fhwa.dot.gov/resources/interim_approval/ia16/index.htm
Page | B‐23
Appendix B: Design Guidelines
Bikeway Facility Transitions
The design of bikeway facility transitions at
intersections is critically important to the
functionality and safety of the bikeway
network in Brookings. Transition points should
clearly and intuitively communicate the
preferred travel path to all users – bicyclists,
pedestrians, and motorists. When properly
designed, transitions between facility types can
be seamless and unified. The transition from
shared‐use paths to other bikeway facility
types will be particularly important in
Brookings, especially as the bikeway network is
being built out over the coming decades.
Transition designs should clearly communicate
how bicyclists are intended to enter and exit
various bikeway facilities and should minimize
conflicts with motorists or pedestrians.
Transitions of two‐way facilities to one‐way
bicycle facilities require particular attention,
such as transitioning from shared‐use paths to
on‐street bicycle facilities. In these cases,
bicyclists riding against the flow of automobile
traffic will be required to cross the roadway
before continuing. If a clear transition to the
desired facility is not provided, it may result in
wrong way bicycle riding. The use clear pavement
markings, signs, and signals will smooth
transitions, as shown in Figure B.13.
Green painted crossings and two‐stage turn boxes
can also be installed to provide strong visual
guidance to all users of the street that bicyclists
may be crossing the intersection. Marked green
crossings increase the visibility of the bicycle lane,
thus making it easier for motorists to see where
bicyclists are crossing through the intersection.
Two‐stage turn boxes such as the one shown in
Figure B.14 allow bicyclists to make a two‐stage
turn through an intersection and never have to
merge across drive lanes. In the first stage they
travel straight through the intersection on green
and wait in the two‐stage turn box until they
receive the perpendicular green signal, then in
Figure B.13: Transition from a two‐way bicycle facility to two one‐way bicycle
facilities requires some bicyclists to cross the street before proceeding on their
route.
Figure B.14: Transition into a two‐way protected bicycle lane.
Page | B‐24
Appendix B: Design Guidelines
the second stage they travel along the perpendicular leg of the intersection. Bicyclists can also be
transitioned from a shared‐use path along a street to the street without bicycle facilities (see Figure
B.15)
Figure B.15: A shared‐use path transitions to a street at both ends, using green bike crossings and boxes or bicycle‐specific
ramps.
Page | B‐25
Appendix B: Design Guidelines
Bicycle Parking
For bicycle parking to be safe, accessible and appealing, bicycle racks should be located as close as
possible to destinations and should support short‐term and long‐term parking needs.
Short‐term bicycle parking: is usually provided outdoors, near the entrance of the building.
Locating bicycle parking in a highly visible location, such as proximate to a building entrance,
makes it easy to find and use, and discourages vandalism and theft of parked bicycles.
Long‐term bicycle parking: is generally provided in a more secure bicycle parking area within the
building. This type of parking is most appropriate for employees, long‐term visitors, and
residents who need their bicycles to be protected from vandalism, theft and the weather.
In an elongated row, hoop racks should be spaced at least 72" on center and spaces between racks should be 48” or greater.
The standard footprint for a single short‐ or long‐term bicycle parking space is 24 inches wide by 72
inches deep. However, it is important to recognize that there are a variety of bicycle types and longer
bicycles will not fit within a standard bicycle parking space. Side‐by‐side bicycle racks should:
Be offset by a minimum of 30 inches on center
Have aisles a minimum width of 48 inches between racks
Have a minimum depth of 72 inches between each row of parked bicycles
Page | B‐26
Appendix B: Design Guidelines
In a side‐by‐side row, hoop racks should be offset by a minimum of 30" on center, and preferably 36”.
Bicycle racks should:
Permit a bicycle frame and one wheel to be locked to the rack with a high security lock;
Permit a bicycle to be securely held with its frame supported in at least two places;
Be durable and securely anchored;
Have a locking surface thin enough to allow standard u‐locks to be used, but thick enough so the
rack cannot be cut with bolt cutters;
Perform as well as an inverted u‐rack.
Meets standards Does not meet standards
Well‐performing hoop racks do not have to be
plain. Many manufacturers offer custom
This style of rack, sometimes referred to as a
“wheel bender,” can damage wheel rims and
does not provide a place to lock the bicycle
Page | B‐27
Appendix B: Design Guidelines
Meets standards Does not meet standards
designs that incorporate business names or
reflect community identity.
frame, resulting in a very low level of security
that allows bike thieves to steal the bike frame
while leaving the front wheel behind.
Hitch racks provide the required two points of
support for the bicycle frame, can be used with
a U‐lock, and have a minimal footprint.
The circle on this hitch rack is too high, making it
difficult to lock a wheel and the frame of the
bicycle with a U‐lock.
Grid racks that do not support a bicycle with two
points of contact lead to inefficient, haphazard
parking and damaged bicycles.
Covered Bicycle Parking
Covered bicycle parking consists of racks with a covering to protect the bicycles from precipitation,
extending the use of short‐term parking. Most often, this is a simple roof or canopy, either a separate
structure constructed to cover the racks, or a part of a building’s structure. Covered parking helps
prolong the life of bicycles and reduces their deterioration due to exposure to natural elements. See
Figure B.17.
Page | B‐28
Appendix B: Design Guidelines
Figure B.17: The Stratus Shelter from Dero is an example of covered bicycle parking.
Parking Requirements and City Code
Brookings should consider adopting bicycle parking requirements for new or redeveloped buildings
similarly to vehicular parking requirements. Cities that have a range of bicycle parking requirements for
different building uses include Minneapolis, MN, Montgomery County, MD, and Arlington, VA.
Page | B‐29
Appendix B: Design Guidelines
In January 2016, the Brookings Bicycle Advisory Committee recommended the following design
standards for bicycle parking:
Applicability: Bike racks, pursuant to the specifications outlined below, shall be installed at:
main entrances of existing city buildings that serve the public,
future city buildings, facilities, parks,
city programs in leased spaces, and
city‐funded projects.
Bike Rack Specifications:
Support bicycles at two points of contact to prevent fallen bicycles (frame and one
wheel)
All racks should accommodate cable locks and ‘U’ locks including removing the front
wheel and locking it to the rear fork and frame.
Do not require lifting of the bicycle
Securely anchored
Not exceed 12’ in height or length
Locking points should be between 1’ and 3’ off the ground and located at points on the
rack where the thickness is between 1” and 4”
Must be capable of securing 2 to 6 standard adult‐size bicycles
The Minneapolis City Council adopted new off‐street parking regulations in January 2009 that requires most buildings to add
bicycle parking. The chart describes how the rules affect bicycle parking for new facilities in the city. Credit: City of Minneapolis
Page | B‐30
Appendix B: Design Guidelines
Constructed of durable materials capable of withstanding permanent exposure to the
elements
Racks should not include excessively sharp edges or points that could be potential
hazards for bicycles, cyclists or pedestrians
Bicycle rack designs must adhere to the Americans with Disabilities Act (ADA) standards:
o Be detected by a cane, the protruding or leading edge of the rack shall be 27” or
less above the sidewalk surface.
o Between 27” and 80” above the sidewalk surface, protruding or leading edges
may overhang a maximum of 12”.
o Except for the bike rack supporting brackets, the shortest section of the bike rack
must be a minimum of 27” tall – enough to be perceived by pedestrians and
avoid tripping hazards.
o The space between rack features must be larger than 9” and smaller than 3.5” to
avoid the potential for children trapping their heads.
Location Specifications:
Located within fifty (50) feet of an entrance to the building
Bicycle parking may be provided within a building, but the location must be easily
accessible to bicycles
If the bicycle parking is not visible from the street, then a sign must be posted indicating
the location of the bicycle parking facilities
Bicycle parking spaces shall be a minimum of two (2) feet by six (6) feet
There shall be an access aisle a minimum of five (5) feet in width
Have a vertical clearance of at least six (6) feet
Each required bicycle parking space must be accessible without moving another bicycle
Placement shall not result in a bicycle obstructing a required walkway
If motor vehicle parking is covered, required bicycle parking must also be covered
Covered bicycle parking shall be available at public facilities where large indoor
gatherings can be held.
Shall be located on paved or pervious, dust‐free surface with a slope no greater than
three percent (3%). Surfaces shall not be gravel, landscape stone or wood chips.
It is recommended the city Code of Ordinances be updated with the specifications outlined in
this memo. The Committee further recommends the Zoning Code be modified to include
minimum requirements for bike parking spaces for use areas (household, commercial, industrial,
service).
Page | B‐31
Appendix B: Design Guidelines
Wayfinding
Most city residents are familiar with navigating the street network in a motor vehicle. However, the
bicycle network is often “invisible” to both visitors and lifelong residents. Bicycle wayfinding helps knit
together a planned bicycle network. Signs help with navigation, safety, and encouragement.
Improving navigation is important for promoting the use of preferred bicycle routes and
encouraging bicycling on designated corridors. Signs improve navigation along routes which are
not intuitive or are different from those followed by motorists, and can also direct people to
popular destinations.
Wayfinding contributes to safety by providing a visual cue for motorists that bicyclists should be
expected on streets, increasing driver awareness of bicyclists. Wayfinding for bicyclists can also
assist emergency officials attempting to locate an injured bicyclist, particularly on trails.
Wayfinding also encourages more bicycling by providing a higher level of comfort and
confidence for people choosing to travel by bicycle and by showing how easy (or quick) it is to
get to destinations by bicycle.
The following three wayfinding features can improve bicycle wayfinding in Brookings for its residents
and visitors:
Street/Trail Name Signs
Route Intersection Signs
Map Kiosks
Street/Trail Name Signs
On existing bicycle routes in Brookings, there are already “street name signs” at all street‐to‐street
intersections. Bicyclists can see and refer to these signs for wayfinding, just like motorists and
pedestrians. But similar “trail name signs” are often not placed at trail‐to‐trail intersections, or where a
trail meets a street at a mid‐block location. A trail/street name sign assembly placed at the intersection
of a shared‐use path and a street will help bicyclists be aware of their location within the larger trail and
street network. In order to assist in this effort, all trail segments in Brookings should be formally named.
Then all trail‐to‐trail and trail‐to‐street intersections should be marked with trail and street name sign
assemblies, where there is a need for geographic orientation (see Figure B.18). Street and trail name
signs may also be placed on bridges and underpasses associated with shared‐use paths.
Page | B‐32
Appendix B: Design Guidelines
Figure B.18: A street name sign (shown in blue) and a trail name sign (shown in green) are assembled together at the
intersection of a street with a shared‐use path, raising geographic awareness for bicyclists, motorists, and pedestrians. Credit:
Google Street View
Route Intersections
Where two bicycle routes intersect, it is often important to post bicycle destination signs. Showing
important local destinations, such as downtown, SDSU, and Dakota Nature Park, will educate the
traveling public about bicycling routes, which are often different than driving routes. Bicycle wayfinding
signs may assemble up to three destinations at once, similar to rural signs that direct highway users
toward towns and cities. Destination signs showing multiple bicycle symbols may be used, as shown in
the photo in Figure B.19. Alternatively, one bicycle symbol may be placed at the top of the destination
sign, as shown in Figure B.20.
Figure B.19: Traditional bicycle destination signs show bicycle symbols next to each destination, with mileage optional.
Page | B‐33
Appendix B: Design Guidelines
Figure B.20: The modified bicycle destination sign places one bicycle symbol at the top. Credit:
http://mutcd.fhwa.dot.gov/resources/interpretations/9_09_20.htm
They layout of wayfinding signs at a Brookings trail‐to‐trail intersection is shown in Figure B.21.
Page | B‐34
Appendix B: Design Guidelines
Figure B.21: Wayfinding signs at the intersection of the Allyn Frerichs Trail with the trail to Larson Park.
Page | B‐35
Appendix B: Design Guidelines
Map Kiosks
Map kiosks provide bicyclists and other shared‐use path users a map of the surrounding area, helping
with path, street, and destination orientation. Map kiosks can also provide the opportunity to
communicate relevant rules, safety tips, contact information for bikeway emergencies and maintenance,
and jurisdictional identification and branding.
Because people are used to reading maps that have north at the top, all attempts should be made to
place the kiosk map panel so that it will be read by a person facing north, or within 90 degrees of north.
If the kiosk map panel must be placed so that it will be read by a person facing south, the map should be
oriented with south at the top.
Map kiosks are most appropriate:
• At major gateways along shared‐use paths
• Where major shared‐use paths or bikeways intersect
• At waysides along a path, or at a major park or public feature on a path
Map kiosks provide the opportunity for bicyclists and other trail users to orient themselves to an area. Credit: Google Street View
Page | B‐36
Appendix B: Design Guidelines
Other Design Guideline Options
Back‐in Angle Parking
Back‐in angle parking is sometimes used with standard bicycle lanes to increase visibility between bicyclists and motorists
leaving a parking space. Credit: San Francisco Streetsblog
Extended Gutter Pan Bicycle Lane
An extended gutter pan bicycle lane eliminates the joint between asphalt and concrete, increasing the space available for
bicycling. These also create a visual separation between driving and bicycling lanes. Credit: Twin Cities Streets for People
Page | B‐37
Appendix B: Design Guidelines
Boulevard Parking Spaces
Where parking removal poses a hardship to residents, parking spaces can be built in boulevard areas to alleviate concerns.
Credit: Google StreetView
Appendix C: Bikeway Project Prioritization and Cost EstimatesPage C‐1Project IDRoadway/Trail Name Project Extents Length (mi.) Bicycle Project Type (a) Lead Agency (Partner/s)Priority Level (b)Opportunity Project ‐ TypeOpportunity Project ‐ Year (c)Low Planning Level Cost Estimate (d) High Planning Level Cost Estimate (d) Project Coordination Cost Savings?Comments1 Trail Loop ‐ North Segment 6th Street W to 32nd Avenue 4.5 Shared Use Path (2) City of Brookings (SDSU) Medium Term $ 1,988,550 $ 2,761,875 Coordinate with short‐term corridor planning study #32.2a 11th Street 3rd Avenue to Medary Avenue 0.6 Bicycle Boulevard City of BrookingsLong TermChip seal 202027,000$ 98,250$ NoParking remains2b SDSU East/West Route Medary Avenue to Jackrabbit Avenue 0.55 Shared Use Path (2) SDSU Long Term $ 243,045 $ 337,563 Separate bicyclists and pedestrians through campus.3a 3rd Avenue 11th Street to Harvey Dunn Lane 0.14 Bicycle Boulevard City of BrookingsLong TermOverlay 20186,300$ 22,925$ NoParking remains3b 3rd Avenue Harvey Dunn Lane to 8th Street 0.18 Bicycle BoulevardCity of BrookingsLong TermChip seal 20208,100$ 29,475$ NoParking remains4a 8th Street Western Avenue to Main Avenue 0.5Standard Bicycle Lane (with extended gutter pan) City of BrookingsShort TermChip seal 202024,300$ 358,125$ YesExplore parking removal on south side. Extended gutter pan bike lanes may be necessary. Advisory bicycle lanes are also an option.4b 8th Street Main Avenue to Medary Avenue 0.5 Standard Bicycle Lane City of BrookingsShort TermChip seal 202024,300$ 33,750$ YesExplore removing parking on south side between Main Avenue and 7th Avenue. Advisory bicycle lanes are an option.4c 8th Street Medary Avenue to Jackrabbit Avenue 0.5 Shared Use Path (1) SDSU (City of Brookings) Short Term Overlay 2021 $ 246,150 $ 341,875 Yes North side preferred for proximity to campus. Coordinate overlay ramp repairs with new shared‐use path. Path likely needs to be wider than 8' due to proximity to SDSU.5a Medary Avenue Highway 14 Bypass to 11th Street 0.49 Separated Bicycle Lanes SDSU (City of Brookings)Short Term $ 268,128 $ 372,400 Coordinate with SDSU Northwest Quadrant Redevelopment and short‐term corridor planning study #31. May also be a shared‐use path.5b Medary Avenue 11th Street to 2nd Street S 0.83 Separated Bicycle Lanes City of Brookings (SDSU) Long Term $ 454,176 $ 630,800 Sidewalk level. Coordinate with short‐term corridor planning study #31. May also be a shared‐use path.5c Medary Avenue South 2nd Street S to 15th Street S 1.24 Shared Use Path (1) City of Brookings Long Term $ 610,452 $ 847,850 East side to match existing segment to the south.5d Medary Avenue South Medary Avenue S at 5th Street S n/a Stoplight (1) City of BrookingsShort TermCIP ‐ Traffic Signal 2017 $ ‐ ‐ Yes Construct new stoplight so that it does not interfere with a future shared use path along east side of Medary Avenue S, and along 5th Street S going west from Medary Avenue S. No push buttons needed if signal remains non‐actuated.5e Medary Avenue South Medary Avenue S at 8th Street S n/a Stoplight (2) City of BrookingsShort TermCIP ‐ Traffic Signal 2021 $ 14,400 $ 20,000 Yes Prepare intersection ramps for shared use path along east side of Medary Avenue S. Add bicycle push buttons and bicycle signal on northeast and southeast corners to prevent unnecessary walk signal timing.5f 5th Street S 7th Avenue S to Medary Avenue S 0.25 Shared Use Path (1)Brookings School District (City of Brookings) Long Term $ 123,075 $ 170,938 Coordinate with shared use path construction on Medary Avenue S6a 6th Street 8th Street to Main Avenue 0.67 Shared Use Path (1) City of Brookings (SDDOT) Long Term $ 329,841 $ 458,113 North or south side should match Main Avenue to Medary Avenue segment6b 6th Street Main Avenue to Medary Avenue 0.5 Shared Use Path (1) City of Brookings (SDDOT) Short Term DOT Reconstruction 2019 $ 246,150 $ 341,875 Yes North side guidance from City Council6c 6th Street Medary Avenue to 22nd Avenue 1 Shared Use Path (1) City of Brookings (SDDOT) Long Term $ 492,300 $ 683,750 North or south side should match Main Avenue to Medary Avenue segment6d 6th Street 22nd Avenue to 34th Avenue 1.3 Shared Use Path (1) City of Brookings (SDDOT) Long Term DOT Reconstruction 2017 $ 639,990 $ 888,875 No Path will be installed but will not be constructed to minimum standard of 8'. Widening will need to occur in the future.7 3rd Avenue 6th Street to 3rd Street 0.25 Standard Bicycle Lane City of Brookings Medium Term16,875$ 16,875$ Narrowing all lanes provides space for bike lanes without parking or lane removals. Possible layout includes 2‐8' parking lanes, 2‐5' bicycle lanes, 2‐outside 11' driving lanes, and a center 10.5' turn lane.8a Main Avenue 8th Street to 6th Street 0.18 Standard Bicycle Lane City of BrookingsShort TermOverlay/Chip Seal 20208,748$ 12,150$ YesExplore back‐in angle parking between 8th Street and 7th Street. Consider adding angle parking between 7th Street and 6th Street. May want to advance overlay to 2017 or 2018 to for a pre‐test for 3rd Street between Main Avenue and 5th Avenue.8b Main Avenue 6th Street to 3rd Street 0.25 Separated Bicycle Lanes City of Brookings Long Term $ 123,075 $ 170,938 One‐way bike lanes between curb and landscaping during future reconstruction, narrow 17' to 20' drive lanes to provide space.8c Main Avenue 3rd Street to 5th Street S 0.49 Separated Bicycle Lanes City of Brookings Medium Term $ 241,227 $ 335,038 Explore parking removal. Street level in the medium term, sidewalk level in the long term.9 5th Avenue 6th Street to 3rd Street 0.25 Standard Bicycle Lane City of Brookings Long Term12,150$ 16,875$ Removal of center turn lane required for bike lane installation, examine crash history before and after center turn lane installation to determine need for center turn lane. May be possible to keep center turn lanes at intersections if parking or curb extensions can be altered to accommodate bicycle lanes.10 SDSU North/South Route 8th Street to SDSU East/West Route 0.32 Shared Use Path (2) SDSU Long Term $ 141,408 $ 196,400 Separate bicyclists and pedestrians through campus.11a 3rd Street 3rd Avenue to Main Avenue 0.09 Standard Bicycle LaneCity of Brookings Medium Term Chip seal 20224,374$ 6,075$ YesExplore back‐in angle parking between 3rd Avenue and Main Avenue. 11b 3rd Street Main Avenue to 5th Avenue 0.09 Standard Bicycle LaneCity of Brookings Short Term Overlay 20194,374$ 6,075$ YesConsider adding back‐in angle parking between Main Avenue and 5th Avenue, dependent upon Main Avenue test between 8th Street and 6th Street.11c 3rd Street 5th Avenue to 6th Avenue 0.5 Standard Bicycle Lane City of Brookings Medium Term Chip seal 202224,300$ 33,750$ YesNarrowing all lanes provides space for bike lanes, extended gutter pan bike lane may be needed on south side.11d 3rd Street 6th Avenue to Medary Avenue 0.33Standard Bicycle Lane (with extended gutter pan) City of Brookings Medium Term Chip seal 202216,038$ 236,363$ NoExtended gutter pan bike lanes may be needed to accommodate 10' travel lanes and 5' bike lanes (10' travel lanes would need approval). Advisory bicycle lanes may also be an option.11e 3rd Street Medary Avenue to 17th Avenue 0.6Standard Bicycle Lane (with extended gutter pan) City of BrookingsMedium TermChip seal 202329,160$ 429,750$ NoExtended gutter pan bike lanes may be needed to accommodate 10' travel lanes and 5' bike lanes (10' travel lanes would need approval). Advisory bicycle lanes are also an option.11f 3rd Street 17th Avenue to 22nd Avenue 0.4Standard Bicycle Lane (with extended gutter pan) City of BrookingsMedium TermChip seal 202319,440$ 286,500$ YesExplore parking removal on south side. Extended gutter pan bike lanes may be necessary. Advisory bicycle lanes are also an option.(a) Descriptions of bicycle facility types are on pages 52 and 53 of Chapter 6.(b) Years for each priority level overlap to indicate the fluid nature of funding and opportunity projects: short term (2017 to 2025), medium term (2021 to 2029), and long term (2027 to 2040). Appendix C should be adjusted annually during the the City's budgeting process.(c) Opportunity project years are subject to change based on annual adjustments made to the City of Brookings CIP.(d) Planning level cost estimates will be refined during design. Design considerations are included under Strategy 17 of Chapter 6. Estimates do not include inflation or right‐of‐way acquisition, and some projects may require the cooperation of private property owners or partner agencies. Estimates also do not include additional maintenance needs, which are detailed within Strategy 18 of Chapter 6.
Appendix C: Bikeway Project Prioritization and Cost EstimatesPage C‐2Project IDRoadway/Trail Name Project Extents Length (mi.) Bicycle Project Type (a) Lead Agency (Partner/s)Priority Level (b)Opportunity Project ‐ TypeOpportunity Project ‐ Year (c)Low Planning Level Cost Estimate (d) High Planning Level Cost Estimate (d) Project Coordination Cost Savings?Comments12a Jackrabbit Avenue University Blvd to 8th Street 0.33 Shared Use Path (1) SDSU Medium Term $ 162,459 $ 225,638 West side preferred for proximity to campus. Path likely needs to be wider than 8' due to proximity to campus.12b Jackrabbit Avenue 8th Street to 6th Street 0.18 Bicycle Boulevard City of BrookingsLong TermChip seal 20218,100$ 29,475$ NoParking remains.12c 16th Avenue 6th Street to 3rd Street 0.4 Shared Use Path (1)City of Brookings (Brookings School District) Long Term $ 196,920 $ 273,500 Connection between Jackrabbit Avenue and 16th Avenue through Hillcrest Park and Hillcrest Elementary School. Consider moving pedestrian signal at 6th Street to Jackrabbit Avenue for SDSU connection. Standard bicycle lanes on 17th Avenue could serve as an alternative, but would not be suitable for K‐3 students at Hillcrest Elementary.12d 16th Avenue 3rd Street to Railroad 0.37 Bicycle Boulevard City of Brookings Long Term Chip seal 2023 $ 16,650 $ 60,588 No Parking remains. Explore adding a bicycle path for K‐3 students if parking can be removed on one side. Widen sidewalk between Derdall Drive and future railroad shared‐use path to an 8' shared use path. 13 Western Avenue S Indian Hills Trail to 20th Street S 0.5 Shared Use Path (1) City of Brookings Long Term $ 246,150 $ 341,875 Widen existing sidewalk to 8' shared‐use path.14Trail Loop ‐ Airport Segment (West Option)Six Mile Creek to Western Ave S/Summit Pass 3.01 Shared Use Path (2) City of Brookings Medium Term $ 1,330,119 $ 1,847,388 Coordinate with short‐term corridor planning study #32.15Trail Loop ‐ Airport Segment (East Option)Western Ave/Railroad to Main Ave S/12th St S 1.55 Shared Use Path (2) City of Brookings Medium Term $ 684,945 $ 951,313 Coordinate with short‐term corridor planning study #32.16 Trail Loop ‐ Railroad Segment Six Mile Creek to 34th Avenue 4 Shared Use Path (2)City of Brookings (Brookings County) Medium Term $ 1,767,600 $ 2,455,000 Coordinate with short‐term corridor planning study #32.17a 2nd Street South Division Avenue S to Main Avenue S 0.25Standard Bicycle Lane (with extended gutter pan) City of Brookings Medium Term Chip seal 202212,150$ 179,063$ NoExtended gutter pan bike lanes may be needed to accommodate 10' travel lanes and 5' bike lanes (10' travel lanes would need approval). Advisory bicycle lanes are also an option.17b 2nd Street South 2nd Street S at Main Avenue S n/a Stoplight (3) City of BrookingsShort TermCIP ‐ Traffic Signal 20171,800$ 2,500$ YesPrepare intersection for standard bicycle lanes on 2nd Street S by installing curb‐side bicycle push button pedestals.17c 2nd Street South Main Avenue S to Medary Avenue S 0.5Standard Bicycle Lane (with extended gutter pan) City of Brookings Short Term Overlay 202124,300$ 358,125$ NoExtended gutter pan bike lanes may be needed to accommodate 10' travel lanes and 5' bike lanes (10' travel lanes would need approval). Advisory bicycle lanes are also an option.17d Orchard Avenue Medary Avenue S to Birch Avenue S 0.15 Standard Bicycle Lane City of Brookings Medium Term Chip seal 20237,290$ 10,125$ NoNarrowing all lanes provides space for bike lanes without parking or lane removals.17e 12th Avenue/Birch Street 1st Street to Orchard Drive 0.16 Bicycle Boulevard City of BrookingsLong TermChip seal 2023 $ 7,200 $ 26,200 No Widen 5' sidewalk over railroad tracks to 8' shared use path, connect each end to 12th Avenue/Birch Avenue (current bicycle connection uses private driveways). Paving Birch Avenue will improve bicyclist safety.17f 1st Street 12th Avenue to 16th Avenue 0.34 Bicycle Boulevard City of BrookingsLong TermChip seal 202315,300$ 55,675$ NoParking remains.17g Olwien Street 16th Avenue S to 22nd Avenue 0.5 Bicycle Boulevard City of BrookingsLong TermChip seal 202322,500$ 81,875$ NoParking remains. Bicycle detection needed at 22nd Avenue/Olwien Street stoplight.18a 8th Street South Western Avenue S to Main Avenue S 0.5 Shared Use Path (1) City of Brookings Long Term246,150$ 341,875$ Extend existing shared‐use path to Western Avenue S and Main Avenue S. Widen path from 7' to 10'.18b 8th Street South Main Avenue S to 22nd Avenue S 1.51 Buffered Bicycle Lanes City of Brookings Short Term CIP ‐ Mill and overlay 202084,258$ 117,025$ YesNarrow existing 12' lanes and add buffer zones to bicycle lanes. Long term build shared use path or separated bicycle lanes.18c Brookings High School 8th Street S to Front Door 0.2 Shared Use Path (1)Brookings School District (City of Brookings)Short TermCIP ‐ Mill and overlay 2020 $ 98,460 $ 136,750 No Coordinate with 8th Street overlay, include crossing of 8th Street S between Roberts Avenue and Christine Avenue.18d Brookings Mall8th Street S to Anytime Fitness and JC Penney 0.33 Shared Use Path (1)Private Property Owners (City of Brookings) Long Term162,459$ 225,638$ Coordinate with shared use path or separated bicycle lane construction on 8th Street S18e 8th Street South 8th Street S at 22nd Avenue S n/a Stoplight (2) City of BrookingsShort TermCIP ‐ Traffic Signal 2018 $ 14,400 $ 20,000 Yes Prepare intersection ramps for shared use path along east side of 22nd Avenue S. Add bicycle push buttons on southeast and northeast corners to prevent unnecessary walk signal timing.19 Indian Hills TrailAllyn Frerichs Trail/Main Avenue S to Indian Hills Trail/Trail Ridge Road 0.17 Shared Use Path (1) City of BrookingsLong Term $ 83,691 $ 116,238 Purchase easement and establish trail crossings of Main Avenue S and Trail Ridge Road to eliminate bicyclists cutting through parking lot.20 Main Avenue S Allyn Frerichs Trail to 26th Street S 1 Shared Use Path (1) City of BrookingsLong Term$ 492,300 $ 683,750 East side to match existing segments to the north and south.21a 17th Avenue Railroad to 8th Street S 0.36 Standard Bicycle LaneCity of BrookingsMedium TermChip seal 202317,496$ 24,300$ YesExplore parking removal on east side.21b 17th Avenue S 8th Street S to 20th Street S 1 Standard Bicycle Lane City of BrookingsShort TermChip seal 201848,600$ 67,500$ YesExplore parking removal on east side.21c 17th Avenue S 12th Street S to 15th Street S 0.24 Shared Use Path (1) City of BrookingsLong Term 118,152$ 164,100$ Widen sidewalk on east side to an 8' shared use path.21d 17th Avenue S 20th Street S to 24th Street S 0.34 Bicycle Boulevard City of BrookingsShort TermChip seal 201915,300$ 55,675$ NoParking remains.21e 24th Street S 17th Avenue S to Bluegill Avenue 0.12 Bicycle Boulevard City of BrookingsShort TermChip seal 20195,400$ 19,650$ NoParking remains.21f Bluegill Avenue 24th Street S to Allyn Frerichs Trail 0.1 Bicycle Boulevard City of BrookingsShort TermChip seal 2019 $ 4,500 $ 16,375 No Construct 8' shared‐use path between Bluegill Avenue and Allyn Frerichs Trail.22 26th Street S Dakota Prairie School to Medary Avenue 0.7 Shared Use Path (1)City of Brookings (Private Property Owner, Brookings School District) Medium Term $ 344,610 $ 478,625 Develop a shared‐use path through Prairie Hills Development, acquire easement if major streets plan is not followed, connect to Dakota Prairie School.23a 15th Street South Medary Avenue S to 17th Avenue S 0.53 Shared Use Path (1) City of BrookingsLong Term 260,919$ 362,388$ Widen sidewalk on north side to an 8' shared‐use path.(a) Descriptions of bicycle facility types are on pages 52 and 53 of Chapter 6.(b) Years for each priority level overlap to indicate the fluid nature of funding and opportunity projects: short term (2017 to 2025), medium term (2021 to 2029), and long term (2027 to 2040). Appendix C should be adjusted annually during the the City's budgeting process.(c) Opportunity project years are subject to change based on annual adjustments made to the City of Brookings CIP.(d) Planning level cost estimates will be refined during design. Design considerations are included under Strategy 17 of Chapter 6. Estimates do not include inflation or right‐of‐way acquisition, and some projects may require the cooperation of private property owners or partner agencies. Estimates also do not include additional maintenance needs, which are detailed within Strategy 18 of Chapter 6.
Appendix C: Bikeway Project Prioritization and Cost EstimatesPage C‐3Project IDRoadway/Trail Name Project Extents Length (mi.) Bicycle Project Type (a) Lead Agency (Partner/s)Priority Level (b)Opportunity Project ‐ TypeOpportunity Project ‐ Year (c)Low Planning Level Cost Estimate (d) High Planning Level Cost Estimate (d) Project Coordination Cost Savings?Comments23b Camelot Intermediate School 15th Street S to School Entrance 0.1 Shared Use Path (2)Brookings School District (City of Brookings) Long Term44,190$ 61,375$ Coordinate with bicycle boulevard on 15th Street S.24a 22nd Avenue University Blvd to Minnesota Drive 0.62 Shared Use Path (1) City of Brookings Long Term $ 305,226 $ 423,925 Widen 6' sidewalk on west side between University Blvd and Wal‐Mart to 8'. Install trail crossing at Wal‐Mart. Widen 5' sidewalk on east side to 8'.24b Wal‐Mart 22nd Avenue to Wal‐Mart Entrance 0.2 Shared Use Path (1)City of Brookings (Private Property Owner) Long Term98,460$ 136,750$ Coordinate with shared use path construction on 22nd Avenue24c 22nd Avenue Minnesota Drive to 3rd Street 0.13 Shared Use Path (1) City of Brookings Long Term $ 63,999 $ 88,888 In the short term, prepare ramps for shared use path on east side. In the long term widen 5' sidewalk to 8' shared‐use path.24d Brookings Hospital 22nd Avenue to Hospital Entrance 0.1 Shared Use Path (1) Brookings Health System Long Term49,230$ 68,375$ Coordinate with shared use path construction on 22nd Avenue24e 22nd Avenue 3rd Street to 12th Street S 1.07 Shared Use Path (1) City of Brookings Long Term CIP ‐ Mill and overlay 2019 $ 526,761 $ 731,613 No Widen east sidewalk to 8' shared‐use path.24f 12th Street S 17th Avenue S to 22nd Avenue S 0.46 Shared Use Path (1) City of Brookings Long Term $ 226,458 $ 314,525 Widen north sidewalk to 8' shared‐use path.25a 20th Street S Cumberland Court to Main Avenue S 0.74 Shared Use Path (3) City of BrookingsShort TermCIP ‐ Reconstruction 2017 $ 83,250 $ 115,625 Yes Substitute 8' shared‐use path for planned 5' sidewalk.25b 20th Street S Main Avenue S to Medary Avenue S 0.5 Shared Use Path (1) City of Brookings Long Term CIP ‐ Mill and overlay 2018246,150$ 341,875$ NoConstruct shared use path.25c 20th Street S Medary Avenue S to 22nd Avenue S 1 Shared Use Path (1) City of Brookings Long Term CIP ‐ Mill and overlay 2019492,300$ 683,750$ YesPrepare ramps for shared use path in the long term.25d 20th Street S 22nd Avenue S to I‐29 0.5 Shared Use Path (1) City of Brookings Medium Term246,150$ 341,875$ Construct shared use path with new road.26 Lefevre Drive Allyn Frerichs Trail to Cenex 0.2 Shared Use Path (1)City of Brookings (Private Property Owners) Short Term CIP ‐ Mill and overlay 201898,460$ 136,750$ YesHotel visitor connection to Allyn Frerichs Trail27 Daktronics Daktronics Entrance to Allyn Frerichs Trail 0.1 Shared Use Path (2) Private Property Owner Long Term44,190$ 61,375$ Adjust and extend access ramp from Allyn Frerichs Trail to connect to the main entrance across the parking lot.28 3M Access Trail 3M Entrance to Allyn Frerichs Trail 0.2 Shared Use Path (2) Private Property Owner Long Term88,380$ 122,750$ Employee and visitor connection to Allyn Frerichs Trail29 Dakota Nature ParkAllyn Frerichs Trail West to Allyn Frerichs Trail East 1.3 Shared Use Path (2) City of Brookings (SDSU)Long Term 574,470$ 797,875$ Widen existing 6' asphalt path to 8' shared use path.30 Allyn Frerichs Trail Main Avenue S to 32nd Avenue 7.3 WayfindingCity of Brookings Short Term91,980$ 127,750$ Install wayfinding signs (see bicycle wayfinding design guidelines)31 Medary Avenue Highway 14 Bypass to 2nd Street South 1.5 Corridor Planning Study (1) City of Brookings (SDSU)Medium Term 20,250$ 28,125$ Corridor study for future improvements.32 Trail LoopAllyn Frerichs Trail at 32nd Avenue to Allyn Frerichs Trail at Main Avenue 8.5 Corridor Planning Study (2)City of Brookings (SDSU, Brookings County)Short Term 99,450$ 138,125$ Planning and design for trail loop completion, including railroad segment. Coordinate with $150,000 County trail planning study.33 Allyn Frerichs Trail Main Avenue S to 32nd Avenue 7.3 Shared Use Path (2) City of BrookingsLong Term 3,225,870$ 4,480,375$ Reconstruct Allyn Frerichs Trail, widening to 10' and upgrading trail crossings of streets.Not on Map(a) Descriptions of bicycle facility types are on pages 52 and 53 of Chapter 6.(b) Years for each priority level overlap to indicate the fluid nature of funding and opportunity projects: short term (2017 to 2025), medium term (2021 to 2029), and long term (2027 to 2040). Appendix C should be adjusted annually during the the City's budgeting process.(c) Opportunity project years are subject to change based on annual adjustments made to the City of Brookings CIP.(d) Planning level cost estimates will be refined during design. Design considerations are included under Strategy 17 of Chapter 6. Estimates do not include inflation or right‐of‐way acquisition, and some projects may require the cooperation of private property owners or partner agencies. Estimates also do not include additional maintenance needs, which are detailed
Shared-Use Path or Separated
Bike Lane
Buffered Bike Lanes possible as
interim treatment on some corridors
Standard Bike Lane
Advisory Bike Lanes an option on
some corridors
Bicycle Boulevard
S O U T H
D A K O T A S T A T E
U N I V E R S I T Y
B R O O K I N G S
R E G I O N A L
AI R P O R T
3RD ST
2ND ST S OLWIEN ST
11TH ST
8TH ST S 22ND AVE12TH ST S
20TH ST S
MAIN AVE S8TH ST
WESTERNAVEUS 14/6TH STMEDARY AVEINDIA NH IL
LS
TRAIL
ALL Y N FRERICHS TRAI
LALLYN FR E RICHS TRAIL
ALLYN FRERICHS TRA ILALLYNFRERI
CHSTRAIL16
1
1
1
15
1614
C i t y -O w n e d
We l l h e a d
Pr o p e r t y
No r th b r o o k
Pa rk
McC rory
G a r d e n s
Ed ge b roo k
G o lf
Cou rse
Fi s hback
S oc c er
Pa rk
Dak o ta
Na tur e
Pa rk
Mo u nta i n B i ke
P um p Pa rk
22
12a
8c
25d
17e
3a
3b
12b
17f
12d
17g
2a
23b
21f
18c
26
4c
6b
5a
25a
18b
9
21f 21e
21d
27
24d
24b
24c
19
28
5f
12c8b
21c
10
18d
18a
24f
25b
5c
2b
23a13
24a
6a 6d
24e
20
5b 6c
25c
29
11b
8a
17c
4a 4b
21b
11c11a
17d
7
17a
11d
21a
11f11e
5d
5e
17b
18e
0 ½1¼
Miles
Funding and Implementation
North 0 1 Miles1/2 Short TermExistingMedium TermLong Term1
1
1
2
2
2
3
3
3
TO AURORA
TO VOLGA
TO LAKE SINAI
TO LAKE BENTON
As Brookings expands further
south and west, the bicycle
network should also expand
at half-mile spacing.
Page | D-1 Appendix D: Community Engagement Report – January 2017 Appendix D: Community Engagement Report January 2017 Community members discuss the draft 2040 Bikeway Network map at the workshop on January 25, 2017. Credit: Brookings Register
Page | D-2 Appendix D: Community Engagement Report – January 2017 In late January 2017, nearly 250 participant interactions took place during the comment period of the draft Brookings Bicycle Master Plan (Plan): 39 people engaged in one to two hour-long listening session discussions 77 people signed in at the Community Workshop on January 25th 133 people completed online or paper surveys about the draft Plan The draft Plan was published on the City’s website on Saturday, January 22nd and comment was welcomed through Sunday, February 5th. Listening Sessions During the week of January 23rd through 27th, Toole Design Group conducted listening sessions with staff from the City of Brookings, SDSU, the Brookings School District, large employers, the Brookings Economic Development Corporation, Brooking County, and members of the Brookings Bicycle Advisory Committee. The goals of the listening sessions were to give an overview of the draft Plan, listen to comments, and answer questions. Common themes from the listening sessions included: Managing the community’s expectations by stressing the long-term nature of the Plan. Making adjustments to cost estimates to reflect local conditions, and being clear about what is and is not included in the estimates. Balancing the desire for bikeway facilities with other community values such as trees, parking, utilities, historic properties, park amenities, and balanced budgets.
Page | D-3 Appendix D: Community Engagement Report – January 2017 Understanding the implications for maintenance when new infrastructure is built. Using a portfolio of funding sources for more expensive bicycle-related items. Telling the story of the Plan in a concise and easy-to-understand narrative. Getting a sense of the type of residents who gave input on the formation of the Plan in September 2016. As a result, several dozen changes were made to the draft Plan. Community Workshop On January 25, 2017, the project team hosted a community workshop at McCrory Gardens, with 77 people signing in. The purpose of the workshop was to: Allow people to comment on the draft 2040 Bikeway Network map. Share information about recommended educational strategies and bikeway facility types. Provide an overview of the Plan through a handout and a presentation. Answer questions and listen to comments and concerns. Encourage participants to pledge to make Brookings a more bicycle friendly place. Distribute paper surveys (discussed in the next section).
Page | D-4 Appendix D: Community Engagement Report – January 2017 Figure D.1 Participants at the community workshop were encouraged to make comments on Post-It notes about the 2040 Bikeway Network map. Paper and Online Surveys Surveys were made available to the public throughout the two-week comment period. 67 paper surveys were completed at the community workshop and 66 online surveys were submitted between January 23rd and February 5th. Respondents were asked a series of questions. The first question was, “What are the top five policy and program strategies (out of 13 total) that you would like to see addressed first (in the next one to ten years)?” Safe Routes to School programs, and enforcement and education for bicyclists and motorists, were the top three priorities, as shown in Figure D.3.
Page | D-5 Appendix D: Community Engagement Report – January 2017 Figure D.2 Top priorities for policy and program strategies were ranked by community residents who completed online and paper surveys. 11%15%16%17%23%26%29%31%35%35%45%49%58%0% 10% 20% 30% 40% 50% 60% 70%Create a bicycle count programDevelop a bicycle crash evaluation programEvaluate the possibility of a bike share systemEmploy temporary demonstrations to promote and pilot new bicycle infrastructureIncrease City staff attention to bicycling issuesIncrease the number of organizations participating in the Bicycle Friendly Business(BFB) programImplement and enforce subdivision regulations that support bicyclingPromote the bicycle facility network with maps and a webpageDevelop, adopt, and integrate a Complete Streets policyOrganize and promote bicycle‐related eventsDevelop a comprehensive approach to bicycling educationEnforce bicycling traffic laws for bicyclists and motoristsSupport Safe Routes to School (SRTS) planning and programs at all schools inBrookings* See Chapter 4 for further details about each strategy.Priorities for Policy and Program Strategies*
Page | D-6 Appendix D: Community Engagement Report – January 2017 Participants were then asked about the 2040 Bikeway Network map shown on Figure 5.8 in Chapter 5. Two-thirds of respondents said that the 2040 Network addresses safety, comfort, and connectivity. See Figure D.4. Figure D.3 Approximately one-third respondents said that the 2040 Network does not address or only somewhat addresses safety, comfort, and connectivity. Finally, respondents were asked about their bicycling habits. 53% of people ride a few times a week or more, and 47% ride a few times a month or less, as shown in Figure D.5. Yes!33%Mostly, yes.34%Somewhat, yes.19%No.14%"Overall, do you think the 2040 Network addresses safety, comfort, and connectivity for bicycling?
Page | D-7 Appendix D: Community Engagement Report – January 2017 Figure D.4 The average bicycle riding habits of survey respondents. At least once a day23%A few times a week30%A few times a month or less37%Never10%On average, I ride a bicycle ...
Bicycle Advisory Committee Excerpt
February 16, 2017 Minutes (unapproved)
A meeting of the Bicycle Advisory Committee was held on Thursday, February 16, 2017 at 3:00 pm at
Brookings City & County Government Center with the following members present: Vice Chair Joanie
Holm, Chair Mike Lockrem (by phone), Eric Rasmussen, Steve Paula, Jennifer McLaughlin, Caleb Evenson,
Emily Braun, Brittany Kleinsasser, and Liaison Steve Berseth. Absent: Keith Schram. Guests included
Jessica Andrews, Jay Larsen, Sherry Cappel, Police Chief Jeff Miller, City Clerk Shari Thornes, Parks &
Recreation Director Dan Brettschneider, City Engineer Jackie Lanning, Assistant to the City Manager
Kevin Catlin, Recreation Manager Darren Hoff and Communications Specialist Laurie Carruthers.
Bicycle Master Plan. A motion was made by McLaughlin, seconded by Braun to approve and strongly
recommend the Brookings City Council adopt the Bicycle Master Plan dated February 2017 with the
intent that Brookings becomes a high-ranking bicycle friendly community by the League of American
Bicyclists. All present voted yes; motion carried.
1
Interview: April 27, 2016
Credit: Jael Photography
2
Why a bike plan?
Credit: Brookings Register
3
Benefits of Bicycling
•Improved business revenue
•Increased property values
•More jobs per dollar
•Employee/employer/student retention
•Greater safety for everyone
•Integration of health into daily habits
•Balanced transportation options
Credit: Pima County, Arizona
4
Tourism Potential
Credit: Cedar Falls Tourism & Visitors Bureau
5
Data
Location Population BFC Level Bicycle Mode Share
Minneapolis 407,000 Gold 4.60%
Brookings 23,000 Bronze 3.30%
Bemidji, MN 14,000 Bronze 1.80%
Lincoln 273,000 Bronze 1.30%
Fargo 111,000 n/a 0.90%
Cedar Falls, IA 40,000 Bronze 0.80%
Duluth 86,000 Bronze 0.80%
Rapid City 70,000 n/a 0.60%
Aberdeen 27,000 n/a 0.50%
Sioux Falls 161,000 Bronze 0.40%
Des Moines 207,000 Bronze 0.40%
6
Planning Process
Brookings Bicycle
Advisory Committee
Draft
Plan
Public Input:
Round 1
Public Input:
Round 2City Council
Review
City Council
Authorization Plan Outline
Revisions
7
Public Engagement
8
Public Engagement
•80 (Listening sessions)
•157 (Community workshop)
•58 (SDSU)
•648 (online and paper surveys)
•+200 (online map)
1,143 participant interactions
9
•Bellingham, WA, population 82,600 had
800 responses (0.97%)
•Chapel Hill, NC, population 59,600 had
600 responses (1.01%)
•Brookings, population 23,000 had 515
responses (2.24%)
Online Survey (Round 1)
Comparisons
10
Who did we hear from?
11
Previous Surveys
Credit: 2013 Brookings Area Vision Charrette
12
•73% of Brookings residents own a bicycle
•17% have someone in the household who normally
use a bicycle to travel
•The average amount of money respondents would
spend on bicycle facilities over the next 20 years
(when allocating a hypothetical $100 bill) was $10.40
Credit: 2011 Brookings Area Master Transportation Plan
Previous Surveys
13
Goal 1: Develop a connected bicycle
network comfortable for everyone
Strategies
•Plan and build the
Brookings 2025 Trail
Loop
•Plan and build the
Brookings 2040
Bikeway Network
14
Brookings County
Credit: 2013 Brookings County Master Transportation Plan
15
Rank policies and programs
16
“Routes I would like to ride”
•22nd Avenue
•6th Street
•Medary
Avenue
•Main Avenue
•8th Street South
•20th Street
South
Credit: Google Street View
17
Considerations
•½ mile spacing
•Connections to schools, large
employers, retail/restaurants,
neighborhoods, downtown, SDSU
•Future roads
•2035 traffic volumes
•Connections to shared-use paths
•More separation on busy streets, less
separation on quiet streets
18
19
Public Response
20
Revisions
21
Goal 2: Adopt policies and programs
that support a culture of bicycling
Credit: Bike East Bay (photo on left)
22
1.Support Safe Routes to School planning and programs at all schools in Brookings
2.Enforce bicycling traffic laws for bicyclists and motorists
3.Develop a comprehensive approach to bicycling education
4.Organize and promote bicycle-related events
5.Develop, adopt, and integrate a Complete Streets policy
6.Promote the bicycle facility network
7.Implement and enforce subdivision regulations that support bicycling
8.Increase the number of organizations participating in the Bicycle Friendly
Business (BFB) program.
9.Employ temporary demonstrations to promote and pilot new bicycle
infrastructure
10.Increase City staff attention to bicycling issues
11.Evaluate the possibility of a bike share system
12.Develop a bicycle crash evaluation program
13.Create a bicycle count program
Revisions
23
Goal 3: Implement the Plan efficiently,
prudently, and effectively
Strategies
•Pursue multiple funding
options
•Prioritize implementation of
the 2040 Bikeway Network,
coordinating with other
projects when possible
•Increase maintenance
funding when implementing
new bicycle infrastructure
Credit: City of Rochester, Minnesota
24
Funding
•Capital improvement program budget
•City operating budget
•Donations and charitable contributions
•SDSU
•Brookings County
•People for Bikes
•Federal grant programs
25
Cost Estimates
•Include engineering
and crew
mobilization costs
where applicable
•Do not include right-
of-way acquisition or
inflation
26
Appendix C Revisions
Fewer short term
projects
More disclaimers about project flexibility
27
•(a) Descriptions of bicycle facility types are on pages 52 and 53 of
Chapter 6.
•(b) Years for each priority level overlap to indicate the fluid nature of
funding and opportunity projects: short term (2017 to 2025), medium
term (2021 to 2029), and long term (2027 to 2040). Appendix C should
be adjusted annually during the City's budgeting process.
•(c) Opportunity project years are subject to change based on annual
adjustments made to the City of Brookings CIP.
•(d) Planning level cost estimates will be refined during design. Design
considerations are included under Strategy 17 of Chapter 6. Estimates
do not include inflation or right-of-way acquisition, and some projects
may require the cooperation of private property owners or partner
agencies. Estimates also do not include additional maintenance
needs, which are detailed within Strategy 18 of Chapter 6.
Appendix C Revisions
28
Education
29
30
31
Thank you! Questions?
Credit: Ming Stephens
City of Brookings
Staff Report
Brookings City & County
Government Center, 520
Third Street
Brookings, SD 57006
(605) 692-6281 phone
(605) 692-6907 fax
File #:RES 17-022,Version:1
Action on Resolution 17-022, a Resolution Reaffirming Brookings Values of Inclusion, Respect,
Tolerance, Equality, and Justice, and the City’s Commitment Toward Action to Reinforce These
Values.
Summary:
Resolution 17-022 is a reaffirmation of the City’s commitment to inclusion and being a welcoming
community to all. The Resolution was prepared by the Human Rights Commission in response to
requests from the South Dakota World Affairs Council and members of the Brookings Ministerial
Association.
Recommendation:
Staff recommends approval.
Attachments:
Resolution
Brookings Ministerial Assoc. Letter
SD World Affairs Council Letter
City of Brookings Printed on 2/23/2017Page 1 of 1
powered by Legistar™
Resolution 17-022
A Resolution Reaffirming Brookings Values of Inclusion, Respect,
Tolerance, Equality and Justice, and the City’s Commitment Toward Action to
Reinforce These Values
Whereas, accounts of incidents of hate targeted at Muslim, Sikh, Arab, Jewish, Latino,
African-American, Asian, Native-American, female, people with disabilities, immigrant,
refugee, lesbian, gay, bisexual, transgender, queer, and other high risk community
members have been reported to police, on social media, and to advocacy organizations
across the nation; and
Whereas, many in our community are hurting and fearful as a result of the rise of a
rhetoric of exclusion and vilification; and
Whereas, the City of Brookings draws strength from the diversity of its residents’ age;
ethnicity; gender; gender identity; language; nationality; physical, mental, and
developmental abilities; race; religion; sexual orientation; skin color; socio-economic
status; political ideology; and perspective; and
Whereas, the City of Brookings has a Human Rights Commission whose mission is to
improve human relations in the Brookings area by fighting discrimination through
education and a complaint resolution procedure; and
Whereas, the City of Brookings supports the elimination of violence and harassment
against women and other high risk minorities and is committed to providing direct
services, education, culturally competent policing practices, family law, and governance
for the prevention of crimes against women and other high risk minorities; and
Whereas, the City of Brookings supports the peaceful exercise of free speech and
assembly for all people,
Now, Therefore, Be It Resolved by the City of Brookings that:
Section 1. The City of Brookings will continue to be an inclusive city that treats everyone
with dignity and respect, and affirms and celebrates its mosaic of diverse residents and
visitors.
Section 2. The City of Brookings reaffirms its commitment to uphold justice, provide
equality of opportunity for all, actively encourage all voices to be heard, promote
inclusion, and oppose acts of intolerance or discrimination.
Section 3. The City of Brookings will implement measures to facilitate reporting,
tracking, and responding to hate and bias-motivated activities in Brookings.
Passed and approved this 28th day of February 2017.
CITY OF BROOKINGS
Scott Munsterman, Mayor
ATTEST:
Shari Thornes, City Clerk
December 27, 2016
Dear Members of the Brookings Human Rights Commission:
Several members of the Brookings Ministerial Association have expressed concern over increasing
instances of hate speech and other actions, throughout South Dakota and our nation, which denigrate
international students, minorities, people of color, and various faith expressions. We believe these
instances to be contrary to the best tradition of the Gospel and Jesus Christ’s command that we love our
neighbor as we love ourselves. They are also contrary to other faith traditions in our community, as well
as to Federal and state law. Furthermore, such actionsgo against the lofty principles expressed in the
Declaration of Independence (‘…all men [persons] are created equal”), Constitution, and the Bill of
Rights.
We urge the Human Rights Commission to take a proactive stance in an effort to halt, and preclude, any
further spread of such sentiments in our city and the surrounding area. Please reaffirm the City’s
commitment to justice, equality, and human rights. We encourage the Human Rights Commission to
sponsor or support activities toward this end.
As representatives of many and various churches in our community, we are prepared to assist you in
working toward this goal. Please do not hesitate to call upon us.
Sincerely,
Rev. Dr. Larry V. Ort, Secretary
On behalf of Brookings Ministerial Association
December 27, 2016
Dear Members of the Brookings Human Rights Commission:
As you may be aware, the South Dakota World Affairs Council (SDWAC) exists “for educational purposes
to provide information and learning opportunities about world affairs to the people of South Dakota and
the region; …we promote study and public education on world affairs and culture…” (South Dakota
World Affairs Council Bylaws). In our efforts to achieve these goals we host international delegations
through the Open World Leadership Center established by Congress. Most recently, we hosted a
delegation from the Ukraine.
The SDWAC is affiliated with South Dakota State University which has over 800 international students
enrolled. Our programming attracts many international students; they recognize the SDWAC as a friend
and ally. We also promote and benefit from visiting international scholars, a benefit which is shared with
the broader community.
Dr. Massri, a Fulbright scholar from Syria, who was here some years ago, recently emigrated from Syria
to the United States with his family. He wrote to several of our members. We quote his letter at some
length for it expresses a number of important sentiments:
I and my family would like to wish all of you a joyfully [sic] Thanksgiving. However, we as Syrians
have a great concern after the November 8th Election Day and for the incredibly stupid things
said about us and how we were used as a tool to bridge on, we also heard on commitments to
not having a foreign accent.
What is keeping me and my family quiet…after the election day, I received a number of emails
such as “Know that you and your family have a friend in me. I may not be able to do much, but if
you or they need something, advice, talk to someone, you have my email”.
When being in Syria, if someone asked me about my true religion, I would not answer anything
practiced in a mosque, church, or synagogue. And for this reason I came here with my family,
and because we do strongly trust that the USA is the land of liberty and equality ….
The freedoms we enjoy in the United States are the envy of the world. Our freedoms cannot be taken
for granted; they must be nurtured and cherished.
With this in mind, we ask that the Brookings Human Relations Commission approve a resolution which
applauds our nation's religious, ethnic, racial and gender diversity and discourages private and public
words and actions that threaten that diversity. We are prepared to stand with you in your efforts.
Sincerely,
Dr. Robert Burns, Chairman on behalf of the Board of the
South Dakota World Affairs Council