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HomeMy WebLinkAboutTrail Audit 2014_FinalFINAL July 16, 2014 Prepared by Catherine Riley City of Lake Elmo Planning Intern 2014 Trail Audit Acknowledgments Building a trail system requires cooperation, commitment and community involvement and we would like to thank those who have participated in the development of the trail system thus far. In addition, we thank SEH and Damon Farber and Associates for their commitment. This document is based on the 2030 Comprehensive Trail System Plan prepared by SEH in 2005. Recently, Damon Farber and Associates designed a “kit of parts” for the City of Lake Elmo and these are included in this document as well. We thank both fi rms for their contributions. Table of Contents Executive Summary 4 References 25 Introduction City Vision 5 Benefi ts of Trails 6 Walkability Tourism Health Jobs and Investment Events and Education Common Myths and Concerns 7 8 9 10 11 12 Existing Conditions Regional and County Trail Framework Existing and Planned Trail Map Quality and Materials Trail Map Documentation PASER System: Rating the Trails 13 14 15 16 18 Recommendations Big Picture Ideal Pedestrian and Bicycle Routes Trail and Route Feasibility 19 20 21 Next Steps Overview Sections and Construction Documents City Brand 22 23 24 The City of Lake Elmo’s changing landscape creates an opportunity to use best planning practices to create a vibrant community network. With the 2040 population estimated to grow to 20,500 people in 8,000 households, the planning and implementation of a successful citywide trail network is essential. In 2005, The City of Lake Elmo published a Trail System Plan as part of the 2030 Comprehensive Plan. This document aims to build upon the Trail System Plan by providing current information to allow the planning process to be as effi cient and effective as possible. The City’s Park Survey, done in 2013, produced several trends. These trends will be included in this document to provide a framework for the proposed trail alignments. The data gathered in this document outlines key features and data for the City to reference in the next steps of the planning process. The presented information aims to achieve six main goals: Lake Elmo is dedicated to preserving its rural charm, open space and natural areas. The City is committed to developing a Trail Plan that will provide a trail network that allows both current and future residents to enjoy nature. Provide an understanding of the benefi ts of trails within the community Examine the current trail network within the scope of the Washington County Trail Plan Assess current trail conditions Evaluate connections to pertinent destinations within the city Propose trail alignments based on set criteria Outline the next steps needed to continue the planning process Executive Summary 4 “The City will develop a safe, convenient and integrated system of trails linking neighborhoods, schools, the “Old Village,” and parks that will focus on the natural resources and character of Lake Elmo and help safely meet the recreation, health/ fi tness and transportation needs of its residents.” As these goals and objectives are from 2005, several have been reached or are currently being implemented, such as a uniform signage system, safe passage across Highway 5 and the Union Pacifi c Railroad, and trail linkages to Lake Elmo (the lake). The City of Lake Elmo’s vision was developed by the Parks Commission and is part of the 2005 Trail System Plan. The vision statement is supplemented by goals and objectives designed to help inform the trails development. The goals and objectives include the following: Introduction: Vision Provide connections to natural resources, historical landmarks and cultural elements in the City. Provide a trail system that meets the desires of and has the support of the residents. The comprehensive master trail plan seeks to integrate the trail system with existing and future development, the general transportation system, trail systems in adjacent communities, and state and county trails and facilities. Develop safe and convenient methods of crossing barriers such as Highway 5 and the Union Pacifi c Railroad. Provide a trail system that links to Lake Elmo (the lake). Develop a uniform and comprehensive signage system that will promote park and trail use and enhance City identity and character. Develop construction criteria for sidewalks, and paved and unpaved trails. Develop an overall plan to provide a system of trails that is affordable, maintainable, and can be implemented in a reasonable time frame. 5 Benefi ts of Trails Trails can have a dynamic impact in a community and can increase property value, help create community, increase tourism, lower healthcare costs, create jobs and investments, and can be used for events and celebrations. These benefi ts are widely supported by many studies, dating back to the 1970’s. Trails are a valuable component of many cities and can infl uence property value. The effect of greenways and trails has been studied extensively. Generally, the studies show that the closer a property is to a park, trail, or greenway, the greater the property value (Macdonald, 2011). A study by Correll, Lillydahl, and Singell (1978) revealed that property values increased in value as they neared the greenbelt (a greenway with a natural buffer). Property directly adjacent to the greenbelt was valued at $54,379, whereas property 3,200 feet from the greenbelt was $41,206. A similar study from Salem, Oregon revealed that property next to the greenbelt was priced $1,200 higher than property 1,000 feet away (Robert Wood Johnson Foundation, 2010). A study done in Austin, Texas (2005), revealed that property directly adjacent to greenways were not negatively effected by the greenway, and in most cases sales prices increased with the addition of the greenway. This study also analyzed properties that had views of the greenway and entrances to the greenway. Results showed that having a view of the greenway had no affect on property value, and similarly, property in close proximity to an entrance had no effect on property value (Robert Wood Johnson Foundation, 2010). Greenways and trails, seen as linear green spaces, have more properties directly adjacent to them when compared to parks. As a result, a larger number of properties’ benefi t from the amenity. Because of this, trails can be an effective tool to strengthen a community’s economy. Charles E. Little, the author of “Greenways for America,” writes “to make a greenway is to make a community.” Connecting neighborhoods to each other, parks, schools, shopping, and restaurants creates safe routes for pedestrians. Social interaction is increased when neighborhoods are linked, and statistics show that crime is reduced when trails are used regularly (San Diego Strategic Plan). Property Values Tourism Jobs and Investment Healthcare Costs Events and Celebrations Community Development -South Carolina State Trails Plan “Beyond all the economic, health, and other policy reasons for trails, rests one more down to earth but less quantifi able factor in favor of trails: trails can lift your spirits.” http://www.lifeinlincoln.com 6 Walkability and access to trails is the second most important characteristic homeowners consider when purchasing a home (American Trails et al., 2012). Accessibility is highly sought after in today’s market and has been studied extensively. A 2006 study of 900 housing sales in Austin, Texas, revealed that residential values are directly linked to accessibility. Vibrant neighborhoods consistently have many amenities and consumer destinations and are pedestrian friendly and easily accessible. In short, they are more walkable. Walkable communities are also typically safer, better served by transit, and have higher residential property values. (Cortright, 2009). Over the past several decades, the automobile has become almost essential in many communities where amenities are far apart, resulting in poor pedestrian facilities, heath impacts and urban sprawl. Today, walkability is an indicator of opportunity, health, safety, and vibrant neighborhoods. Home buyers now frequently use Walk Score to assess the walkability of a neighborhood. Walk Score is a measurement of consumer destinations within a short distance used to calculate the walkability of neighborhoods. Highly walkable areas, or areas with many amenities and consumer destinations are typically more successful, safe, and have higher property values (Cortright, 2009). Studies have shown that the Walk Score (a value between 0 for car dependent areas, and 100 for the most walkable areas) for a neighborhood actually correlates into home values. Typically one point increase in Walk Score is associated with a $700 to $3,000 increase in home values. Lake Elmo currently has a Walk Score of 31, revealing that the location is car dependent. Studies on walkability have already infl uenced communities to re-examine and revitalize their traditional suburbs. For example, Denver replaced the aging Villa Italia Mall in the suburb of Lakewood with a mixed-use development. The new commercial and residential area features a modern main street (Cortright, 2009). Walkability and accessibility have become assets on which consumers place value, and they are essential to healthy, vibrant communities. Walkability http://www.seattlemet.com/data/publicola-assets/2010/02/walk-456x335.png 7 Tourism In addition to creating connected neighborhoods and a sense of community, trails can be a catalyst for tourism and increased revenue for local businesses. In Minnesota, walkers and hikers spent $1,425.6 million in 2009 for expenses such as recreational equipment, lodging, groceries, restaurants, and shopping. The Metro has an extensive trail network and walking, hiking and biking are the most popular activities. In 2008, there were 87,535 trail users throughout the year (Venegas, 2009). The Metro area has an extensive trail system that is being expanded every year. Lake Elmo is part of this network and can benefi t greatly from a formal trail system. The Metro area has a highly active trail user base, and walkers, hikers and biker make up about 1/3rd it (about 30,000 people in 2008). Although most trail users prefer to stay within 30 minutes of home, 1/4th of trail users are willing to travel further distances and prefer longer trips (Venegas, 2009). On average, residents that stay within 30 minutes of home spend $5 per day when walking or hiking, and those who take longer trips spend from $27 to $39 per day (Venegas, 2009). Tourism has lasting effects in local economies. In the Metro, trip spending by walkers or hikers was estimated at $289,565 in 2009. By using IMPLAN modeling, it is estimated that $210,324 directly affected businesses in direct sales. When public agencies, or affected businesses purchase goods to run their businesses, it is called the indirect effect. The estimated indirect effect was estimated at $60,230. The third tier of effects are seen when the employees of the affected businesses spend their earned income, called the induced effect. In 2009, the induced effect resulting from walkers and hikers trail spending was $54,757 (Venegas, 2009). Trails can be a great source of revenue for cities, and the revenue can have lasting effects in the community, especially if it stays local. http://www.mustdo.com/ articles/scootertown-and-island-bike-shop-keep-the-wheels-turning-in-naples-and-marco-island/http://www.tnvacation.com/triptales/let-the-festivals-begin/ 8 Health -Thomas Jefferson, 1787 “Without health there is no happiness. An attention to health, then, should take the place of every other object.” The Center for Disease Control (CDC) is promoting Active Community Environments in an effort to increase physical activity in communities. With more than half of Washington County overweight or obese (Washington County Dept. of Public Health, 2011), trails can signifi cantly improve the health and wellbeing of the community. Active Community Environments provide places for people to be physically active and engage in activities such as walking, hiking, biking, roller blading, and horseback riding. As our reliance on the automobile increased, our trips made by walking and biking dramatically decreased. Between 1975 and 1995, the Department of Transportation calculated that the number of trips the average American made by foot each year decreased by 42% (Wilkinson et al., 2002). Active Community Environments, and providing access to places of recreation and activity, such as trails, has been proven to increase physical activity in a community (Schmid and Killingsworth, 2011). It is recommended that adults engage in 30 minutes of physical activity a day. Currently, less than 1/3 of adults partake in the recommended amount. In fact, 40% of adults do not practice any form of exercise. 65 year olds and older are the least active age group in the United States, a problem for Lake Elmo, as 35% of the population is age 50 or older as of 2010 (Metropolitan Council, 2010). Trails have been proven to increase physical activity and data suggests that street design, location of facilities such as parks and trails, and the availability of bicycle and pedestrian facilities have a signifi cant role in the promotion of physical activity (Schmid and Killingsworth, 2011). Before and after studies show the health impacts trails have, such as in Missouri, where 55% of trail users are exercising more now than before having trail access. Another study of six different trails in Indiana showed that over 70% of trail users reported getting more exercise as a result of the new trails. (Trails and Greenways Clearinghouse). Healthy communities create healthy people and the impacts to public health are numerous. In Lincoln, Nebraska, a new trail system cost $209 per capita. A cost-benefi t analysis was conducted and revealed that the direct medical benefi t of using the trails was $564 per capita. The cost- benefi t ratio was 2.94, showing that for every $1 spent on the trail led to $2.94 in medical savings (Trails and Greenways Clearinghouse). Daily exercise helps control weight, prevent heart disease, control cholesterol levels, prevent diabetes, slows bone loss associated with aging, lowers the risk of cancer, and can help reduce anxiety and depression (Trails and Greenways Clearinghouse). Trails create opportunities for activity by providing safe and accessible places to walk, hike, jog, bike, and many more fun activities. http://familyfi tnesscoach.com/welcome/category/1stplace/ http://www.nbcnews.com /health/diabetes/after-meal-walks-may-help-control-diabetes-study-suggests-f6C10287692 9 Jobs and Investment -Outdoor Industry Foundation “More Americans owe their jobs to bicycle-based recreation than there are people employed as lawyers.” Trails can be a catalyst for economic development in communities, especially if the town supports the trail. Several towns have been very successful by marketing their trails and providing maps, signs, events and tours. For example, the West Orange, Little Econ, and Cady Way trails in Orange County, CA, created 516 jobs. The economic impact of the trails was estimated at $42.6 million in 2010 (Macdonald, 2011). New businesses often accompany the installation of trails, for example in the Great Allegheny Passage (a 141 mile trail system from MD to PA), 93 new trail related businesses opened from 2007 to 2011. A survey showed that the business owners attributed about 25% of their revenues to the proximity of the trail (Macdonald, 2011). The tables to the right illustrate the lasting impacts trails and their activities have on the Metro (Venegas, 2009). Lake Elmo has the potential to become a part of the Metro trail system and benefi t from trail usage. Economic Impacts of Spending on Trips in the 7 County Metro Economic Impacts of Spending on Equipment in the 7 County Metro Walking Running Biking Horseback Riding Cross Country Skiing Walking Running Biking Horseback Riding Cross Country Skiing $21,705 $2,348 $10,342 $531 $809 State and Local Taxes $1,167 $2,197 $2,822 $19,664 $523 State and Local Taxes 3,022 291 1,374 67 126 Jobs 150 281 357 3,552 67 Jobs Trip Spending $289,565 $48,409 $137,309 $7,173 $10,930 Equipment Spending $13,281 $25,005 $33,200 $279,833 $6,016 $325,311 $36,601 $140,351 $8,027 $13,044 Gross Output $10,672 $20,091 $29,113 $255,884 $4,982 Gross Output $169,061 $17,680 $75,635 $4,200 $7,637 Gross Region Product $6,790 $12,784 $17,845 $146,697 $3,128 Gross Region Product $98,942 $10,362 $43,895 $2,497 $4,936 Employee Compensa- tion $3,717 $6,998 $9,655 $80,570 $1,703 Employee Compensa- tion 10 Events and Education Completed trail systems create opportunities to host events and education programs. Cities can host marathons, develop group bike rides, and support local walking groups. Local artists can showcase their work along the trail to create a sense of place. Trails are being viewed as “signifi cant, vibrant laboratories for outdoor learning,” and are supported by new legislative initiatives that encourage children to engage in nature. (Bell, Johnson and Rigby). Education and stewardship programs can be developed; such as they were in Ranch Sonado and West Coyote Hills in CA. With new paths, shade structures and informational signs, local schools and community groups frequent the trails and use them as an outdoor classroom. Relief sculptures at Harriet Island Regional Park, St. Paul, MN. Heron Pond Natural Area in Denver, CO, uses touchable art to help the blind connect to nature. The outdoors provides many teaching opportunities and unique experiences. A sculpture along St. Paul’s riverfront portrays a blue marlin.A sculpture at the North Carolina Museum of Art welcomes visitors to the trail. Students learn from a park ranger in an outdoor classroom. http://www.americantrails.org/galleries/11index.htm http://www.americantrails.org/galleries/11index.htm http://www.tripadvisor.com/LocationPhotoDirectLink-g49463-d137058-i 101297497-North_Carolina_Museum_of_Art-Raleigh_North_Carolina.html#36895378 http://www.americantrails.org/galleries/11index.htm http://www.americantrails.org/resources/kids/Inside-Outdoors-environmental-education.html http://www.thestate.com/2014/05/22/3462099/track-trail-adds-new-reason-to.html 11 Common Myths and Concerns -Northern Bonneville Shoreline Trail Master Plan “More of the right kind of use by the right kind of people tends to drive out trouble-causers who thrive on seclusion and anonymity.” Development concerns are customary during any project, and implementing a trail or greenway system can cause concern for property owners, neighborhood groups, and members of the community. There are fi ve usual point of worry that should be addressed to ensure a smooth planning process. 1) Liability Issues: Some public and private landowners worry that a new trail system will increase their liability. Studies from other trail systems show that this is not the case, and Minnesota has laws protecting private landowners who open their land to the public for recreation (as long as they do not charge a fee or intentionally cause a hazard). (Public Health Law Center). 2) Concerns about increased crime and vandalism: these concerns are very common during the development phase, but “there is a great deal of evidence, both locally and nationally, that indicates that trails do not attract crime” (Rick Reese, BST Committee). A trail along Ogden River Parkway in Utah found that the development of the trail system removed crime from the area. The problems they had seen before the trail system was built, such as 4x4 vehicles, gunfi re, and beer parties, had been eliminated (Knoch and Tomes, 2006). 3) Worries about decreased property value: Amenities such as parks, greenways, and trails are proven to increase property value within proximity to the feature. Numerous studies show the correlation between trail systems and increased property value. 4) A common belief is that residents do not want to live next to public access trails, however, research shows that residents who were at fi rst apprehensive about the new trail change their opinions when the trail is established. A study in Omaha, NE, showed that 75% of over 1,000 homeowners perceived the new community trail to enhance their quality of life (Knoch and Tomes, 2006). 5) In past studies, communities have expressed concern about the costs of maintaining a trail system. Although initial costs to the city may seem high, the investment often has lasting positive economic impacts and health benefi ts. Communities already have fi re access roads, utility easements, or existing trail segments that can easily be developed into trail while keeping costs low (Koch, 2006). The City would maintain the trail system, which would lessen maintenance by the community. 12 Regional and County Trail Framework Regional Trail Planned Regional Trail Gateway Trail County Trail West Side Access Plan Planned Trail- 5th St. Planned County Trail Legend: There are two different trail plans proposed for Lake Elmo: the Regional Trail Plan, and the County Trail Plan. The Regional Trail focuses on North/South connections and the County Trail Plan targets East/West movement. There have been discussions regarding the alignment of the North/South Regional Trail, with possible realignment on Manning Ave N or through the Lake Elmo Regional Park Reserve. A benefi t to having the trail on Lake Elmo Ave is the aesthetic qualities associated with traveling along Lake Elmo (the Lake). The Lake Elmo Regional Park Reserve is currently a conservation area with limited activity and requires paid entry. Negotiating the use of the park would greatly benefi t Lake Elmo as a whole and increase recreation and use of the Park. To some, the Park Reserve is a barrier within Lake Elmo due to inaccessibility and access issues. Manning Avenue presents less challenges as there are less spatial constraints compared to Lake Elmo Avenue. However, aligning the trail to Manning would direct traffi c away from the Old Village/ Downtown and would have less of an aesthetic impact on trail users. La k e E l m o C i t y L i m i t s 13 Water Access Destination Destination Trail Conditions: Existing and Planned The existing trails in Lake Elmo are primarily owned and maintained by Home Owner Associations (HOAs). The City has approached some HOAs to discuss public access to private trails. The use of targeted segments or HOA owned trails would help the City develop a successful trail network. While the City would not require any HOA to make their trails public, inclusion of HOA owned trails in the overall trail system would greatly improve the overall connectivity of the City’s trail system, improving access to a number of key destinations. Existing Trails- Public Existing Trails Outside Lake Elmo Planned Trails- Public Planned Trails Outside Lake Elmo Existing Trails- Private Legend: 14 The existing trails, both public and private, were evaluated using the PASER system to determine which trails need to be given priority for reconstruction. The trail material was also noted. Grass, gravel and dirt trails will need to be paved if they are to be used in the ADA accessible recreation network. Trail Conditions: Quality and Materials Good Fair Poor Excellent Grass Gravel/Dirt Paved Legend: 15 1 2 3 4 6 5 7 8 11131415 16 19 21 23 24 26 22 17 18 10 12 25 20 Existing Conditions: Documentation 1) Gateway Trail: Good 2) Meyers Pineridge: Good 3) Discover Crossing: Good 4) Sanctuary Good 5) Carriage Station: Good 9) Bluestem at Fields: Good 10) Tana Ridge: Fair/Good7) 50th Street: Good 11) Fields 2: Fair/Good 6) 50th Street (Tana Ridge): Poor 8) Fields of St. Croix 1: Good 9 16 Existing Conditions: Documentation 16) Reid Park: Good14) Hamlet on SFL: Fair/Good 20) Whistling Valley: Excellent 21) Stonegate: Fair 22) Cardinal Ridge: Fair 15) Tapestry: Good 23) Ridge Park: Good 17) 30th Street: Good 24) Farms of Lake Elmo: Good 25) Tablyn Park: Fair 12) Tana Ridge: Fair/Good 13) Sunfi sh Ponds: Fair 18) Heritage Farms: Good 19) Keats Ave N: Good 26) Wildfl ower Shores 17 PASER System: Rating the Trails The Pavement Surface Evaluation and Rating system (PASER) of Asphalt Roads was originally developed by Phil Scherer, a transportation planner with the Northwest Wisconsin Regional Planning Commission, along with the Wisconsin Transportation Information Center. The PASER system evaluates pavement based on four guidelines: surface defects, surface deformation, cracking, and patches and potholes. These are then used to assign the pavement a value from 1 to 10, which corresponds to a rating of Excellent, Very Good, Good, Fair, Poor, Very Poor, and Failed. To simplify the system, the values in this survey were limited to correspond with four ratings of Excellent, Good, Fair and Poor. These ratings are useful to prioritize maintenance or rehabilitation of the trails. It is recommended that trails with a Poor rating be reconstructed. PASER System 10: Excellent 9: Excellent 8: Very Good 7: Good 6: Good 5: Fair 4: Fair 3: Poor 2: Very Poor 1: Failed None None No longitudinal cracks except refl ection of paving joints. Occasional transverse cracks. Sealed cracks. Slight or no raveling, evidence of traffi c wear. Longitudinal cracks due to refl ection or paving joints. Transverse crack spaced 10’ or more apart. Patching in good condition. Slight raveling and traffi c wear. Longitudinal cracks less than 10’ apart. First sign of block cracking. Some fl ushing or polishing. Patching in good condition. Moderate to severe raveling. Longitudinal and transverse cracks show signs of raveling and secondary cracks. Longitudinal cracks near pavement edge. Block cracking up to 50% of surface. Extensive fl ushing. Patching in good condition. Severe raveling. Multiple longitudinal and transverse cracking with slight raveling. Block cracking over 50% of surface. Patching in fair condition. Slight rutting. Closely spaced longitudinal and transverse cracks often showing signs of traveling and crack erosion. Block cracking and slight alligator cracking. Patches in poor condition. Occasional potholes. Alligator cracking over 25% of surface, severe distortions, extensive patching in poor condition. Potholes. Severe distress with extensive loss of surface integrity. Total reconstruction needed. Visible Distress 10: Excellent 9: Excellent 8: Good 7: Good 6: Good 5: Fair 4: Fair 3: Poor 2: Poor 1: Poor Simplifi ed Rating Raveling, Flushing, Polishing Rutting, Distortion Longitudinal Cracks Transverse Cracks Patches and Potholes http://www.asphaltinstitute.org http://www.asphaltwa.com /wp-content/uploads/2010/09/rutting2.jpg http://www.surface-engineering.net /images/asphalt/asphalt-upheaval.jpg http://www.fhwa.dot.gov/ Pavement/recycling/98042/images/f014.gif http://www.asphaltinstitute.org 18 Recommendations: Big Picture Legend: The Old Village/Downtown acts ans an anchor in Lake Elmo and can even be viewed as the heart of the City. It is necessary to connect communities to the Old Village/Downtown as the city develops to keep the rural identity of the City. The Gateway Trail has the potential to bring many visitors to Lake Elmo and it is an important destination to residents as well. Creating opportunities for circulation by designing different routes is an important component of trail planning. Different route lengths for different users are desired, preferably with route options along the way. Developing the urban fabric by creating trails traveling North/South and East/ West echoes the Washington County Regional Plan and the Metropolitan Council’s Regional Trail Plan. 19 Water Access Destination Destination Existing Regional Trail Planned Regional Trail Gateway Trail Existing County Trail Planned County Trail Existing Trails- Public Future Trails- Public Existing Trails- Private Existing Trails- Exterior Planned Trails- Exterior The City of Lake Elmo conducted a Park Survey in 2013 which outlined the most desired connections and destinations in the city. The most frequently indicated destinations for trail connections were the Lake Elmo Park Reserve, Gateway Trail, and the Old Village/Downtown. The Park Reserve and Gateway Trail received the highest rankings in terms of importance. Other desired locations include Sunfi sh Lake Park, Stillwater High School, Lake Elmo Elementary School and Cimarron. Ideal routes were chosen based on connection, accessibility, utilizing existing trails, incorporating the Washington County Linear Park Plan and Met- council’s Regional Trail Plan, and best practices for bicycle and pedestrian planning. A user hierarchy should be developed to create high speed trails for long distances, and more intimate trails for neighborhood use. 30th St. N 40th St. N 10th St. N 34th St. N 47th St. N Lake Elmo Clear Lake Sunfish Lake Horseshoe Lake Lake RoseGoose Lake Kramer Lake Sunfish Park Stillwater High School Reid Park Heritage Park Homestead Park Tablyn Park Heights Park Ridge Park Stonegate Park Golf Practice Facility Oak Marsh Golf Course Cimarron Park Golf Course Tartan Park Golf Course VFW& Lions Park Tana Ridge Park Carriage Station Park Sanctuary Park Kleis Park Pebble Park Demontreville ParkDemontreville Wildlife Park Lake Elmo Regional Park Reserve Olson Lake Lake Demontreville Lake Jane Eagle Point Lake 50th St. N 694 La k e E l m o A v e La k e E l m o A v e Ma n n i n g A v e N In w o o d A v e N Id e a l A v e Stillwater Blvd N Gate w a y Tr ail 10 13 13 13 6 19 10 17 14 17 15 15 15 36 5 36 5 5 13 35 694 94 N 0 2,000 4,000 8,000 Feet Recommendations: Ideal Pedestrian and Bicycle Routes Existing Trails Planned Trails Multi Use Trails- Off Roadway Pedestrian Friendly Trails- Typ. 8’ Wide Multi Use Trails- Next To or On Roadway Legend: 20 Water Access Destination Destination Recommendations: Trail and Route Feasibility 5 Minute Walk: 1/4 mile Amount of time the average person is willing to walk before opting to drive. Legend: Many trail users prefer to stay close to home and pedestrians tend to stay within a 1/4 mile radius of their homes. Trails within neighborhoods can be 6-8 feet wide, or wider if desired. Those who prefer longer walks, jogging or bicycling desire wider trails and typically travel at a greater speed. These connecting trails should be 8 feet wide or wider to accommodate different users groups. If connections cannot be made by pedestrians through linking neighborhood trails, an additional off road trail may be needed. In several areas, however, it may be more cost effective to link existing trails and develop a bike land on rural roads (for example, 50th Street near Tana Ridge). It is recommended that a safe passage over highway 5 be developed to ensure pedestrian safety. Creating access through Sunfi sh Park and the Lake Elmo Park Reserve would develop Lake Elmo’s ‘sense of place’ and promote recreation, stewardship, and conservancy. Existing Trails Planned Trails Multi Use Trails- Off Roadway Pedestrian Friendly Trails- Typ. 8’ Wide Multi Use Trails- Next To or On Roadway 21 Next Steps: Prioritize Routes Safety User Groups Potential improvements should be ranked from most to least desirable. Four factors should be considered during prioritization: Level of Demand: Calculating the number of people who would use the trail if it were installed. Degree of Barrier: Roads can act as barriers if there are unsafe conditions for pedestrians or bikers. The degree of barrier can range from minor to a total barrier (for example, Highway 5). Potential Benefi ts: Adding trails and encouraging non-motorized transportation can add value to the community and increase walking and cycling. Cost and Ease of Improvement: Addressing the cost of construction and maintenance. Understanding spatial restraints of current roads. Pedestrians and bicyclists often do not feel safe on high speed, high traffi c roads. Addressing safety is essential to creating a trail system. Calculating and evaluating walking and cycling conditions are important next steps in the planning process. Factors to consider include speed of traffi c, volumes of traffi c, truck usage, width of curb lane, and hindrances (such as number of driveways along trail). Once these factors have been calibrated, an evaluation matrix can be developed for each trail. The trail system aims to connect communities throughout the city. As the Existing and Planned Trail Map on page 14 shows, many of the existing trails are privately owned by Home Owner Associations (HOAs). In these cases, it would be the HOAs decision to link the private trail system to the city wide public trail system. In previous efforts to engage HOAs to participate in the public trail system, some HOAs opted to keep their trails private. The City is optimistic in its efforts to create a city wide trail system and is hopeful that in the future HOAs will be open to linking their trails to the public trail network. http://www.trbimg.com/ img-52213363/turbine/tn-blr-burbank-council-votes-to-approve-screen-001/600/600x418 Proposal 1 4 5 3 4 45 Weight 4 3 2 2 Demand Example Evaluation Matrix: Barrier Reduction Social Benefi t Afford- ability Total Points Proposal 2 3 2 5 3 34 Proposal 3 5 3 4 1 39 Proposal 4 2 4 3 1 28Source: Litman et al., 2014. “Pedestrian and Bicycle Planning.”22 Trail Components Next Steps: Sections and Construction Documents The trail system will take many forms through the city. These sections were developed by SEH for the Comprehensive Plan (2005). They illustrate different trail sections. An important next step is to address which section works with the spatial constraints of city roads. The sections have varying widths, costs, and construction implications and it is recommended that this step be part of the Evaluation Matrix due to these differences. This trail section is the most ideal because users are separated from traffi c. This trail section is preferable because of the land separating the pedestrians and bikers from traffi c. This trail section is somewhat preferable because a guardrail separates bikers from traffi c, however pedestrians may feel traffi c is too close. This trail section is convenient for bicyclists and cost effective. Shoulder width may need to be expanded to accommodate new bike lanes. Pedestrian use of these trails is not advised, and this is the least preferable section for pedestrian use. 23 Next Steps: City Brand Implementing a trail system is a great opportunity provide safe transportation to pedestrians and bicyclists. Important design factors include adequate lighting, signs, and trail safety precautions such as visibility. A maintenance plan should be created to ensure that the trails are well kept and user friendly. Because the trail system is a network through the city, it is an opportunity to provide the city with a uniform look. Branding has a large infl uence on public opinion and visitor frequency. Damon Farber and Associates have developed a signage system for the City of Lake Elmo and these signs will be a real asset to the trail system. Go Farther: If the trail is connected through Sunfi sh Park and the Lake Elmo Regional Park Reserve, the city becomes a place where access to natural environments and amenities are celebrated. This could help develop Lake Elmo’s sense of place. 24 References American Trails, National Association of Home Builders and the National Association of Realtors. (2012). “Trails are important to home buyers, survey shows.” Retrieved from http://www. americantrails.org/resources/benefi ts/homebuyers02.html. Bell, Roger; Johnson, Pam, and Rigby, Jennifer, (2011). Getting kids on trails: some educational and interpretive approaches. American Trails. Retrieved from http://www.americantrails. org/resources/kids/Getting-Kids-on-Trails.html. Correll, Mark R., Jane H. Lillydahl, and Larry D. Singell, (1978). “The Effects of Greenbelts on Residential Property Values: Some Findings on the Political Economy of Open Space, Land Economics,” 54 (2). Retrieved from http://www.americantrails.org/resources/ economics/index.html. Cortright, Joe. (2009). Walking the Walk: How Walkability Raises Home Values in U.S. Cities. CEO’s for Cities (August). Retrieved from http://www.americantrails.org/resources/devel/ Economic-value-walking-homes.html. Crompton, John L., and Nicholls, Sarah. (2005). The Impact of Greenways on Property Values: Evidence from Austin, Texas. Journal of Leisure Research 37 (3) 321-341. Knoch, Carl and Tomes, Patricia (Dec, 2006). Pine Creek Rail Trail 2006 User Survey and Economic Impact Analysis. Pennsylvania Department of Conservation and Natural Resources, Bureau of Recreation and Conservation, Community Conservation Partnerships Program. Retrieved from http://www.americantrails.org/resources/adjacent/mythsbonneville.html. Lake Elmo Comprehensive Plan. (2005). 2030 Comprehensice Trail System Plan. Lake Elmo, MN. Macdonald, Stuart. (2011). Economic Benefi t of Trails. American Trails Magazine. (Summer 2011). Retrieved from http://www.mlppubsonline.com/publication/?i=81590. Metropolitan Council, (2010). CommunityProfi le for Lake Elmo. Retrieved from http:// stats.metc.state.mn.us/profi le/detail.aspx?c=02395589. Public Health Law Center. (2010). Liability for Minnesota Landwoners Who Open Their Land For Public Use. William Mitchel College of Law (October). Retrieved from http:// publichealthlawcenter.org/sites/default/files/resources/Liability%20Protection%20 for%20MN%20Landowners%2012.13.13.pdf. Robert Wood Johnson Foundation and San Diego State University. (2010). “The Economic Benefi ts of Open Space, Recreation Facilities and Walkable Community Design.” Active Living Research (May, 2011). Retrieved from http:// atfi les.org/fi les/pdf/Economic-Benefi ts-Active.pdf. San Diego Strategic Plan. Appendix C: County Strategic Plan Goals. County of San Diego. Retrieved from http://atfi les.org/fi les/pdf/SDCountyPlan.pdf. Schmid, Thomas and Killingsworth, Richard E.( 2011). ACES: Active Community Environments Intitiative Working Paper. Georgia Institute of Technology. Retrieved from http:// www.cdc.gov/nccdphp/dnpa/pdf/aces-workingpaper1.pdf Trails and Freenways Clearinghouse. Trails and Greenways For Livable Communities. Rails-To-Trails Conservancy and The Conservation Fund’s American Greenway Program. Washington, DC. Retrieved from http://atfi les.org/fi les/pdf/livablecomm.pdf. Venegas, Ernesto C., (Nov. 2009). Economic Impact of Recreational Trail Use in Different Regions of Minnesota. University of Minnesota Tourism Center. Retrieved from http://atfi les. org/fi les/pdf/MinnesotaTrailEconomicImpact2009.pdf. Walker, Donald; Entine, Lynn and Kummer, Susan, 2002. Pavement Surface Evaluation and Rating: Asphalt PASER Manual. Transportation Information Center, University of Wisconsin Madison. Washington County Deptment of Public Health. (2011). Health Data Profi le 2011: Overweight and Obesity. Retrieved from http://www.co.washington.mn.us/DocumentCenter/View/14. Wilkinson, W.C., MacFadden, Eddy G., and Burgess, B., (May, 2002). Increasing Physical Activity Through Community Design: A Guide for Public Health Practitioners. Washington: National Center for Bicycling and Walking. 25 Thank you!