HomeMy WebLinkAboutRegion 2000 Greenway & Blueways Plan...
Table of Contents
Acknowledgments
Executive Summary
Introduction
Summary of Existing Conditions
System Recommendations
Implementation Program
Appendices:
A Summary of Public Input
B Benefits of Greenways & Blueways
C Design Guidelines
D Funding and Finance Strategy
E Protection, Maintenance & Management
F Catalog of ArcView GIS Resource Database
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Acknowledgments
The Region 2000 Greenways and Blueways Plan was prepared
under the direction of the Regional Greenway Steering Committee, in
cooperation with the Region 2000 Regional Commission, Central Virginia
Metropolitan Planning Organization (CVMPO), the Virginia Department
of Transportation, the Counties of Amherst, Appomattox, Bedford, and
Campbell, the Cities of Bedford and Lynchburg, and the Rivers and Trails
Program of the National Park Service.
Regional Greenway Steering Committee Members
Cayce Campbell, Chair
Bedford City
Sara Lu Christian
Amherst County
Parks and Recreation
Kim Dooley
Bedford County
Laurel Foot
Natural Bridge,
Appalachian Trail Club
Jeff Kessler
VDOT, Salem District
Ursula Lemanski
National Park Service
Rivers and Trails Program
Walter Pribble
VDOT, Transportation
Brandon Stidham
Appomattox County
Judith Wiegand
City of Lynchburg
Holley Yates
Campbell County
The Plan is the result of input from many individuals and organizations,
but the Regional Greenway Steering Committee wishes to extend a
special word of thanks to Liz Belcher, Director, Roanoke Valley Greenway
Commission, the Natural Bridge Appalachian Trail Club, and the Friends
of Lynchburg Stream Valleys for providing valuable assistance to the
Steering Committee during Plan development. Lastly, the Committee
wishes to recognize Randy Nixon, Director of Bedford City Parks and
Recreation, who was a valuable member of the Steering Committee prior
to a job transfer.
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Project Consultant:
Inquiries:
Greenways Incorporated
5318 Highgate Dr., Suite 231
Durham, NC 27713
(919) 484-8448
Consultant Staff
Chuck Flink, President
Haley Blakeman
Marc deBree
Matthew Hayes
Dave Josephus
Don Stier
Requests for additional information about this document or its maps
and diagrams should be directed to:
Kelly Hitchcock
Region 2000 Regional Commission
PO Box 817
Lynchburg, VA 24505
(434) 845-3491
Executive Summary
This Region 2000 Greenways and Blueways Plan serves several func-
tions. It presents a snapshot of present conditions in the region, details a
vision for the development of a network of greenways and blueways that
criss-cross the region , and acts as a reference document that can inform
discussions throughout the implementation steps.
In the end , the fundamental goal of this document is to provide Region
2000 with a guide for developing a Regional Greenways and Blueways
System that helps meet a number of community goals related to con-
nectivity, economic development, natural resource protection, alternative
transportation, flood hazard mitigation, and recreational and educational
opportunities.
From this set of general goals, four primary principles were extracted
from public input and from the guidance of the Greenways and Blueways
Steering Committee. These four principles are the driving force behind
the design of the system. They are the creation of:
• Connectivity among all the jurisdictions within the region
• Linkages between noteworthy destinations such as residential
areas, parks, schools, and cultural sites
• Opportunities for protecting and appreciating natural areas
• Increased access to recreation and exercise opportunities close to
neighborhoods
Implementation of this plan starts with the creation of a permanent
Greenways and Blueways program within the Region 2000 Regional
Commission and with the adoption of the plan by the local governments.
Other steps towards making this plan and vision a reality involve develop-
ing governance and funding strategies, acquiring the rights to land and
finally, constructing the system.
Further detail on the each of these actions is offered throughout the plan,
with the primary action plar. laid out in Chapter 4 (Implementation Pro-
gram). Chapter 3 (Greenways and Blueways System Recommendations)
presents a complete description of the proposed regional system, broken
up into 4 phases of implementation.
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Phase 1 involves completion of 1 to 2 pilot projects in each of the coun-
ties and in the cities of Lynchburg and Bedford. Phase 2 includes
3 to 4 additional projects in each of these communities. These secondary
projects go one step further in tying together major regional destinations
as well as providing additional natural resource protection and increased
recreational opportunities. Phases 3 and 4 complete the system of a pri-
mary loop trail, secondary spokes and connectors, and alternative trans-
portation routes along roadways and stream channels.
Following the 4 primary chapters (Introduction, Existing Conditions, Sys-
tem Recommendations, and Implementation Strategies), there is a set of
appendices that serve as reference chapters covering financing options,
design guidelines, protection and management procedures, and other
important topics. A description of the public surveys and breakdowns of
the public input can also be found there.
Completion of this Greenways and Blueways system is expected to take
many years and is not an easy task. Continued support and leadership
among the business community, elected officials, and private citizens'
groups will be essential for success, as will the development of a dedi-
cated funding source for system development, management, and admin-
istration .
The benefits, however, will be worth the investment of time and money. It
is anticipated that the Region 2000 Greenways and Blueways system will
become an important component of the vitality of the region -helping citi-
zens lead healthy and active lives, maintaining the natural and aesthetic
qualities of the region, providing tourists with additional sightseeing and
travelling opportunities, protecting residents from the potential damage
that can come from incompatible floodplain development, and positively
affecting the value of land resources across the region.
Chapter 1 · Introduction
Purpose of the Plan
The Region 2000 Greenways and Blueways Plan, serves as a guide tor
the creation of a regional scale, linked network of trails, parks, rivers,
and other interesting destinations in the community. Individual corridors
within the system may be designed to achieve different types of goals.
In some cases, these involve human use, but in other cases, a segment
may serve a strictly resource protection purpose in which case no trails
or facilities would be put in place. Some of the goals that the system is
designed to achieve are:
Natural area protection
Provision of alternative transportation options
Connecting neighborhoods with regional destinations and places
tor recreation
Designing communities that promote healthy lifestyles, and
Maximizing economic development potential
In addition to laying out a basic framework tor the regional system, the
Region 2000 Greenways and Blueways Plan also includes strategies tor
implementing the vision -including a section on design standards and
chapters on funding options and recommendations tor management and
operation of the system.
Regional Greenprinting
As communities grow, their regional resources such as farmland and
forests are altered to provide homes, schools, roads, and shopping
centers tor new residents. Forward-thinking leaders have historically
planned tor this type of growth by laying out a strategy tor the expansion
of a community's gray infrastructure -the power lines, sewers, and
highway networks. In more recent years, awareness about the
importance of a community's green infrastructure (parks, trails, wildlife
habitats, water quality butters, etc.) has led to an increase in planning
efforts directed at planning tor long-term natural resource protection as
well. This process is generally referred to as Greenprinting. Communities
across the country have learned that protecting regional networks of
linked green spaces is important tor maximizing quality of lite tor residents
and for protecting the natural systems that we exist within.
While the recent excitement over green infrastructure planning or green-
printing is still fairly new, the concept itself is not. Visionaries like Fredrick
Purpose of
the Plan
Region 2000
Regional
Greenprinting
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History of
Region
2000 Plan
Development
Law Olmstead, who planned New York City's Central Park and Boston's
Emerald Necklace, have been planning for linked green infrastructure in
the United States for over 100 years. Today, hundreds of communities
like Region 2000 have embraced the concepts of greenprinting as they
plan for their continued growth and development and strive to assure that
their quality of life in their community is maximized.
History of Region 2000 Plan Development
Here in Virginia, there have been a number of local, regional, and
statewide efforts over the last several years that have helped build
support for the development of this Region 2000 Greenways and
Blueways planning process.
In 1999, Governor Gilmore held Virginia's first Greenways and Trails
Conference as a way to bring the state together to talk about the role
greenways and trails could play in the protection of Virginia's landscape.
The excitement generated from that event led to a Second Annual
Governor's Conference on Greenways and Blueways. This event added
discussion about water trails, healthy communities, and ecotourism.
During the following year, Virginia opened its doors to neighboring states
to host the 2001 Mid-Atlantic Governor's Conference on Greenways,
Blueways, and Green Infrastructure, which brought decision makers from
all over the Mid-Atlantic region together in Virginia to discuss the need for
more planning and protection for our essential green infrastructure.
In 2002, the Virginia Department of Conservation and Recreation (DCR)
updated its Conservation and Comprehensive Outdoor Recreation Plan,
or simply, Virginia Outdoors Plan (VOP). This 400-page document
includes extensive information about local and regional needs for trails,
greenways, and blueways and has recommendations throughout that
call for localities to engage in regional level planning for conservation
and recreation needs. DCR has also started to put together a statewide
map of trails, blueways, and greenways and includes in that map several
segments in the Region 2000 area. Their documents suggest the need
for a James River Blueway, an Appalachian Trail Connector running
through the City of Bedford and City of Lynchburg, a trail extension from
Blackwater Creek to Poplar Forest, and a Lynchburg to Appomattox Trail.
Several local planning projects have also helped lead the region towards
the development of this Greenways and Blueways Plan. In 2000, the
Central Virginia Planning District Commission approved a Regional
Bicycle Plan that defines a comprehensive cycling route throughout
the area. Approximately one year later, the same body (now called the
Region 2000 Regional Commission) formed the Alternate Transportation
Needs Assessment Steering Committee to develop a Regional Greenway/
Infrastructure Feasibility Plan. The plan provides the initial benefits,
justification, and framework for developing this regional-scale Greenways
and Blueways Plan and is generally considered the first phase of the
overall planning process that includes this document.
When creating their feasibility document, the group used several public
opinion data sets that had been collected over the previous few years.
This includes survey data from Central Virginia's Regional Renaissance
Summary Report, The Virginia 2001 Virginia Outdoors Survey, and the
2001 Virginia Voters Survey. The final report identified community goals
and objectives related to enhancing and strengthening the quality of life in
Central Virginia.
Region 2000 Vision
To bring together and build upon these many ideas and products, The
Region 2000 Commission contracted with Greenways Incorporated in
the Fall of 2002 to complete a greenways and blueways plan designed
specifically for Region 2000. Funding for the project was secured
through grants from the Virginia Department of Transportation's
Rural Transportation Planning Grant Program and from the Central
Virginia Metropolitan Planning Organization's Fiscal Year 2003 Unified
Transportation Work Program.
The Region 2000 Greenways and Blueways Plan uses a "hubs and
spokes" model to articulate a complete greenway and blueway system
vision for the region. The vision includes, a primary loop trail that
connects to each of the major towns and cities in the region and a set of
secondary connectors (spokes) that connect local destinations and major
regional destinations (hubs) such as Poplar Forest, the D-Day Memorial,
and Appomattox Courthouse to the regional system.
The Individual corridors that make up both the primary and secondary
routes are described in greater detail later in the document but generally
are envisioned to be a mix of bikeways along existing roads, paved and
unpaved trails, and swaths of green vegetated areas designed for species
habitat and water resources protection.
Goals and Objectives
The Region 2000 community has many wishes for its Greenways and
Blueways system and understands that the completion of a network of
connected trails, greenways, waterways, and open spaces can provide
opportunites to maximize the quality of life for the residents. Over the
years, these wishes and interests have been crafted into a number
of goals for the future. The community's goals can be found in local
planning documents, in the vision statements of local groups, and in the
handouts and flyers that accompany public discussions about growth and
development strategies.
As the process for creating a regional Greenways and Blueways
system got underway, these various goal statements were re-examined
and combined with additional citizen input and steering committee
recommendations to develop a set of updated regional goals and
objectives that could serve as guidelines for this plan and as suggestions
for future action that will move the Region towards completion of the
system.
Greenways
and Blueways
Vision
Goals and
Objectives
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Goal 1: Improve safety from natural hazards
Objective 1: Develop flood plain ordinance to direct future growth
Objective 2: Design greenway system that facilitates the natural
mediation of flood hazard
Goal 2: Provide an additional transportation alternative to cars
Objective 1: Agree to a clear set of steps for implementing the
regional bike plan
Objective 2: Improve linkage between communities and
destination landscapes throughout the region
Goal 3: Protect functionality of natural systems
Objective 1: Establish an acquisition program for setting aside
prime natural habitat.
Objective 2: Develop a stewardship program for maintaining the
value of resources once they are protected
Objective 3: Develop partnerships to protect water quality,
including the restoration and enhancement of riparian
areas.
Goal 4: Maximize opportunities for economic development
Objective 1 : Link downtown areas to interesting destinations
through a series of multi-purpose corridors.
Objective 2: Promote public education campaign that helps the
community understand the economic benefit potential
of Greenways and Blueways
Goal 5: Increase recreational and healthy life style options
Objective 1 : Enhance access to outdoors
Objective 2: Increase the number and variety of recreational
opportunities
Goal 6: Ensure sound growth management decisions
Objective 1 : Lay out a framework for conservation that can be
used in growth management decisions
Objective 2: Delineate connections for alternate travel between
new destinations
Objective 3: Provide a regional context so that growth decisions
can be considered in that light.
Goal 7: Create additional opportunities for education
Objective 1: Link schools with outdoor, natural laboratories for
research and discovery
Objective 2: Enhance common outdoor recreational destinations
by providing easy to access information about the
history of the area.
Objective 3: Encourage environmental awareness and promote
stewardship
Goal 8: Produce a plan of action that is realistic and able to be
implemented
Objective 1: Choose one or two projects to start with in each
County/Municipality
Objective 2: Start building public support and expectations for
those projects
Goal 9: Improve coordination among the elected officials, staff,
citizens, and state and federal agencies within the region 2000
planning district.
Objective 1: Create a regional oversight body and partnership
network that will work as a team to complete
segments.
Objective 2: Develop a comprehensive communication strategy
including periodic presentations to boards and
commissions, a community newsletter, media
relationships, and an annual report
Chapter 2:
Summary of Existing
Conditions
Introduction
With the Blue Ridge Mountains running along the Western boundary, two
major rivers crossing the region from West to East, and rolling hills of
forests and farms throughout, this section of the Virginia Piedmont has
always provided the necessary natural environment to attract residents
-even hosting Native American settlements as far back as 10,000 B.C. at
Peaks of Otter.
Now commonly referred to as Central Virginia, the approximately 2,000
acres that make up Region 2000 are home to 228,616 residents (2000
Census). The Lynchburg urbanized area serves as the primary urban
anchor of the region and is surrounded by predominantly agricultural
landscape dotted with smaller municipalities and more than its fair share
of historic and aesthetic bounty.
Over the last several decades, many special places have been set
aside for protection and a number of local, regional, and interstate trail
segments have been put in place. Listed below are brief descriptions of
some of those existing, regional-scale corridors and sites that will serve
as the initial infrastructure for a complete regional system of Greenways
and Blueways. Descriptions of the segments are grouped into categories:
existing greenways, existing blueways, points of regional significance,
and other regional-scale proposals. Map references are included for each
of the segments mentioned on the following pages.
In addition to these facilities, maps of existing land cover, natural com-
munities, hydrology and regional demographics are presented with some
background information on their relationship to the development of a
Region 2000 Greenways and Blueways System.
Existing Regional Scale Greenways
Several single-use and multi-use regional corridors already exist in the
Region 2000 area. They tend to be at the edges of the region or along
the major west to east rivers. A complete regional system of greenways
will tap into these existing corridors and promote additional connectivity
between them and other significant points in the area. Over time, con-
nectors will link all the major communities in the region to these existing
greenways.
Existing
Greenways
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The Appalachian Trail (AT)
Winding 2, 159 miles from Maine to Georgia, this is one of the nation's
premier trail corridors. About 50 miles of it snakes through the western
edge of the region in Amherst and Bedford Counties, offering great local
hiking opportunities and providing an opportunity to link the community
with thousands of travelers each year. The Natural Bridge Appalachian
Trail Club has been maintaining this section of the AT since the inception
of the club in 1930.
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The Blue Ridge Parkway (Parkway)
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One of America's most visited National Parks, most of the users on this
corridor are on biking and driving tours to see the spectacular scenery.
Like the AT, this major tourist destination enters and exits the region at the
western fringe and offers an opportunity for Region 2000 to connect with
thousands of tourists every year through the regional system .
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James River Heritage Trail (JRHT)
Much lower in profile than the preceding two corridors, The JRHT is an
intact, regionally-significant, multi-use trail connecting points in the City
of Lynchburg with points in Amherst County. Plans are already under-
way to extend this route to points of interest in Bedford County and to the
AT. This document recommends trail extensions further up into Amherst
County and into Appomattox County, as well. The James River Heritage
Trail is actually made up of smaller local corridors such as the Blackwater
Creek Bikeway (see side bar), Point of Honor Trail, RiverWalk, and the
Ivy Creek Greenway.
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Blackwater Creek
Natural Area
Designed as a nature
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including a paved bike
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the Ruskin Freer Nature
Preserve.
Existing
Blueways
Existing Regional Scale Blueways
Two major river corridors provide the region with most of its water-based
recreational opportunities. The James River and the Staunton River fol-
low similar west to east patterns as they leave their sources high up in
the mountains and make their way across the region and onward to the
Atlantic Ocean. Both motorized and non-motorized boating activities are
common as well as fishing and swimming opportunities.
The James River (Upper James)
From its headwaters high up in the Appalachian Mountains the James
River streams downhill into Region 2000, serving as a major recreational
destination for locals and visitors. Top quality whitewater courses as well
as canoeing and kayaking opportunities are available along this stretch of
the river. Some great fishing for smallmouth bass, muskies, and flathead
catfish can also be found along the way.
There are a significant number of existing links along the waterway to
terrestrial trails and bikeways. As the regional system is developed, ad-
ditional corridors along the James River could provide additional access
and connectivity opportunities.
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The Staunton River
Flowing along the southern border of the region, this river corridor pro-
vides similar recreational opportunities to The James River. Major com-
ponents of this stretch of the river are Smith Mountain Lake, Leesville
Lake, and Smith Mountain Lake State Park. New canoe access points
and boat landings have been put in place in recent years along this corri-
dor and the community is excited about further developing the trail sys-
tems at certain points along the river's course.
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Existing
Points of
Interest
Other Regionally Significant Points
In addition to the existing greenways and blueways of the region,
there are quite a number of important parks, natural areas, and
historic and cultural sites that serve as hubs for future connectivity.
The list below has been limited to existing destinations that are of
regional significance. Many other local destinations make up the
finer fabric of existing facilities in the region and are important sec-
ondary hubs for the network, but have not been listed here. The
map below shows in one image, all the points that are documented
here.
George Washington National Forest
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This area, in Western Bedford and Amherst Counties, is host to the AT
and the Blue Ridge Parkway. It serves as a major destination point for
outdoor enthusiasts of all types and a potential hub for additional regional
connectivity. The area also houses the Otter Creek and Cliffs of Otter
Campgrounds and is the location of the Mt. Pleasant National Scenic
Area - a 7,580-acre section of the National Forest that receives special
protection. Many trails in the area provide good future links for the region -
al system.
Appomattox Court House National Historical Park
An expansive site that includes the battlefield and restored village where
Ulysses S. Grant and Robert E Lee met for the final time during the US
Civil War. General Lee's surrender to General Grant, here on April 9,
1865, was one of the most important events in the ending of the war.
The National Historic Park is now a major tourist destination in central
Appomattox County, and a prime hub for a corridor running between the
Town of Appomattox and Holliday Lake State Park.
The National D-Day Memorial
The Nation's monument to those who invaded Normandy in 1944, this
facility was built in the City of Bedford because they lost more people per
capita in the D-Day battle than any other community in the United States.
The memorial serves as another potential hub in a network of trails and
bikeways, and will soon include a new bikeway that encircles the memo-
rial.
Thomas Jefferson's Poplar Forest
This small Monticello was originally designed and built by Thomas Jef-
ferson and was used by him as a personal retreat. This is a destination
with incredible connectivity potential for the system , serving as a hub for
corridors that run between the existing Lynchburg trails and proposed
routes to the City of Bedford. Restoration of this magnificent site is still
underway.
James River Canal-Restored Lock
These locks were built between 1848-49 as part of the James River and
Kanawha Canal System. Designed to control the depth of the river so
that barges could make their way upstream, the canal system was a main
artery of commerce during the 19th Century. Battery Creek Lock was
restored in mid-1960s.
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Holliday Lake State Park
Holliday Lake State Park is located just to the east of Appomattox Nation-
al Historical Park. A major attraction here is the 150-acre lake. Surround-
ing the lake are miles of bicycle trails including fairly technical courses.
This is a prime hub for connectivity between all of Region 2000 and its
neighbors to the east.
Smith Mountain Lake State Park
This State-owned facility is an anchor for future trail connectivity. With
roughly 1,500 acres that sit on the northern edge of Smith Lake/Staunton
River, this is a prime destination for all sorts of water and land based
recreation. The State Forest features 500 feet of public beach , camping
sites, and a public boat ramp.
Buffalo Creek Natural Area
This natural area is located two miles west of Evanston and is a prime
location for nature study and walking/hiking. It is a common destination
for school groups and is envisioned as a hub for connector trails between
Bedford County, Campbell County, and the City of Lynchburg.
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Proposed
Facilities
Proposed Facilities
The communities that make up Region 2000 are not standing still when it
comes to providing future parks, trails, and other recreational and natu-
ral area facilities. As part of the background research completed for the
development of this plan, existing proposed projects were documented
and are presented here as background information. All of these projects
were included in the initial phases of implementation of the Region 2000
Greenways and Blueways Plan
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The Virginia Department of Conservation & Recreation Trail
The State has provided some leadership in trying to delineate potential
corridors that would allow residents and tourists to travel through Region
2000 as part of a longer east-west journey. Their proposed corridors
show up as two separate, but intersecting routes. One following the
James River all the way through the region and the other segment
extends from the James River in Lynchburg to Historic Downtown
Bedford to the West and Appomattox Buckingham State Forest to the
East. There is some overlap between these proposed routes and others
that the local communities have proposed. The OCR trail represents a
potential opportunity to connect the Region 2000 system with corridors in
neighboring regions.
Stroobonts Park
Bedford County has recently acquired a new 284-acre parcel that is
proposed for development as a park near the Campbell County/Bedford
County Line. This large facility could serve as a major hub for connection
with the larger regional system. The County is currently developing
several smaller parks in the area that could be linked to the Region 2000
Greenways and Blueways system.
Regional Bike Plan
While the Region 2000 Regional Commission was still known as the
Central Virginia Planning District, they created a detailed, regional bike
plan that proposed corridors tor future bicycle traffic along many of the ex-
isting roads. The plan itself is discussed briefly in the Introductory chapter
of this document and the completion of particular routes (and eventually
all the suggested corridors) has been blended into the phased greenways
and blueways implementation strategy that is described in the following
chapters.
Appomattox County Park
This will be the first County park in Appomattox and will be a hub for
future connectors that run through or near the downtown area. Comple-
tion of a loop corridor that connects downtown with the new park is the
Pilot Project for Appomattox County and is described more fully in chapter
three.
Virginia Blue Ridge Trail
Continuation of this effort is another one of the Pilot Projects recommend-
ed in the following chapter. This Rail -Trail corridor runs through the far
northern border of Amherst County, traversing the Tye river into neighbor-
ing Nelson County at several points. Completion of this corridor will allow
increased connectivity within Region 2000 and can serve as a connection
point to future trail systems in neighboring counties.
SHAEF Trail
The City of Bedford will be creating a bicycle and walking trail around the
D-Day memorial. This new facility will add value to the existing attraction,
providing visitors with additional recreation opportunities during their stay
in Region 2000. Development of the trail should begin in the summer of
2003, and will serve as a hub tor the network of connecting corridors.
Virginia Birding and Wildlife Trail
These three segments are part of an effort to create a series of statewide
driving tours that link popular birding areas. Similar routes are being con-
sidered that would feature historic and cultural points of interest. Addition-
ally, these and other routes may also be designated as Virginia Byways or
Scenic Routes.
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Other Existing
Conditions
OTHER EXISTING CONDITIONS
In addition to these existing and proposed sites and projects, other factors
such as the land cover pattern, demographic trends, and infrastructure
design are important considerations when delineating a system of green-
ways and blueways. Detailed maps of important existing conditions are
presented on the following pages with descriptions of their significance.
Infrastructure
The existence of highways and railroads as well as commercial centers,
schools and neighborhoods affects the way connections can be made
across the region. The Greenways and Blueways system detailed in this
document is designed to use schools and commercial areas as hubs for
connecting corridors. In general, the proposed corridors try to utilize a
network of stream channels and lesser travelled roadways to provide con-
nections. When the larger highways and routes are used, the suggestion
is generally for a clearly marked bicycle route along the road . Bike routes
are not the priority of this Greenways and Blueways system, but can
provide important and valuable links for citizens interested in commuting
between communities or tourists interested in enjoying the landscape and
special places of Region 2000.
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Land Cover
The land cover of Region 2000 is made up of many different types of
landscapes. The image below shows that Region 2000 is broadly forest-
ed with a mix of both evergreen and deciduous tree species. The image
also shows that much of the landscape is dedicated to agricultural uses,
and that the general pattern of forest and pasture is broken up by 3-4
larger municipalities with major commercial corridors connecting them.
USGS land cover maps like this one help tell the story of the landscape
so that an initial understanding can be developed about the character of
a community. In addition, largely forested areas are often prime sites for
protection and/or use as hubs in a network of Greenways and Blueways.
By comparing several land cover images taken over time, patterns of
agricultural or forest land conversion can be determined and appropriate
growth management goals can be set using greenways as a means to
protect critical resources.
In the case of the Region 2000 system of greenways and blueways, many
of the expansive patches of forest have been connected. The primary
loop trail has been created to link the major developed areas with sce-
nic corridors that run through agricultural communities and some of the
forested areas.
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Natural Communities
The term "Natural Community" is generally used by conservationists
to describe the set of plant and animal species that are likely to occur
together in a general geographic location, based on soil types, climate,
vegetation, and other factors or nature. The map below shows general
areas where natural community protection is most desirable. The green
dots on the map represent the habitat areas that have been identified by
the State Natural Heritage Program. Most of the very high value natural
communities are in the Appalachian Mountains along the Western border
of the region . In general, Region 2000 does not contain a high percent-
age of documented significant natural communities. However, little evalu-
ation has taken place in the region, and a more thorough examination of
the natural resources may turn up additional areas of significant ecologi-
cal value.
There are several prime sites for natural area protection along the James
River west of Lynchburg and just north of the River in Amherst County.
The Region 2000 Greenways and Blueways system was designed to offer
protection opportunities for a number of these natural areas, especially
through the protection of water quality by maintaining vegetated buffers
along stream corridors. These buffers can help maintain lower stream
temperatures, filter excess nutrients from rainwater runoff, and protect
against erosion.
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Hydrology
The system of surface water (streams, river, lakes and ponds) makes up
the hydrology of Region 2000. This pattern of water flow is very important
to the design of the Greenways and Blueways system. Stream channels
generally make excellent corridors for greenways as they are often unde-
velopable because of their natural hydric features, flood mitigation value,
and habitat protection value.
It is common practice to locate new trail and greenway corridors along the
waterways of a community. In addition to the values expressed above,
these routes often are least disturbing to existing land uses and generally
offer safer, calmer corridors than road-based options.
Region 2000 has two major rivers running West to East through the re-
gion. Both are potential sites for new blueways. The many other smaller
tributaries feed these rivers and provide protection and connection oppor-
tunities for the Region 2000 community.
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Demographics
One consideration in determining the character and location of future
corridors is the nature of population density of an area. In Region 2000,
the heaviest population density is found in Lynchburg , at the center of the
Region. With a population of over 65,000 people, it is the largest city in
the region . The suburban communities of Madison Heights, Forest, and
Timberlake surround Lynchburg and also maintain fairly high densities.
Areas of slightly less density are found along highway corridors extending
outward from Lynchburg, connecting to smaller population centers includ-
ing the municipalities such as Bedford, Altavista, Appomattox, Amherst,
and Rustburg. The areas of least density are found in the northern moun-
tainous terrain of Amherst and Bedford Counties, and in areas furthest
from major road corridors including southeastern Bedford County, south-
eastern Campbell County and eastern Appomattox County.
The Region 2000 Greenways and Blueways are designed to provide
linkages across and between the more densely populated areas and to
provide access from the urbanized areas to the less dense portions of
the region . As the population grows across the region the design of this
system will also provide essential protection of vulnerable stream cor-
ridors and protection from flood hazards. The pilot projects focus mostly
on the areas where higher density is driving demand for more recreational
opportunities, and in more urbanized areas where the chance for environ-
mental degradation is highest.
Chapter 3:
Greenways and Blueways
System Recommendations
I ntrod uctio n
This chapter provides a full description of the Region 2000 Greenways
and Blueways system, including the proposed phasing of the implementa-
tion schedule, the methodology used to design the system , detailed de-
scriptions of proposed pilot projects, and an explanation of the six types
of corridors that make up the system. A more complete implementation
strategy follows in Chapter 4.
The design of the proposed Greenways and Blueways system is based
on four basic concepts that have grown out of the goals and interests
expressed by the Region 2000 community through surveys, public meet-
ings, and consultation with the Region 2000 Greenways and Blueways
Steering Committee. The individual corridor alignments are also heavily
influenced by the nature of the Region 2000 landscape.
The 4 basic concepts that drive this system are:
• Connectivity among all the jurisdictions within the region
• Linkages between noteworthy destinations such as residential
areas, parks, schools, and cultural sites
• Opportunities for protecting and appreciating natural areas
• Increased access to recreation and exercise opportunities close to
neighborhoods
Methodology
During the initial data gathering and assessment processes, the consul-
tant completed simultaneous phases of remote research and direct ob-
servation. The remote research consisted of gathering background data
from existing documents such as the Regional Bicycle Plan, Regional
Greenway/Infrastructure Feasibility Plan, and the Virginia Outdoors Plan.
The best available maps and GIS data sets regarding current land uses,
demographics, natural systems status, and capital facilities were also col-
lected.
In addition to remote research, the consultants completed local field re-
search to verify collected data and to become personally familiar with the
on-the-ground realities and distinct character of the community. The field
visits included observation of priority destinations in the region, evalua-
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tions of the existing infrastructure and residential and commercial devel-
opment patterns, notations of surface water characteristics, identification
of general constraints and opportunities, estimations of ecological health,
and photo documentation . An initial round of public meetings was held in
locations across the region to get initial input regarding places that have
special meaning to the community.
Based on this collected information, the consultant created a set of draft
maps that showed a primary loop connector linking major cities in each of
the counties and a secondary set of corridors that could serve as con-
nectors and spokes between destinations and provide linkages to the
primary loop trail. Corridors were designed to follow a mix of roadways
and stream corridors to provide a variety of recreation, transportation, and
resource protection options within the system. Existing trails, proposed
trails, and the routes from the proposed regional bike plan were laid over
the consultant's proposed routes to add additional options and to com-
plete a draft framework.
Further public input was then solicited with regards to priorities for po-
tential corridors and necessary adjustments to the alignments that had
been proposed. A second set of surveys that documented preferences
for certain types of corridors or for specific corridor locations were com-
pleted by meeting participants. Each participant was also asked to place
color-coded, stick-on dots on the maps to signify which segments were of
highest priority to that individual.
Following this second round of public input and committee guidance, a
new draft trail network was created that reflected the stated interests and ·
priorities of the public, the commission, and the staffs of the cities and
counties. The second iteration maintained commitment to the basic con-
cepts listed at the beginning of this chapter. In creating this second set of
Greenway and Blueway corridors and in phasing their development, there
was a focus on assuring some initial level of connectivity between major
destinations and the creation of a series of loops that could be completed
in the early phases of the implementation of the system .
Description of Facility Types
The term "corridor" is used throughout this document to refer to the
specific alignment that is being presented between two points. However,
their are several types of greenways or blueways that can be developed
along a corridor. The five types are presented here with their descrip-
tions. The final Region 2000 Blueways and Greenways System will be
made up of segments of each of these types.
Type 1: No Facility Development
General Considerations
These corridors contain environmentally sensitive areas, steep slopes,
wetlands or other constraints that make trail facilities undesirable or im-
possible. These areas may be further described as those that contain
significant natural resources or remnant landscapes, and those that are
unsuitable for development but have or offer natural resource assets or
potential.
Environmental Considerations
The corridor will remain primarily in a natural state, as human access
would be extremely limited. Some functions for these corridors include
floodplain management, water quality protection and conservation of
important habitat for wildlife and plants. Preserving connections among
wildlife habitat areas is also an important function of such corridors.
Trail Users
Hikers could use wildlife trails to explore creeks and other natural fea-
tures. Very low volume of use is expected. Bicycle use should be restrict-
ed in most cases.
Trailhead and Amenities
No support facilities or amenities are recommended.
Trail Signage
No signage is recommended . (Some signage on the property may be
necessary to establish rules of use and to support enforcement efforts)
Trail Surface
Natural setting (no trail).
Trail Construction
In these areas, actual trail development would be avoided.
Type 2: Limited Development, Low-impact uses
General Considerations
These trails are best suited to corridors containing environmentally sensi-
tive features that limit the extent of facility development. Corridor widths
of 200 feet or more are preferred, with 100 feet considered the minimum.
Sites ideal for these paths, often very narrow, sometimes follow strenuous
routes and may limit access to all but the most mobile users.
Environmental Considerations
Corridors need to remain in a natural state, and preservation of natural
environments is a priority.
Trail Users
Hikers, joggers and perhaps cross-country skiers. This trail type is not in-
tended for cyclists or other wheeled users. Generally a very low volume of
users is expected.
Trailhead and Amenities
The need for trail head facilities and other amenities should be limited to
major entry points and intersections with trail types 3, 4 and 5.
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Trail Signage
The need for signage is limited to minor entry signs, guidance and possi-
bly some interpretive signs.
Trail Surface
Wood chip, crushed gravel or earth.
Trail Construction
The trail corridor must be able to support construction access, some
earthwork and the use of moderately heavy equipment. Construction and
maintenance are easiest when the trail can be built at grades below 10%
and cross slopes at a maximum of 2%. Where feasible, sections near
trailheads should be barrier free to physically challenged users. Board-
walks may be necessary to cross wetlands in these areas.
Type 3: Multi-Use, Unpaved Trail Development
General Considerations
These trails are in greenway corridors and are located outside of areas
that experience frequent flooding . While less expensive to install, un-
paved trails typically require more frequent repairs. Careful consideration
should be given to the amount of traffic the specific segment will generate
since these surfaces tend to deteriorate with excessive use. This trail type
may be an acceptable first phase for a trail to be paved in the future.
Environmental Consideration
Fine aggregate surface trails (1 O ft. minimum width) are appropriate for
corridors outside the floodplain where anticipated use or the adjacent
landscape dictates a more natural trail.
Trail Users
These trails are restricted to pedestrians, bicycles and equestrians.
Equestrian users require a separate trail so that horses do not damage
the trail surface. Wheelchair users and persons with strollers can use
unpaved trails if they are designed to ADA standards and surfaced with
compacted crushed stone or other firm surface. Low to moderate volume
of users is expected.
Trailhead and Amenities
In urbanized areas, the trailheads should be smaller in size and more fre-
quent, and in less urbanized areas, they may be larger and less frequent.
Benches, picnic tables and trash receptacles are common amenities for
this type of facility.
Trail Signage
Signage is appropriate and should be located at tfailheads and as
necessary for guidance, warnings and regulations.
Trail Surface
Crushed stone and wood chip or grass for equestrian use.
Trail Construction
The site should be able to withstand more construction activity without
causing environmental damage to the corridor. It is likely that heavier con-
struction equipment will need to access the site.
Type 4: Multi-Use Paved Trail Development
General Considerations
This designation applies to corridors that do not contain environmentally
sensitive features, where high use is anticipated and will likely be used
as a transportation route. Typically this trail type is used in more urban
areas. In some cases, this trail type may also be suited to areas that flood
frequently.
Environmental Considerations
The multi-use paved trail is appropriate for a variety of locations includ-
ing streamside, floodway, floodplain and upland conditions. However, it
is best suited to the upland zone. It should not be used in environmentally
sensitive areas due to the disruption caused by construction and a high
number of users.
Trail Users
Several user groups can enjoy the paved trails, including bicyclists, jog-
gers, wheelchair users and roller bladers. Moderate to very high use is
expected.
Trailhead and Amenities
These trails ordinarily warrant trailheads and a full range of amenities by
virtue of the expected user volume. Suitable locations for trailheads and
major access points should be identified early in the planning process.
Amenities may include portable toilets or restrooms, shelters, lights, drink-
ing fountains, and auto and bicycle parking.
Trail Signage
The need for guidance, warning and regulatory signs will increase,
especially in more urbanized locations.
Trail Surface
Asphalt or concrete. Concrete is best for areas that experience periodic
flooding.
Trail Construction
Corridors most suited to this trail type must be able to accommodate
heavy construction equipment, more significant site disruption, frequent
maintenance, vehicle access and emergency equipment. The minimum
construction zone is typically 25' wide.
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Type 5: Bicycle and Pedestrian Facilities within the
Right of Way
General Considerations
These corridors serve to connect off-road trail systems and major regional
destinations. These facilities may include both sidewalks for pedestrians
and bikeways for cyclists. Major facility categories in this trail type include
sidewalks, bike routes, bike lanes, widened multi-use sidewalks and wide
outside vehicular lanes.
Environmental Considerations
These trails often serve an important environmental function as alterna-
tive transportation routes.
Trail Users
Depending on the specific facility, this trail type serves pedestrians, cy-
clists, roller bladers, etc. Moderate to high use is expected. A 1994 re-
port by the Federal Highway Administration, "Selecting Roadway Design
Treatments to Accommodate Bicycles" used the general categories of
bicycle user types (A, B and C) to assist transportation planners and en-
gineers in determining the impact of different facility types and roadway
conditions on bicycles:
Type A -These are advanced or experienced cyclists who use their
bicycles as they would a motor vehicle. They want direct access to their
destination without any delay. This type of cyclist is usually comfortable
riding with motor vehicle traffic, but they need sufficient operation space
on the traveled way or shoulder to eliminate the need for them or a
passing motor vehicle to shift position.
Type 8 -These are basic or less confident adult cyclists that may also
use their bicycles for transportation purposes. They are usually trying
to get to the store or to visit friends, but they are less comfortable riding
with motor vehicle traffic and avoid roads with fast busy motor vehicle
traffic unless they have an ample amount of operation space. They are
more comfortable riding on a neighborhood street, shared use path or a
designated facility such as a bike lane or wide curb lane.
Type C -This type includes children that may be riding on their own
or with parents. They do not travel as fast as an adult cyclist, but still
require access to key destinations in their community, such as schools,
convenience stores and recreational facilities. Neighborhood streets
with low motor vehicle speeds, well-defined bike lanes or shared use
paths best accommodate children without encouraging them to ride in
the travel lane of busy roadways.
Trailhead and Amenities
The need for trailheads and amenities is minimal as this type connects
with existing major destinations which may already have facilities. Bench-
es, lighting and trees may be added to encourage sidewalk use.
Trail Signage
On-road bikeways include signed shared roadways (signed bike routes)
and bicycle lanes. Bicycle routes are designated shared roadways (clearly
marked according to MUTCD sign standards) as preferred routes for bi-
cycles. The bicycle lane needs to have striping, signing and pavement
markings for the exclusive use of bicyclists.
Trail Surface
Concrete or asphalt.
Trail Construction
Sites must be totally accessible for heavy construction, since they are
most often built with the roadway or retrofit to an existing road .
Type 6: Water-based Trails (Blueways)
General Considerations
This designation applies to those rivers and streams that can successfully
accommodate and/or which are designated to support canoeing, kayaking
and boating. Water-based trails can be designed with features and fa-
cilities that make their use more enjoyable for residents, including signage
systems, improved rapids, safety systems, etc.
Environmental Considerations
There are number of water quality, and habitat protection factors to con-
sider with the development of Blueways. The managing entity must en -
sure that recreational users are not degrading stream banks or the habitat
areas that exist there. Put-in and Take-out areas should be managed so
that negative impacts from runoff or erosion are minimized. Additionally, if
motorized vessels are used, the potential impacts from fuel and motor oil
should be considered.
Trail Users
Individuals or groups may use these types of corridors for both indepen-
dent or programed activities. Kayakers, canoeists, and fishermen are
common users. Some areas may be appropriate for white water rafting
and/or some motorized boating as well.
Trailhead and Amenities
Put-in and Take-out points should be located every 1 O miles (or less).
Ample parking should be available at designated access points and areas
where parking is unacceptable should be well posted. Bathrooms, picnic
tables, and trash receptacles are desirable amenities. Camping facilities
may be offered as well.
Trail Signage
Water-based trails have unique danger concerns. Signage should be
located at access points that alert users to potential water hazards and
which state the laws governing use of safety gear. In addition to signage
associated with general management and risk avoidance, informational
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postings regarding the unique or notable attributes of the blueway can
be added to increase the value for the user. Examples include historic or
natural area markers and descriptions.
Trail Construction
Construction activities may involve removing potential hazards from the
watercourse and improving access areas to ensure safety and efficiency.
System Phasing and Individual Projects
Encompassing more than 700 miles of proposed Greenways and Blue-
ways weaving across the region, the system is complex. The entire
network, however, can be grouped into 4 categories or phases of devel-
opment or implementation. The complete phasing can be seen on image
3-1 on the next page.
Phase 1: (Red Lines, Years 1-5)
These corridors represent a set of pilot projects -at least one for each ju-
risdiction -Amherst County, Appomattox County, Bedford County, Camp-
bell County and the Cities of Bedford and Lynchburg. These are the first
projects recommended for completion and have been individually select-
ed based on local level interest, potential for success, ability to serve the
population, and potential for future linkage to other parts of the system.
Each of these projects is shown in detail on subsequent pages, with full
descriptions of the proposed corridor type, use, and length.
Phase 2: (Blue Lines, Years 5-12)
These are segments that the public has shown great interest in and which
have an important role in expanding the system to start building broader
connectivity. It is recommended that following the completion of the Pilot
Projects, the jurisdictions work together to prioritize the completion of
this set of Phase 2 projects. Although Phase 2 is not slated to begin for
a number of years, initial dialog should begin now to determine potential
priorities and to consider long-term needs.
Phase 3: (Orange Lines, Years 12-20)
Completion of the Primary loop trail and a few remaining major connec-
tors is the focus of phase 3. This phase finalizes the initial loop of con-
nectivity that was originally designed to link each of the major municipali-
ties in the region . It also allows longer excursions around the region and
provides better access between the loop corridors that were completed in
Phase 2.
Phase 4: (Green Lines, Years 20-30)
This final phase provides alternative connectors between existing Green-
ways and Blueways corridors and calls for the completion of any remain-
ing bike routes that had been laid out in the Regional Bicycle Plan. Com-
pletion of Phase 4 simply adds additional routes to promote greater ef-
ficiency of movement and more complete connectivity across the region.
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Pilot Project and Phase 2 Corridor Descriptions
This section of the chapter includes descriptions of the Phase 1 Pilot Proj-
ects and subsequent Phase 2 projects by jurisdiction. All four counties
and the cites of Bedford and Lynchburg have their own maps and project
descriptions.
AMHERST COUNTY
Pilot Project 1 : James River Heritage Trail Extension to Gait's Mill
Description: This project completes the James River Heritage Trail
from Riveredge Park -where the trail crosses over from Percival's Island
-through the southern portion of Amherst County along the James River
where it crosses into Campbell County.
Objective: To finalize the existing efforts along this corridor and pull it
all together as a single greenway unit. The James River Heritage Trail,
as it winds through Lynchburg and southern Amherst County, is a major
destination for tourists and local users. The whole corridor should be
designed as a multi-objective corridor suitable for many pedestrian and
wheeled activities. It's location within the community offers opportunities
for extensive Parks and Recreation programming.
Pilot Project 2: Virginia Blue Ridge Trail
Description: A Rail-Trail segment that runs along the Amherst County
and Nelson county border
Objective: Substantial investment has already been made in this project
and its completion is important to the community. Long range plans are to
extend this corridor to the Appalachian Trail and south to the James River.
Phase 2 Projects:
Primary Loop to Madison Heights Greenway: This corridor ex-
tends the James River Heritage Trail out to meet the connection of the
Primary Loop Trail around Region 2000. It also connects the James
River Heritage Trail to Amelon Elementary School in Northern Madison
Heights. The corridor should be a mix of sidewalks in town and a riparian
greenway outside of town .
North-South Connector from the James River Heritage Trail to Down-
town Amherst: Starting at the James River, VDOT bridge and ending at
Amherst County High School.
Downtown Amherst -Appalachian Trail Corridor: As part of the Pri-
mary Loop Trail , this corridor winds across the County to the James River
Foot Bridge of the Appalachian Trail.
Region 2000 Greenways and Blueways
System Phasing
Amherst County
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Phase 2
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APPOMATTOX COUNTY
Pilot Project: Downtown Appomattox/County Park Loop Trail
Description: Starting north on Rt. 26 from the intersection with US 460
in Downtown Appomattox then turning left on Rt. 659 towards the new
Appomattox County park site. This bicycle loop route, then heads south
on 613 to the intersection with 460 and then east again, back into town.
Alternately, the route could utilize access through the Appomattox Center
for Business and Commerce to complete the loop.
Objective: Designed to build on the energy associated with the creation
of Appomattox County's first County park, this project serves to provide
pleasant bikable/walkable access between Downtown, the Center for
Business and Commerce, and the new county park. If designed to use
the Center for Business and Commerce property, the corridor could serve
as an important amenity for recruiting business interests to that location.
Additionally, the Southern portion of the loop establishes the first part of
future work to complete a Lynchburg to Appomattox corridor along 460 - a
route that was very popular among the public present at the Region 2000
Greenways and Blueways public workshops.
Phase 2 Projects:
Appomattox Court House National Historic Park -Holiday Lake State
Park Greenway: This corridor provides a unique opportunity to link two
major tourist attractions and add new user groups to the already popular
destinations. By establishing a biking/walking route between the two rec-
reation areas, users could visit the Court House Park and then bike/hike
to the State Park to spend the evening. Interesting stops along the way
could add additional value and interest.
Lynchburg to Appomattox Bikeway: Public opinion expressed at the
Region 2000 Greenways and Blueways meetings showed this corridor
as one of the main priorities. The corridor offers what would likely be a
popular route for alternative transit/bicycle tourism between Lynchburg
and downtown Appomattox. Completion of th is route could eventually
contribute to an unbroken corridor between the Appalachian Trail and the
eastern edge of Appomattox County.
Appomattox to James River Primary Loop Trail: Starting from Down-
town and heading east towards the Appomattox Courthouse National
Historic Park, this route then heads northeast along river corridors or rural
roads to connect with the James River. The loop trail is part of the Pri-
mary Loop Trail that is envisioned throughout the region. It would serve
as a unique corridor that could bring together river activities, biking, hik-
ing, history tourism, and downtown shopping and exploration.
Region 2000 Greenways and Blueways
System Phasing
Appomattox County
GRFFNW.\YS
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Phase 2
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BEDFORD COUNTY
Pilot Project: Poplar Forest Trail
Description: A multi-use corridor stretching through Timberlake from
Poplar Forest to the junction of Rt. 221 and Elk Creek. The corridor
would wind through the Town of Forest along sidewalks, rail roads, and
part of Elk Creek. Trail development should be coordinated with the Proj-
ect in Lynchburg.
Objective: This trail is designed to provide recreational access to one of
the most notable destinations in the region -Poplar Forest. It's comple-
tion would provide the growing Town of Forest with a greatly needed route
for walking and jogging.
Phase 2 Projects:
Poplar Forest Trail Connector to Downtown Bedford: This corridor
follows the route laid out be the Virginia Department of Conservation &
Recreation as part of its regional trail framework providing access from
the Appalachian Trail to Lynchburg.
City of Bedford to the Appalachian Trail: In almost every conversation
about needed corridors in Bedford County, this segment comes up. It
would provide a critical link from the heart of Historic Bedford to the Ap-
palachian Trail, passing through the Claytor Nature Area.
Elk Creek Birding Trail: Just South of US 501 running along the James
River in Bedford County is an important birding area. This trial is de-
signed to link that area to the communities of Forest and Lynchburg and
with the James River. The corridor follows Elk Creek to meet the Poplar
Forest Trail.
Smith Mountain Lake Trail System: On the southern border of Bedford
County, along the Staunton River, lies Smith Mountain Lake State Park.
This project would be focused on enhancing the biking, hiking and walk-
ing opportunities at that destination by extending the existing trail system
to accommodate more users and to allow the users a longer alternative.
Separate trails with different surfaces could be arranged along the same
primary corridor so that potentially incompatible uses such as horseback
riding and biking could be accommodated.
Note: Information about the SHAEF Trail can be found in the City of Bed-
frod Section of this chapter.
Region 2000 Greenways and Blueways
System Phasing
Bedford County
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Pilot Project: Buffalo Creek Greenway
Description: Approximately 10 miles long, this multi-purpose paved
trail would run from the Timberlake Community, southwest along Buffalo
Creek to the Buffalo Creek Natural Area. There, it would connect to the
existing trail system. This proposed connector would support walkers,
bikers, and roller bladers, and is expected to be fully compliant with the
American Disabilities Act.
Objective: Primarily a recreation and alternative transportation corridor,
this segment can also provide educational opportunities for local schools
and residents about the important ecology of Buffalo Creek and the ef-
fects of urbanization on critical water resources and wildlife habitat. This
trail segment was listed as high priority among residents that attended the
public meetings. Th is project is a significant portion of the proposed con-
nector between Altavista and Lynchburg which could then link residents to
other major destinations in Appomattox, Amherst and Bedford Counties.
Phase 2 Projects:
Altavista to Buffalo Creek Natural Area: Completes the connection
between Altavista and Lynchburg and provides alternative transportation
options for the residents of and visitors to Altavista.
Multi-purpose corridor from Altavista to Rustburg: this corridor would
serve as the primary alternate transit link between Altavista and Rustburg
by taking advantage of US 29 as a potential bicycle route and connecting
to US 501 in Rustburg drawing upon smaller roads and stream corridors.
Rustburg Connector to Lynchburg-Appomattox Route: This segment
helps complete a 20 mile loop circuit between Altavista, Rustburg, and
Lynchburg. It also connects Rustburg to the system segment that runs
between the James River trail systems and downtown Appomattox.
Region 2000 Greenways and Blueways
System Phasing
Campbell County
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City of Bedford
Pilot Project: SHAEF Trail
Description: A 1-mile trail that would circle the D-Day memorial in Bed-
ford, this project should be underway in the summer of 2003. The route
will be paved and accessible for pedestrian and wheeled traffic.
Objective: The name SHAEF stands for Shared Headquarters of the
Allied Expeditionary Forces. These were the nations that oversaw Project
Overlord, for which the memorial is named. One of the primary purposes
of the memorial and the trail segment is to provide information to the com-
munity about D-Day. The trail will also provide an additional recreation
option for the community and could serve as a hub for connection to other
corridors. The presence of a walking and biking trail at the Memorial
increases the number of activities available to visitors to the site.
Phase 2 Projects:
D-Day Memorial to Appalachian Trail Connector
This trail proposal uses exisitng right-of-ways to connect to Little Otter
River and then follows the creek north and west through the City and
along the western border until it meets Peaks Street at the edge of the
municipal boudary. Along the way, connections can be made to Bedford
Middle School and the Elks National Home. A separate spur connects the
trail to the city's historic Downtown.
Poplar Forest Trail Connector to Downtown Bedford: The Virginia
Department of Conservation & Recreation has recommended a trail con-
nector through this area of the region to link the Appalachian Trail with
Lynchburg and points eastward, passing through the City of Bedford.
The proposed alignment shown to the right is a suggestion based on lo-
cal conditions in the City of Bedford. This alignment would follow John's
Creek into town, passing through Fairmont Cemetary and connecting to
sidewalks along East Main Street. The route then continues west towards
the historic Downtown. Collaboration between the City of Bedford and
Bedford County will be neccesary to complete this route all the way to
Poplar Forest.
Downtown Bedford to the Appalachian Trail: In almost every con-
versation about needed corridors in Bedford City/County, this segment
comes up for discussion. This proposed corridor would follow Peaks
Street from Downtown, using the western boundary of "The Loop" side-
walk sytem that is already in place. It would be connected at both ends
to another loop system that connects to the SHAEF Trail using the D-Day
Memorial to Appalachian Trail Connector.
Region 2000 Greenways and Blueways
System Phasing
City of Bedford
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City of Lynchburg
Pilot Project 1: Ivy Creek Greenway
Description: The primary link between the existing James River Heritage
Trail (JRHT) system and the northern border of Forest. This greenway
system would begin at the Ed Page Entrance of the JRHT and extend to
Peaks View Park, the proposed Ivy Creek Nature Center, and the border
with Bedford County. Approximately 5 miles of hard-surfaced, multi-use
trail would be combined with single-track walking and biking trails.
Objective: To provide additional recreation opportunities while protecting
the Ivy Creek riparian corridor. This greenway will provide neighborhood
access to the Ivy Creek Greenway and the JRHT, connect schools and
parks, and provide essential connections to Bedford County destinations.
Pilot Project 2: Blackwater Creek/Tomahawk Creek Trail
Description: This route would provide trail linkage/corridor protection
along Blackwater & Tomahawk Creeks from the Blackwater Creek Athletic
Area Entrance, across Lakeside Drive and Lynchburg College property, to
Sandusky Park and along Tomahawk Creek. The trail corridor will be part
of the Blackwater Creek and Tomahawk Creek Natural Area(s) and will
provide recreational and environmental access to this unique ecosystem.
A boardwalk section of the trail will traverse the extensive wetlands above
College Lake and a small park/natural area may be constructed at the
headwaters of Tomahawk Creek.
Objective: To protect the riparian, lake, and wetland ecosystems along
Blackwater & Tomahawk Creeks while providing appropriate recreational
and academic access to the sites.
Phase 2 Projects:
Riverwalk: This route would become the primary connection through
Downtown Lynchburg between the Blackwater Creek Trail and Percival's
Island/Amherst County. This link is part of the City's Downtown and Riv-
erfront Master Plan 2000. It will run next to the railroad tracks along the
James River and will replace the current unmarked route along Jefferson
Street.
Tomahawk Creek to Buffalo Creek Connector: A connector linking
the Pilot Project in Campbell County with the Pilot Project in the City of
Lynchburg.
James River to Forest Multi-Purpose Corridor: heading south from
the James River near Percival's island, this corridor travels along route
460 then connects to the Candler Mountain area and Liberty University
as it runs along the border with Campbell County to the Leesville Road
Elementary School in Timber Lake.
Region 2000 Greenways and Blueways
System Phasing
City of Lynchburg
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Chapter 4:
Implementation Program
Implementation is where "the rubber meets the road ." It is the stage
during which recommendations are acted upon, long-term decisions are
made, and money is committed. It is this implementation stage that turns
a planning document into an on-the-ground real ity.
Implementation of the recommendations contained within this Region
2000 Greenways and Blueways Plan will require consistent leadership,
new programs, and additional funding. It will require a management and
oversight partnership between the public and private sectors in Region
2000, and a champion and management structure for the Greenways and
Blueways Program.
In the short term, it will be necessary for the Region 2000 Regional Com-
mission to continue its assumption of a leadership position with respect to
implementing this program at the regional level. However, the Regional
Commission will not, by itself, be able to accomplish the recommenda-
tions of this plan . It will need to build upon the existing partnerships with
local governments and join with private sector groups, organizations,
landowners and businesses to accomplish the stated goals.
This chapter walks through six steps of implementation that are
suggested for realizing the regional greenways and blueways vision that
is defined in this document. Those steps are:
Step 1 : Develop a governance structure
Step 2: Agree on priorities and time lines
Step 3: Focus on the regulatory and planning process
Step 4: Start negotiating
Step 5: Secure funding
Step 6: Start building
The chapter follows a consistent format; first listing and describing
the step, then presenting an action list for completing that step. The
appendices included at the end of this plan offer greater and more
specialized detail on the subjects of finance, design, and management.
These chapters can serve as reference materials as the communities
follow the steps and actions listed here.
Overview
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Governance Step 1 : Develop a governance structure
Implementing the Region 2000 Greenways and Blueways program
should take place at the local government level and should be respect-
ful of local government realities while responding to regional needs. A
regional body should guide the overall process and assist with the burden
of land acquisition and facility development. This regional body would
be a partnership with local governments, state and federal agencies and
non-governmental organizations. Local jurisdictions would continue to
be responsible for all site specific decisions related to the development of
their specific components of the regional network.
The following paragraphs represent the consultant's recommended
strategy for establishing a regional organization that would champion the
implementation of the Greenways and Blueways Program:
Currently, the Region 2000 Regional Commission is the only organization
in the area that is both willing to and capable of championing the vision
for a Region 2000 Greenways and Blueways Program. The Commission
has agreed to absorb the initial efforts of the Greenways and Blueways
program into its existing system . To do this, the Regional Commission
would need to create a new Greenways and Blueways project among its
existing services.
Organizational Structure
The new project would function as just one of many operations within
the Regional Commission and would be supported administratively by
the Commission (see organizational chart on the following page). A
Greenways and Blueways Board would direct the project and would be
made up of local government, business, and citizen representatives. A
minimum of one staff person will be needed to launch the Greenways and
Blueways Project. Funding for the staff position could initially come from
philanthropic grants and could be supported with some public funds from
local and/or state government.
Duties and Activities
The principal responsibility of the Greenways and Blueways Project is to
champion the full development of this plan. The goals, objectives, tasks,
and prioritized projects found throughout this document will serve as the
guiding framework for an action strategy. In some cases, the Regional
Commission may be required to assist local government partners in
raising funds, coordinating efforts between themselves and other private
sector groups, and assisting with trail development activities where ap-
propriate.
Through the Greenways and Blueways Project, the Regional Commis-
sion should serve a technical support function for the local governments
in their greenway and blueway activities -bringing them information about
new state level programs and funding opportunities, sponsoring work-
PDC
REGIONAL COMMISSION
PERSONNEL,
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shops to talk about new protection strategies that can be incorporated into
local plans and codes, and promoting a general awareness of the benefits
of natural areas protection among local elected officials and the citizens
from Region 2000.
The Greenways and Blueways Project should also include a land stew-
ardship component. As the partnership acquires rights to property that
make up the system, stewardship responsibilities will also be assumed
in perpetuity. Proper management of the network will be essential for its
continued success in providing safe opportunities for residents and visi-
tors and for assuring that the natural resources on the property are well
cared for.
The Regional Commission should publish an annual report that provides
the community with an update of its progress as well as a quarterly news-
letter (or articles in the local media) that keep the community up-to-date
with the project. Appropriate arrangements and assignments should be
made so that the four-county Greenways and Blueways GIS mapping
Chart 4-1 :
This organization chart
shows how the new
Greenways and Blue-
ways project can fit into
the existing organiza-
tional structure of the
Region 2000 Regional
Commission.
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system continues to be kept up-to-date. Finally, the Regional Commis-
sion will want to launch and maintain a web site that provides up-to-date
information about the Greenways and Blueways system, as well as a
library of completed projects.
Funding
The Regional Commission will have to provide some seed money to get
the Greenways and Blueways Program up and running. It must also gen-
erate long-term financial support for future operations. Other initial funds
should be raised from a combination of public and private sources. Local
governments should be asked to make a contribution and private sector
organizations, such as foundations, conservation groups and trail-user
groups should also contribute. An initial budget of $100,000 would allow
the Regional Commission to employ the necessary staff and launch the
project.
Completion of the system will require an investment of capital. Across the
country, the most successful programs are generally found in communi-
ties where the local governments have committed themselves financially
to the project. Often they will have private sector partnerships in which lo-
cal government dollars and private sector donations can be used together
to leverage additional state and federal financial assistance.
Some communities in Region 2000 may need several years to develop
the public support and interest before they can justify a significant finan-
cial contribution. In these areas, local user groups, property owners, and
local businesses may be able to form partnerships that can get the ball
rolling, financially. Local governments in this situation should actively
support the effort through other areas of influence such as its master
planning process, and revisions to its zoning, subdivision, and land man-
agement ordinances. These subjects are explored more fully under Step
3.
Tasks and Timelines
1) The Regional Commission should formally establish a
Greenways and Blueways project within its organizational
framework. (Summer 2003)
2) Local governments should identify partners in the private
sector that may have an interest and the ability to assist in
implementing specific Region 2000 Greenway and Blueway
segments. (Summer 2003)
3) The Regional Cammission and all local governments should take
the appropriate steps to endorse and adopt this plan. (Fall 2003)
4) An initial 2003-04 operating budget should be drafted and the
funding for it should be secured. (Summer 2003)
5) The following two tasks should commence under step 1 , but
should continue on indefinitely (Ongoing)
• Ongoing 1 : Local governments should continue to assist
Region 2000 Regional Commission with the expansion and
updating of the GIS system.
• Ongoing 2: Regional Commission staff should work with local
governments and private sector groups to promote and market
the Region 2000 Greenways and Blueways program.
Step 2: Agree on priorities, timelines, and approaches
Once a general management and oversight organization has been
established , the partnership should work through its set of near-term
protection and construction priorities, agreeing as a body to collectively
support and pursue them.
The exercise of prioritizing protection projects can alarm residents if they
believe their lands are being targeted for government acquisition. It is
imperative that the Regional Commission avoid this situation by treating
private land owners with the utmost respect. This may mean private
meetings with them to ensure they are aware that their land is not being
taken and keeping all draft considerations private.
The importance of maintaining good communication throughout this
process cannot be overstated. This should include regular newsletters
or articles in the local paper about the process and should include many
meetings with private landowners who might be affected by a proposed
regional Greenways and Blueways corridor. Residents must be assured
that their property is not being taken from them and not being devalued.
They must be assured that the necessary management and stewardship
structure is in place to keep any corridor safe and enjoyable for the users
and the surrounding land owners. Failure to allay these potential fears
can be disastrous for a project.
Finally, initial consideration should be given to the type of funding strategy
the regional partners would like to pursue. In Step 5, the Board and the
local governments will actually put together a financing campaign and
will write grant applications for assistance with specific corridors. During
Step 2, Appendix D should be used as a menu of options around which
discussion should take place to determine the most desirable approach.
No decisions are binding at this point, but will help groups determine
what is feasible for them over the next several years and will help inform
discussions about priorities and timelines.
Tasks and Timelines
1) For each Region 2000 Greenway and Blueway corridor, local
governments should work with private residents and community
groups to determine the most appropriate facility type for that
Prioritizing
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Internal
Review and
Adjustment
corridor and to discuss potential management concerns. This
may require the need for additional analysis of ecological
features in the corridor and a series of meetings designed to
work through public concerns.
2) A Phase 1 and Phase 2 timetable should be created to clarify
when individual pilot projects will be initiated/completed.
3) Local governments should be encouraged to develop their own
Greenways and Blueways plans that build upon the structure
identified by this regional initiative.
4) Decisions should be made about which sources of funding will
be pursued and the project board should develop a Greenways
and Blueways Capital Improvement Program.
Step 3: Focus on the regulatory and planning processes
A great deal can be accomplished by building on and expanding the
tools available through existing short and long range land use planning
processes currently in use. Suggested enhancements may include the
creation of new partnerships to foster resource stewardship, leveraging
new funding sources, research and analysis of new and innovative
approaches to land conservation, and an assessment of the role of
growth management tools applicable under the Code of Virginia. This
analysis would be the first step in identifying changes that would better
support conservation and livable community design, such as updated
stormwater management ordinances or conservation subdivision
ordinances. The needs and opportunities may vary greatly in each of the
different jurisdictions, so the tasks and timelines below may need to be
modified to fit individual circumstances.
There are important roles to be played here by both the Regional
Commission and the local governments. As the regional oversight
agency, the commission will have to help bring new ideas from around
the state and nation to the Region 2000 jurisdictions, support them as
they try to determine which models to follow, and provide a regional
perspective on proposed land and resource management practices. The
local governments must look for new ways to adapt their local planning
documents and procedures so that resource protection and the provision
of recreation opportunities are acknowledged as critical components of
land development and growth management decisions.
Local governments should use this plan as a resource when updating
their zoning and subdivision regulations. They should also reference this
plan as one of the guiding documents to be used in local development
review decisions and in local green infrastructure planning.
There are many available resources to help communities encourage
better land development and land preservation practices. The Virginia
Department of Environmental Quality and the Virginia Department of
Conservation and Recreation both maintain web sites that list numerous
programs developed to promote these ideas. In addition, the Virginia
Chapter of the American Planning Association prepares reports and hosts
seminars related to local level planning practices, model ordinances,
and growth management strategies. Working together, the regional
government and the local governments can personalize their planning
documents and procedures to facilitate efficient protection of the corridors
outlined in this document.
Tasks and Timelines
1) Complete an audit of local zoning, subdivision, and land devel-
opment ordinances -looking at how well they currently protect
land and water resources and how well they facilitate the protec-
tion of the proposed corridors of the regional Greenways and
Blueways system. Incorporate new ideas and models from other
communities in Virginia and across the nation.
2) Communities that do not have an existing ordinance which sets
standards for protection of the floodplain areas should create
and adopt one. The ordinance should be consistent with region-
al and local goals. Other existing local floodplain ordinances
from within the region should be consulted.
3) Reference the goals of this Greenways and Blueways plan in the
appropriate sections of local and regional comprehensive growth
management plans.
4) Local governments should use the design guidelines contained
within this plan as the basis for consistent construction, signage
and facilities across the regional system. The region should
conduct research and convene forums to assess new and in-
novative conservation design practices and their applicability to
Region 2000 jurisdictions.
Step 4: Start negotiating
In step 4 the Board should start thinking about legally-binding, landowner
negotiations. Essentially, you are talking to landowners about your vision
of connectivity and natural area protection AND about their interest in
participating. This is setting the stage for the actual land acquisition
process that will occur once there is· cash in hand and land on the block.
It is highly advisable that local governments and regional governments
team up with non-profit land protection organizations for this step. These
organizations do not have the power to condemn land and do not have
Landowner
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Funding
the power to tax, and for these reasons, they generally ruffle fewer
feathers when they talk about the acquisition of someone's property rights
-even if the conversation is only about voluntary donation of some of
these rights. Local land trusts or other environmental organizations often
have a great deal of experience selling the benefits of conservation and
often have excellent personal and professional relations with local land
owners.
Tasks and Timelines
1) Local governments should begin the process of researching land
ownership within corridors identified for future greenways and blueways.
2) The Board should develop new contacts and foster existing
relationships with key landowners. Consideration should be given to
determining the best methods for working with these individuals as
partners.
3) Non-profit land conservation groups should be consulted regarding
procedures for land owner negotiations.
Step 5: Secure funding
There are two primary stumbling blocks in the implementation of a plan
like this one -soft support in the high levels of the local government and
lack of a dedicated revenue stream. If you can secure a consistent, long-
term, adequate funding source for the development of the system, most
other problems can be worked out. The initial discussions about how to
pay for land protection and stewardship have already occurred in Steps
1 and 2. Step 5 is where action is taken on these already agreed upon
strategies.
Tasks and Timelines
1) The Regional Commission should contact a consulting entity such as
the Trust for Public Land (TPL) to get assistance in putting together a
strategy for achieving the funding goals developed in Step 2.
2) Local bond issues to help pay for land and water protection and
recreational resource expansion should be put on future election ballots in
the various jurisdictions.
3) Private sector donations should be raised through a capital campaign
and should be directed to a Regional Greenways and Blueways Fund
that could match local gover:iment contributions and could help leverage
additional federal support.
4) Applications should be made to State and Federal funding sources
Step 6: Start building
The partnership is in place, private landowners are in line, the money is
flowing . It's time to start making the corridors a reality. In Step 6, the
community is engaged in the actual acquisition of land rights (fee-simple
and easement). This is also where construction projects occur for multi-
purpose corridors and where facilities such as benches, lights, recycling
bins, and bicycle racks are installed.
Tasks and Timelines
1) Acquire the rights to property and add it to the Region 2000 GIS
database.
2) Create construction diagrams for trail facilities and hire a construction
firm.
3) Publicize the new segments widely and hold public celebrations at the
site with volunteer groups and local elected officials.
Final words about implementation
Implementation involves both deliberate action and continued planning.
While presented here as a fairly linear set of activities where one follows
the next until the project is concluded, the system is actually a bit more
circular. Generally, the flow is :
• data is gathered
• preliminary decisions are made, and
• action steps are taken.
Along the way, the preliminary decisions are re-examined to assure that
they continue to take the community in the desired direction. New data
is also collected, and action steps are adjusted and amended to respond
to new realities. Checking back with the original plans and decisions,
while in the process of continuing to move towards the next step, the
Greenways and Blueways Board will be able to keep the momentum mov-
ing forward while keeping an eye out for changing conditions that should
be responded to.
Building the
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Appendix A: Summary of
Public Input
The end success of this Greenways and Blueways project will be
determined in large part, by the effectiveness and thoroughness of the
public participation components of the planning process. A great deal
of effort went into keeping the public informed about the status of the
project and offering a number of opportunities for getting their input. As a
result, the citizens of Region 2000 have been consistently engaged from
the very beginning of the process and the final system recommendations
represent their input.
Process Description
Several forms of public and semi-public presentations were given
throughout this planning process to share draft concepts and to gather
the input of those that could attend the meetings. Two surveys were used
at those meetings to record preferences and interests. The data from
the suNeys is presented throughout this chapter as well as copies of the
surveys and photographs from the meetings.
The Greenways and Blueways Steering Committee held it's first round
of community meetings between October 1 and October 9, 2002.
The meetings were designed to increase awareness of the Regional
Greenways and Blueways planning process, to enhance understanding
of greenway concepts, and to begin a dialog with interest groups as to
specific needs and opportunities in Region 2000 jurisdictions. Five initial
meetings were held for residents of Amherst County, Bedford County,
Appomattox/Campbell Counties, the City of Bedford, and the City of
Lynchburg. A total of 34 organizations participated, representing a
diversity of groups and perspectives.
A second round of meetings was held in January and February 2003,
to target specific interest groups and to gain additional public input.
Presentations were made to the Region 2000 Council, the Chamber of
Commerce, and the Natural Bridge Appalachian Trail Club. An additional
forum for the entire region was held in Lynchburg to get feedback on
the draft Regional Greenways and Blueways Systen.. In addition to
these events, regular advisory meetings were held with the Region 2000
Greenways and Blueways Steering Committee.
First Survey
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Surveys of Public Opinion
At the first set of public meetings in the fall of 2002 a two-page question-
naire was handed out to all participants to be used as a gauge of public
perspective. The questions were related to the expected personal use
of Region 2000 Greenways and Blueways System, expected outcomes
of the project, and funding and management preferences. In addition,
comments from the meeting were recorded and analyzed. The following
charts and text summarize the findings from the survey. At the end of this
section, the actual survey has also been included.
Question 1: "What should be accomplished by Region 2000 Green-
ways and Blueways?"
Response: From a list of nine options, of which the respondent could
select as many answers as they wished, the following were the top three
responses:
1) Develop a regional system of trails
2) Protect water quality with buffers along streams and rivers
3) Provide access close to home and work for health exercises
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0 RESPONSES
Question 2: "Who should champion the development of Region
2000 Greenways and Blueways?"
Response: Seven potential choices were listed for the survey partici-
pants. They were asked to select only one from that list. The following
were the top three responses:
1) Partnership of public and private groups
2) Region 2000 Regional Commission
3) Each County and Municipality
30
25
20
15
10
5
RESPONSES
I] County and
Municipality
Cl Region 2000
• Commonwealth
Cl Public Partners
a Private Partners
1:1 Public-Private
Cl Pri vate
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Question 3: "How do you envision using Greenways and
Blueways?"
Response: The respondents were presented with a list of 14 common
uses and were asked to select all that applied to them. The following
were the top five responses:
1) Walk and jog
2) Ride bike for fun and fitness
3) Learn about native landscapes
4) Learn about the history of the region
5) Visit with friends
70
60
50
40
30
20
10
0 RESPONSES
Cl Walk/Jog
Cl Ride Bike
m Rollerblade
Cl Visit Friends
Cl Teach Biking
•Walk Dog
El Ride Horse
Cl Pi cnic
Cl Walk to Work
Cl Walk to School
Cl Learn Land
I• Learn History
El Clean Land
Cl Pl ant Trees
Question 4: "Do you support using public funds for the
development of the Region 2000 Greenways and Blueways?"
Response : This was a yes/no question. The results are shown below:
Yes = 71 votes
No= 1 vote
Undecided = 4 votes
a Yes
No
a Undecided
Question 5: "What type of funding mechanism would you support
for Region 2000 Greenways and Blueways?"
Response: A list of 8 options was presented and respondents were asked
to select all that were applicable. The top four responses are listed here:
1) State and Federal grants
2) Partnership funding from public and private sources
3) Private fundraising
4) Existing City/County taxes
50 D Existing Taxes
45 • New Taxes
40
35 D Bonds
30 D Regional Tax
25
20 • Impact Fee
14 D State/Federal 10
5 • Private
0 D Partners RESPONSES
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The first public survey form is shown here for reference. There were 77
completed forms, representing views from across the region, with nearly
half of the respondents from Lynchburg. With a sample size this small ,
the survey is only statistically valid as an expression of the interests of
the self-selected group that attended the meetings. It is not valid as a
description of the preferences and expectations of the entire Region 2000
population. The survey results were, however, very sim ilar to the find-
ings of a recent and more extensive Bedford County survey and are also
consistent with national-level surveys on greenways and blueways.
(Front page)
Region 2000
Greenways & Blueways
Public Comment Form
What should be accomplished
by Region 2000
Greenways & Blueways?
Select all that are applicable
D Improve access to public landscapes/ facilities
throughout the region
D
D
Develop a regional system of trails that link
natural and historic resources, recreation areas,
neighborhoods and employment centers
Protect farmland, farm vistas and agricultural
heritage sites
D Protect water quality by establishing buffers
along streams and rivers
D
D
D
D
D
Provide access close to home and work for
health and exercise
Establish water trails on the James and
Staulllon Rivers
Link neighborhoods to local parks, shopping
areas and business districts throughout the
region
Establish education programs to raise the level
of awareness of the benefit of greenways
Reveal and interpret the unique history of the
region
D Other: ------------
Region 2000 Greenways & Blueways are ...
A plan for a regional system of greenways and
blueways connecting Amherst, Appomattox,
Bedford, and Campbell Counties and the City of
Lynchburg.
For mOl"f' Information & projttt updales visit~
www.regcomm.org
Who should champion the
development of Region 2000
Greenways & Blueways?
D
D
D
D
D
D
D
D
Choose only one
Each county and municipality
Region 2000
Commonwealth of Virgini a
A partnership of public agencies
A partnership of private organizations and
fo undations
A partnership of public agencies and private
organizations
Private organizations and landowners
Other: ------------
Please complete both sides of this form
(Back page)
How do you envision using
Region 2000 Greenways &
Blueways facilities?
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
Seled all that are applicable
Walking/jogging for fun and fitness
Ride a bike for fun and fitness
A place to visit with fri ends and neighbors
Rollerblade
Teach my children how to ride bikes
A place to walk my dog
A place to ride my horse
Picnic with friends or family
Walk or bike to work
Walk or bike to school
Learn about the native landscape
Learn about the history of the region
Volunteer to help with clean-up of the public
lands
Volunteer to plant native trees and shrubs
Other: -------------
Please complete both sides of this form
Do you support using public
funds for the development of
Region 2000 Greenways &
Blueways facilities?
D Yes
D No
D Not ce1tain at this time
D
D
D
D
D
D
D
D
What type of funding
mechanism would you
support for Region 2000
Greenways & Blueways
facilities?
Select all I hat are applicable
Funds from existing local city and county
taxes
New city or county taxes
Bond referendum for each county
Regional tal<
Fees applied to future growth and
development
State and federal grant
Private fundraising through foundations
A partnership of public agencies and private
organizations
Please provide information so we can keep you
informed of future activities and developments.
Name: ---------------
Address: --------------
E-mail: ---------------
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Second
Survey
A different survey was used at the second round of public meetings. Four
questions were included, but not all of the responses lend themselves to
meaningful graphical depiction as was the case for the first survey. Each
question and its responses are shown below. In some cases charts are
used to help present the data.
Question 1: Do you support the concept of the development of a
regional Greenways and Blueways system?
Response: All participants unanimously supported the general concept,
although some reserved final judgement until further information was
made available about the expected impact of the plan on private landown-
ers.
Question 2: "What type of corridor do you value the most?"
Here the respondent was asked to rate from 1-3 the value that they
placed on types of greenways and blueways. The following was their
expressed order of preference :
1) Multiple-use corridors for biking, walking , hiking, and rollerblading
2) Single-use corridors for walking or hiking
3) On-road bicycle lanes
4) Canoe and kayak water corridors
5) Natural community corridors (where natural area protection takes prec-
edent over human uses)
30% 1
25%
20%
15%
10%
5%
0%---~~~~~~~~~
CORRIDOR TYPES
D Single-Use
•Multi-Use
O On-Road Bike
O Canoe/Kayak
• Nature Onl y
Question 3: "Which five segments would you prioritize for
completion?"
Response: This question was not answered in a consistent enough fash-
ion to be reported upon here. However, inclusion of this question was de-
signed only as a supplement to the map exercise that was used to solicit
the preferences of the participants. During that exercise, the participants
were asked to prioritize individual segments of the draft network. There
was a significant level of participation in that exercise.
Question 4: "Where is your primary residence?"
Response: To get a sense of which communities the participants were
representing, we asked them to list the location of their primary residence .
The tally is shown here:
Amherst County 4
Appomattox County 1
Bedford County 13
Campbell County 3
City of Lynchburg 17
18
16
14
12
10
8
6
4
2
0 ~:!::==~~==~~
RESPONSES
O Amherst
County
• Appomattox
County
0 Bedford
County/City
D Campbell
County
• City of
Lynchburg
In all survey questions, a section marked "other" is always made avail-
able to capture input that may not have been anticipated when the survey
was developed. In the case of Region 2000, there appears to be signifi-
cant interest in increasing the number of trail options that are suitable for
equestrian use.
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The second public survey form is presented here for general reference.
Thirty-nine completed survey forms were collected from two separate
meetings. The survey results that were gathered using this questionnaire
are not a statistically valid representation of public opinion for the entire
Region 2000 populace. The sample size is sufficient, however, to repre-
sent the collective views of the individuals who attended the meetings.
Region 2000 Map Survey
It is important that we understand your needs and interests as we develop the Region
2000 Greenways and Blueways Plan. Please help us by answering the following four
questions:
1) Do you support the concept that has been presented regarding the
development of a regional greenways and blueways system?
Yes ____ _
No _____ _
2) What type of corridor do you value the most?
(Please rate the corridor type on a scale from 1-3. I= Very Important, 2= Important,
3= Less important)
__ Si ngle use walking or hiking corridor
__ Multiple use biking, walking, hiking, rollerblading corridor
__ On-road bicycle lane
__ Canoe/kayak water corri dor
__ Natural community corridor (no dedicated trail)
3) Which five segments would you first prioritize for completion (you may
choose five within one county or spread your choices across the region?
First Priority ________ _
Second Priority ________ _
Third Priority ________ _
Fourth Priority ________ _
Fifth Priority _________ _
4) Your primary residence is in which city/county? __________ _
(Please use the back of thi s sheet for any additional comments)
Appendix B: Benefits of
Greenways and Blueways
A well designed network of Greenways and Blueways simply makes our
lives better -positively influencing our economic growth opportunities,
environmental protection efforts, sense of community, safety from natural
disasters, attempts to keep ourselves healthy, opportunities for recreation,
and our ability to experience many of the community's interesting places
in new ways.
The citizens of Region 2000 have expressed an interest in maximizing
their quality of life and have articulated a vision for a community whose
design and growth helps them achieve this goal. The benefits that can
come from Region 2000's Greenways and Blueways system are many.
Some examples are described below.
Connectivity
At community meetings held in November and December 2002,
participants were asked what they wanted to achieve through the
implementation of a Greenways and Blueways Plan . The most commonly
stated interest was the development of a regional system of connected
routes that would allow users to move more easily throughout the larger
community by foot, bike, and boat.
A regional greenways and blueways system helps meet that interest by
connecting hubs such as community parks, historic sites, neighborhoods,
shopping centers, schools, and community common areas. The system
can also link existing municipal/county trails and parks with major
corridors such as the Appalachian Trail and regional destinations like
Smith Mountain Lake State Forest.
Greenways can also provide a different type of connectivity -the connec-
tion between people and their local history, their community and each oth-
er. Successful greenway projects across the United States often serve as
new "main streets", where neighbors meet, children play, and community
groups gather to celebrate. For cities and towns, both large and small,
greenways have become a cultural asset for community activities. Some
areas sponsor "greenway days" to celebrate the outdoors and local tradi-
tions. Others sponsor walking and running events on their greenways to
support charity events or extend traditional sporting events. Blueways
can be the site for water-based festivals and competitions. Opportunities
Connectivity
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Water
Resources
and Air Quality
may exist in Region 2000 to link land corridors to river corridors, provid-
ing great educational and recreational opportunities, and better access
to these natural resources. The interpretation of important historic and
archeological sites along greenways and blueways can serve to increase
awareness and appreciation of the area's rich history. Finally, civic groups
often adopt segments of their regional system for clean-up, litter removal,
and environmental awareness programs.
Water Resources and Air Quality
If you stand at the front of an audience and ask, "Who wants a clean
environment?" you can be pretty certain that every hand in the room will
go up. The arguments that emerge over natural resource protection are
generally driven by how we go about protecting these, not if we protect
them. A greenway system is an effective tool for achieving our natural
resource protection goals.
As buffers of trees and grass along a river corridor, greenways filter runoff
from neighboring land before it gets to the river. These greenways slow
storm water to allow sediment to drop out before it enters the stream or
river, and they absorb extra nutrients that can be harmful to the aquatic
community in large doses. These natural processes do not take place
if storm water is collected in pipes and discharged directly into water
bodies.
By slowing storm water runoff, vegetated buffers also protect waterways
from the scouring effect that can come from unimpeded storm waters -
protecting soil surfaces and the sides of streams and rivers from erosion
that can dump excess sediment into the water body and reduce its ability
to purify itself. Buffers can also provide a cooling affect on water bodies
that helps keep the natural cleaning functions viable.
Beyond their surface water protection capabilities, greenways help maxi-
mize the quantity and quality of water that is allowed to seep into the
ground to recharge aquifers. The more pavement and buildings ther are
to cover soil, the less water penetrates it during a storm event. When rain
soaks into the ground, it becomes the groundwater we withdraw from
our wells. If we continue to withdraw water from aquifers without letting
it replenish, these underground reservoirs will become depleted. Region
2000 is growing in population and should be concerned about long term
impacts of growth on its groundwater. The region should also be con-
sidering its air quality as growth occurs. As alternative transportation
corridors, greenways can serve to reduce traffic congestion, helping to
improve local air quality. Since the majority of automobile trips are less
than two miles in length, offering viable, alternative transportation choices
through greenways can encourage people to bicycle and walk more often,
especially on short trips, thereby reducing traffic congestion and automo-
bile emissions.
Flood Protection
Much of today's flood damage is the result of the transformation of wet-
lands, the channelization of river corridors, and increased development in
floodplains. As a flood control measure, open space near bodies of water
acts as a primary storage zone during periods of heavy rainfall. The
Region 2000 Greenways and Blueways system can help control the rate
at which water rises in a river during a storm event and protect the com-
munity from the disastrous effects of a flood.
Health Benefits
Greenways provide us the opportunity to lead more active lives. When
asked how they would use an integrated network of greenways and
blueways, 83% of the Region 2000 survey respondents said they would
use them for walking or jogging, 75% said they would use the trails for
fitness or recreational biking, and many other folks said they would use
the trail network for roller blading, walking pets, or commuting to work. A
regional system that provides easy, safe, pleasant access between jobs,
houses, shopping destinations, and recreational destinations allows us a
better opportunity to include physical activity in our busy, daily schedules.
Studies have shown that as little as 30 minutes a day of moderate-inten-
sity exercise (such as bicycling, walking, or in-line skating) can signifi-
cantly improve a person's mental and physical health and prevent certain
diseases. Providing opportunities for participation in these outdoor activi-
ties, close to where people live and work, is an important component of
promoting healthy lifestyles for area residents.
In 1987, the President's Commission on Americans Outdoors released a
report that examined American leisure activities and quality of life. Lim-
ited access to outdoor resources was cited as a growing problem through-
out the nation. The Commission reported that a national system of green-
ways could provide all Americans with access to open space resources.
Wildlife Habitats and Natural Communities
In addition to the many benefits that greenways and blueways provide for
human populations, they are also an essential component of protecting
the natural areas that sustain the plant and animal species with whom
we share the planet. Swaths of green that connect to larger open space
hubs and that provide access to water bodies are critical elements in the
preservation of species habitat.
These sanctuaries allow animal species to move about in a manner that
separates them from threatening human uses of land, and they allow
natural systems to be maintained. By linking upland habitat with lowland
habitat and protecting large intact parcels of trees and clean water, we
maintain the opportunity for natural systems to sustain themselves. We
also assure that opportunities to interact with nature -to observe wildflow-
ers, animals, and majestic forests -continue to be conveniently available.
Flood
Protection
Health
Benefits
Wildlife Habitats
and Natural
Communities
Efficiency
and Growth
Management
Safety and
Security
Efficiency and Growth Management
Greenways can provide three important benefits that fit into this category:
1) They can minimize the costs of providing community services
2) They can provide important boundaries for growth and potentially
conflicting land uses
3) They can provide another transportation option that reduces strain on
existing road infrastructure.
As communities debate the right balance in the allocation of scarce finan-
cial resources to meet ever increasing demands for public services, it be-
comes more and more important to minimize unnecessary expenditures
and maximize revenue potential. One way communities go about doing
this is by planning their growth and development so that more compact,
higher density development occurs in some areas while other areas are
left intentionally open, and therefore without need of service provision.
Studies that examine this balance between the revenue generation of a
particular land use and the financial obligations associated with providing
services to a particular type of land use, regularly report that open spaces
such as greenways are cost effective.
Greenways that serve as buffers between potentially conflicting land uses
provide a much appreciated service to businesses (allowing them some
distance from neighborhoods that are potentially intolerant of heavy traffic
or late night activity) and to residents (allowing them a more secluded per-
sonal environment). When trail segments are included as part of these
buffers, access between the uses is enhanced.
Finally, greenways can provide highly efficient routes for citizens inter-
ested in alternatives to driving to their destinations -connecting people
who prefer to commute by foot, bicycle, or other non-motorized means
between their homes and workplaces. Greenway corridors serve as
extensions of the road network, offering realistic and viable connections
between origins and destinations such as work, schools, libraries, parks,
shopping areas and tourist attractions. According to national surveys
by the Federal Highway Administration , Americans are willing to walk
as far as two miles to a destination, and bike as far as five miles. Using
these limitations as a guide, destinations can be linked to multiple origins
throughout Region 2000 with a combination of off-road trails and on-road
bicycle and pedestrian facilities.
Safety and Security
One of the most successful deterrents to criminal activity is the increased
presence of re$idents in a neighborhood, and greenways have proven
to be an effective tool for encouraging outside activity. In fact, some
greenway systems have even been developed as part of efforts to deter
criminal activity since greenways typically attract frequent, local users
who create an environment that is virtually self-policing. Even crime sta-
tistics and reports from law enforcement officials have shown that parks
and greenways typically have low incidences of reported criminal activity.
Separate from criminal concerns, greenways and blueways can help us
feel more safe, providing off-road bicycle and walking routes and well
maintained water-based routes. These sorts of areas allow individuals
and families to be more at ease when engaging in outdoor activities.
Property Values and Economic Development
Often undervalued is the positive effect greenways and blueways can
have on the financial bottom line, including higher real property values,
and increased tourism and recreation related revenues. Many home buy-
ers and corporations are looking for real estate that provides direct ac-
cess to public and private greenway systems, and open space is viewed
as an amenity by residential, commercial and office park developers.
In many areas, greenways have been shown to raise the value of imme-
diately adjacent properties by as much as 5% to 20%. For example, in a
new development in Raleigh, North Carolina, new lots situated on green-
ways were priced $5,000 higher than comparable lots off the greenway.
This is a very real gain for property owners, and is also beneficial to local
governments that depend on property taxes to support their service provi-
sion.
In addition to their relationships to individual properties, communities that
have a strong system of greenways have attributed these systems to
their success in recruiting new businesses. In Morganton, NC , (a town
of about 17,000 people) the greenway was cited as one of the amenities
that led to the town's designation as one of the 50 best small towns in
the South East. It was also a factor in Caterpillar Corporation's choice of
Morganton as the site for its new facility.
Property
Values and
Economic
Development
Appendix C:
Design Guidelines
The design development guidelines featured in this Appendix have been tailored
to meet the specific facility development needs of the Region 2000 Greenways
and Blueways System. The purpose of these guidelines is to assist the Regional
organizations in developing greenway and blueway faci lities.
These guidelines provide a variety of trail facility and ecological system res-
toration concepts and ideas. These guidelines are not a substitute for a more
thorough examination and detailed landscape architectural and engineering eval-
uation of each project segment. These guidelines serve as minimum standards
for greenway facility development. Region 2000 disclaims any liability for the
use, appropriateness and accuracy of these guidelines as they apply to a specific
project.
The following resource materials have been used in the preparation of these
guidelines:
Adherence to national design standards for off-road trails and
green way facilities, as defined by the American Association of State
Highway Transportation Officials (AASHTO), the Americans with
Disabilities Act, Designing Sidewalks and Trails for Access: Part 2 and
the Manual on Uniform Traffic Control Devices (MUTCD).
For more in-depth information and design development standards, the fo llowing
publications should be consulted:
Greenways: A Guide to Planning, Design and Development
Published by Island Press, 1993
Authors: Charles A. Flink and Robert Seams
For more information visit www.greenways.com
Trails for the Twenty-First Century
Published by Island Press, 2001
Authors: Charles A. Flink, Robert Seams and Kristine Olka
For more information visit www.greenways.com
Description
Resources
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Additional
Resources
Guide to the Development of Bicycle Facilities
Updated in 2000 by the American Association of State Highway
Transportation Officials (AASHTO). Available from FHWA or
AASHTO. www.aashto.org/bookstore/abs.html
Manual on Uniform Traffic Control Devices (MUTCD)
Published by the U. S. Department of Transportation, Washington,
DC, 2001
Universal Access to Outdoor Recreation: A Design Guide
Published by PLAE, Inc., Berkeley, CA, 1993
Designing Sidewalks and Trai ls for Access: Part Two -Best
Practices Design Guide
Published by U.S. Department ofTransportation, Washington, DC,
2001
In all cases, the recommended guidelines in this report meet or exceed national
standards. Should these national standards be revised in the future and result
in di screpancies with this chapter, the national standards should prevail fo r all
design decisions.
Other useful web sites for information include:
Rails-to-Trails Conservancy -www.railtrails.org
National Park Service -www.nps.org
U.S. Department of Transportation -www.walkinginfo.org and
www.bicyclinginfo.org
Trails and Greenways Clearinghouse -
www.trailsandgreenways.org
National Bicycle and Pedestrian Clearinghouse -
www.bikefed.org/clear.htm
Greenways Incorpo rated -www.greenways.com
Stream Corridor Buffer
Urban Buffer Riparian Buffer Wet-Stream Buffer Wet-
land land
Zone Zone
Riparian Trail Urban Buff er
Buffer
Riparian buffers serve many functions. They filter stormwater pollutants, help
moderate stream flow, stabilize streambanks, moderate stream temperature, and
provide aquatic and terrestrial habitat. The minimum recommendations should
require that new developments maintain an existing 50-foot vegetated buffer on
both sides of all intermittent and perennial streams, Jakes and ponds throughout
Region 2000. For the purpose of the recommendations, a waterbody exists ifthe
feature is present on either the most recent version of the soil map or 7.5 minute
quadrangle topographic map prepared by USGS. The recommended required
buffers consist of two zones: a 30-foot undisturbed zone adjacent to each side of
the waterbody, and a vegetated zone that extends from the outer edge of the 30
foot zone for a distance of at least 20-feet.
Stream buffers within Region 2000 should be established to protect water qual-
ity and animal habitat. For the purpose of greenway facility development, a
minimum of 50-feet wide buffer ( 150-feet preferred) as measured from the top
of stream bank is required in order to mitigate the damaging effects of flooding
from storms, filter pollutants from overland flow and develop appropriately sized
greenway trail facilities.
Corri dors
Corridor Planting
Some basic guides for planting in corridors is as follows:
• Efforts should be made to eliminate non-native invasive plant species,
such as privet (Ligustrum sinense) from corridors.
• Native overstory and understory trees/shrubs should be replanted
where vegetation is removed or harmed due to construction of parks,
trails, etc. in greenway corridors or open space.
• Fallen trees should not be removed unless they obstruct trails or pres-
ent danger. Otherwise, they should be left to decay naturally. Ever-
greens, conifers (pines) and deciduous trees should all be used propor-
tionally.
• Mast producing trees and shrubs with berries should be utilized as food
for wi ldlife whenever possible.
• Flowering trees and shrubs can be used to draw attention to important
intersections and entrances.
• Evergreen shade trees are needed near seating areas and picnic tables.
• Evergreen shrubs, such as wax myrtle, can help separate public areas
from private residences.
Creekside Trail Tread
Creekside trails are located only in urban areas, where right-of-way constraints
and channelized streams restrict trail development to the floodway. Creekside
trails are designed to accommodate walkers, bicyclists, rollerbladers, and joggers.
These multi-use trails are typically positioned directly adjacent to the stream
channel and are therefore subject to frequent flooding. These trails require hard-
paved surfaces of concrete to withstand high-velocity stream flows. Retaining
walls or other structural elements may also be required for stable construction
and to protect the trail from erosion and flood damage.
Concrete Trail
(with retaining walls
""'"") \
----::;tj;-~~~-::::!--·-Gabion Wall
~ I (see below)
~· Stream i Stream~jgt;:_f<'.)l!e=-----·
Upland
____ Mi'l_ru!ged Use Zori~ -~Qt:!~
Typical Multi-Use Creekside Trail Cross Section
Creekside trails should be a minimum of 10'-wide for multi-use trails. The
installation of railings, benches, signage, and trash receptacles that could obstruct
flow during storm events, should be carefully considered. Creekside trails must
be designed and installed in a manner that minimizes their effect on flood waters
and protects the amenities from flood damage. The use of retaining walls as seat
walls is one way in which non-obtrusive amenities can be included on this type
of trail faci lity. Special consideration should be paid to mitigating the impacts of
trail construction on the natural environment.
Types of
Trail Treads
Floodway Trail Tread
Multi-use trails within the floodway are designed to accommodate a variety of
users including walkers, joggers, cyclists, and ro llerbladers. These multi-use
trails are typically positioned within the floodway but not directly adjacent to
streams. Some vegetative buffer between the stream and trai l should be left in-
tact. Like the streamside trails, trails within the floodway are subject to periodic
flooding, however, not as frequently. These trails require paved surfaces of either
asphalt or concrete depending on frequency of flooding and expected velocity of
flow. A proper trail foundation is important and will increase the longevity of the
trail. No soft shoulder should be constructed due to flood considerations. Spe-
cial consideration sho uld be given to the mitigation of negative impacts from trail
development on the natural stream environment.
Multi-use trails within the floodway should be built with a minimum width of
IO'. All elements of the trail including the trail tread, railings, benches, and trash
receptacles will be periodically flooded. The design and materials for these trails
should be carefully selected accordingly.
' Typical Multi-use Trail Cross Section
' (within the Floodway)
Vegetative ""'
Buffer
.......... _ .... m.in,J5.'. ... _J.
t; -r
Asphalt or ~
Concrete Trail
Typical Multi-Use Trail Cross Section
(Within the Floodway)
Low Velocity
EillJD1ITll!llilElf--Z' ASPHALT ~"TESU~Ff.GE
6' AGGl<EGA TE !lASE
,,_ \,, __ Ff\eRIC SEPARATOR
PREPARED 5Ul3GRADE
Hieh Velocity
Upland
i'.Q.'21:
Asphalt Paving on Aggregate Base Concrete Paving on Aggregate Base
Paving Cross Section
Floodplain Trail Tread
Multi-use h·ails within the floodplain are designed to accommodate a variety of
users including walkers, joggers, cyclists, and in-line skaters. These multi-use
trails are typically positioned outside the floodway but within the floodplain.
Significant vegetative buffers between the stream and trail should be left in tact.
Multi-use trai ls within the floodplain are subject to occasional flooding during
large storm events. It is recommended that these trails be built with paved as-
phalt, however an aggregate stone surface may be adequate in some locations.
Multi-use trails within the floodplain should be built to a minimum width of IO',
although 12' to 14' is preferred. The graphics below illustrate two suitable pave-
ment cross sections that can be used to build multi-use trai ls within the flood-
plain.
Typical Multi-uae Trail Croaa Section
(within the Floodplain)
Vegetative
buffer
. 10' wide (min.) asphali;
\ t rail with 2' min.
, graded shoulder
I
, ~_,,,_ __ ~.trear:nside Zon.:: , __ j
Low Velocity
Typical Multi-Use Trail Cross Section
(Within the Floodplain)
High Velocity /--SURf>,CEF;N1SH"55PEcHo .------····"···---·_L~ . . ,. "' .. • _.._._~··~·~r:.::r--4" CONG. SLAB , w-,, , .' ,. ' R£iNFORCW WITH \\.,.,M
lt-- -4' AGGRESATE B-\SE
Asphalt Paving on Aggregate Base Gravel Paving on Aggregate Base
Paving Cross Section
_________________ II
II
Upland Trail Tread
Upland multi-use trails are designed to accommodate a variety of users including
walkers, joggers, cyclists and in-line skaters. These upland multi-use trails are
typically positioned completely outside designated floodplains. Significant veg-
etative buffer between any streams and the trail should be left in tact. It is recom-
mended that these trails be built with paved asphalt or aggregate stone, dependin g
on the preference of local user groups. Upland multi-use trails should be built to
a minimum width of 10', though 12' is preferred.
Vegetative Buffer
~Jtre.am6id~ Zon~ ································
Upland Trai l Cross Section
Sections
Pit Gravel,
.Asphalt or Cm1crete
Trail {10' wide min.)
Asphalt Paving on Aggregate Base Gravel Paving on Aggregate Base
Paving Cross Section
Footpath/Hiking Trail
Footpaths or hiking trails are designed to accommodate pedestrians and are not
intended for cyclists or other wheeled users. These natural surface trai ls typically
make use of dirt, rock, soil, forest litter, pine mulch and other native materials for
the trail surface. Preparation varies from machine-worked surfaces to those worn
only by usage. This is the most appropriate surface for ecologically sensitive
areas.
3'-6' dirt, gravel ,
soil, mulch, leaf lit-
ter, etc. trail surface
Footpath Cross Section
These pathways, often very narrow, sometimes follow strenuous routes and may
limit access to all but skilled users. Construction of these trails mainly consists
of providing positive drainage for the trail tread and should not involve exten-
sive removal of existing vegetation. Timbers may be used for steps along steep
slopes. These trails vary in width from 3 feet to 6 feet and vertical clearance
should be maintained at 9 feet. These trails are most commonly found within the
streamside zone.
II
Boardwalk Trail Tread
Boardwalks, or wood surface trails, are typically required when crossing wet-
lands or poorl y-drained areas. While boardwalks can be considered multi-use
trails, the surface tends to be slippery when wet and not best suited for wheeled
users. Boardwalks intended for use by bikes, pedestrians, in-line skaters and
others should be a minimum of 14' wide. However, boardwalk trails limited to
pedestri an use can be as narrow as 8'. If maintenance vehicles use the boardwalk
for maintenance access, it should be a minimum of 14'.
8'-0" to 14'-0"
depending on use
Boardwalk Cross Section
Wood surfaced trails are usuall y composed of sawn wooden planks or lumber
that forms the top layer of a bridge, boardwalk or deck. The most commonly
used woods for trail surfacing are expos ure-and decay-resistant species such as
pine, redwood, fir, larch, cedar, hemlock and spruce. Wood is a preferred surface
type for special applications because of its strength and comparative weight, its
aesthetic appeal and its versati lity. Synthetic wood, manufactured from recycled
plastics, is now avail able for use as a substitute in conventional outdoor wood
construction. While these products are more expensive than wood lumber,
recycled plastic lumber lasts much longer, does not splinter or warp and will not
discolor.
Paved Multi-Use Trail
Typical design for paved, off-road, multi-use trails should be based upon the
specific loading and soil conditions for each project. These trails, typically
composed of asphalt or concrete, should be designed to withstand the loading
requirements of occasional maintenance and emergency vehicles. In areas prone
to frequent flooding, it is recommended that concrete be used because of its ex-
cellent durability.
One important concern for asphalt, multi-use trails is the deterioration of trail
edges. Installation of a geotexti le fabric beneath a layer of aggregate base course
(ABC) can help to maintain the edge of a trail. It is important to provide a 2'
wide graded shoulder to prevent trail edges from crumbling.
Side slopes shaltie less than3 1t yp
\
unless othewse 1rd1cated on 1<¥0ut
plans Cut ard fill slopes shall tie into
easting slopes to create an 1M trans1t1on
2' shoujjer 8'-0" Minimum .,.._ ~
Geotedile Falric, per spee
4" ~gegate base course
2" Bituminous Concrete
surface course
2' shoujjer,
ClearBad<fill
( seEd or mulch per spe~
Multi-Use Trail Cross Section
The minimum width for two-directional trails is IO ', however 12 ' -14' widths are
preferred where heavy traffic is expected. Centerline stripes should be con-
sidered for paths that generate substantial amounts of pedestrian traffic. Possible
conflicts between user groups must be considered during the design phase, as
cyclists often travel at a faster speed than other users. Radii minimums should
also be considered depending on the different user groups.
Asphalt is a hard surface material that is popular for a variety of rural, suburban
and urban trails. It is composed of asphalt cement and graded aggregate stone. It
is a flexible pavement and can be installed on virtually any slope.
Concrete surfaces are capable of withstanding the most powerful environmental
forces. They hold up well against the erosive action of water, root intrusion and
subgrade deficiencies such as soft soils. Most often, concrf.te is used for inten-
sive urban applications. Of all surface types, it is the strongest and has the lowest
maintenance requirement, if it is properly installed.
II
Dual Trail Tread
2% Slope
on Shoulders
4" Mulch or
2" Limestone
Dust trail Surface
12' Min. Height
Clearance
l
L -_J----1--1l --+---
1 O' -12' Asphalt or
Concrete Surface
(varies)
2· -5'Buffer 4' - 6' Maintain 8'
(varies) (varies) Vegetation Clearance
or two Horses width
Typical Equestrian and Pedestrian Trail Cross Section
Dual tread trails are suggested on multi-use trail systems where different users
travel at different speeds, such as equestrians and walkers. lf hard surfacing is
being used on the multi-use trail, a softer, 5' wide tread for horses should be con-
sidered. Mulch, dirt, stabilized di11 or limestone dust can be used. Hard surfaces
such as concrete and asphalt are undesirable for equestrians because they can
injure horses' hooves. Granular stone may also present problems because it can
get stuck in horse hooves.
Vertical clearance for equestrians should be at least IO', with a horizontal clear-
ance of at least 5'. Low-hanging tree limbs should be cut flush with the trunk.
Leaves, branches and other protrusions that could injure the horse, rider or gear
should be removed. Within the tread, stumps, large rocks and other debris should
be cleared. Sight distances for equestrians, who usually travel between 4 and 6
miles per hour, should be at least I 00'.
Dual treads may also be required for mountain biking trails.
Water Based Trail
This designation applies to those rivers and streams that can successfully accom-
modate and/or which are designated to support canoeing, kayaking and boating.
Water based trails can be designated with features and facilities that make this
activity more enjoyable for residents, including signage systems, improved rap-
ids, safety systems, and access points. Rental outfits could be established at put
in/take out points.
Example of a Water Based Trail in Use
Small Boat Access
Bench ....
j I _ __..--Staub to hold if' log ladder in place
-Rock on cut
slope of bank
II
Trai l heads
II
Major and Minor Trailheads
Trail heads should be installed throughout the greenway system to give the public
access. A "trail head" is a point of formal public entry into the greenway sys-
tem that may provide certain related public facilities such as parking, restrooms,
drinking fountains, trail signage, etc. Major trail heads and minor trail heads are
suggested. Major trail heads should be located in significant areas. An exhibition
building or an interpretive exhibit may be incorporated, along with restrooms,
water fountains, picnic tables, parking, signage, etc. Minor trail heads can be
used to connect a smaller number of people to surrounding trails, open space,
parks, etc.
Typical Minor !railhead Plan View
Restrooms
Public amenities, such as phones, restrooms, etc., should be located and concen-
trated at the confluence of vehicular and pedestrian traffic. Where possible, other
uses should be incorporated into the structure, such as storage for maintenance
equipment. These structures should be located adjacent to thoroughfares for
security, maintenance and access to utility hookups. They should also make use
of natural light and ventilation as much as possible.
Typical Restrooms
Waterless Restroom Option
Off Road
Facilities
Signage
Details
Directional Signage
I
#4
21 THICK ~ESTERN
CEDAR OR REDWOOD
--+-SIGN, SAND-BLAST
AROUND TEXT, LOGO,
AND BORDER ---f-l'~l.'-+----+
PAINT/STAIN S.T.P. (,xl. POST
Signage Examples
Typical Trail Signage Location
Side slopes shall be less
than 3:1 typ.unle.ss other·
wise indicated on layout
plans.
2"1. max
cross slope----..
1
12'.0"
Asphalt
Trail
Typical Signage Location
The image to the left is
from Lynchburg's de-
sign guidelines docu-
mentation. Several
other examples of their
work can be found on
the following pages.
the Lynchburg Parks
and Recreation guide-
lines document should
serve as a model for
other jurisdictions in
the region that do not
yet have guidlines for
their signange.
3'
Min.
Typical Trail Sign
from MUTCD Handbook
for Bicycle Facilities
Channel
Post. Y U-Shop•d
Cleon Backfill
(sud or mulch per specs)
DOT Bike Signage
The MUTCD specifies standard signage for bicycle lanes. According to section
9B-8, the R3-l 6 sign should be used in advance ofthe beginning ofa designated
bicycle lane to call attention to the lane and to the possible presence of bicycles.
The MUTCD requires that the diamond lane symbol be used with both the R3-l 6
and R3-l 7 signs.
According to Section 98-ll of the MUTCD, the R7-9 R7-9a signs can be used
along streets where motorists are likely to park or frequently pull into the bike
lane.
BIKE LANE signs should be replaced with bike lane stencils, with optional NO PARKING signs where needed.
BEGIN
BIKE ROUTE signs, especially with BEGIN and END
riders, should be removed, or replaced with direction signs (OBD11-1) for directional assistance.
[( XI NG )) ON
SHOULDER
RIDE SINGLE FILE
BIKE XING signs are not needed
for bike lanes or shoulder
bikeways where they approach
controlled Intersections.
BIKE WARNING sign with ON
SHOULDER rider Is not needed
where shoulder width is adequate
for bicycling.
This warning sign is not
needed as bicyclists can judge
for themselves the width of a
lane.
Signage Examples
This sign is not a DOT sign,
but is an example of the
City of Lynchburg's bicycle
and pedestrian manage-
ment efforts along city trail
systems.
Jti:EP lUGlfl'
PASSLEFf
B~$LQ TO
PEDESi'RI1"NS ~D ~
Entry Signage
Proper trail identification at terminal points and major intersections is important
in the development of a comprehensive network. A system of signage is im-
portant throughout the Region 2000 Greenways and Blueways to ensure that
information is provided to trail users regarding the safe and appropriate use of
all faci lities. Greenway entry signage may also include mileage to provide users
with a reference as to how far he or she has traveled, and the remaining distance
to specific destinations.
2' Tl-Ila: WESTERN CEDAR Oli!
R.EDWO:Xl SKON, 5AND-Bl..>.5T AR0JND TOO, LOGO, AND ~DER ,__ ____ ,.._a'----.-..
'.'L------
PREDR•Ll -(3) ;n• GALV. LAGOO..TSW/~ON
EArn SIDE. COJNTER-SIMI< '1'
INTO ~T. PLACE ~EH Pt..LJG. Hlnl EXTERIOR GRA.Df "'OOESIVE
SAND Fl.~ AHO STA!H TO ~OF-POST
:~
BrlrMAIBR CREE~ ~Il¢WAY
<? E RANOOIPlI PLACE 1.0 M
<?ED PAGE i
ENTRANCE I i 2.0 M ~ HOlllNS MU i 0.4 M ~ POIN'f PF HONO' 1.7 M
BLACKWATER
CREEK
IKEWAY
Additional information
about the exact specifica-
tions of these types of
entry signs are available
from the Lynchburg Divi-
sion of Parks and Recre-
ation.
Other Signage
Interpretive Signage: Both Greenways and Blueways
can benefit from signs that explain the natural , cultural ,
and historic value of a site .
.,._
!
I
INSET ALUMIN.R1 P\..AOJW5 II&'
°"'O HOOO
111' PAIITTEO [l.f.00
11 TMIC.Jc: HCX>O BOARD, It GRADE SPRUCE
11 WOOD VERTICAL SIGH BOA.RO
DURING A55Et'6.. Y Of ADJACENT
BOARDS, CAUlK (INSlDfJ EDGES WITH
DK. 8Ra-IH PAtNT ABLE SILt<:Cl-IE
ROOT TEXT 31&' DEEP t 11~1 WIDE
2-1n• TAMPER-RESISTANT 3/&1 SCREWS
PAINT ALL HCOD SlJRF>.C.ES (PRIOR TO ASSEMBLY
AND T~-UP AFTERWARDS) i.-llTI-1 A
BLACK-BROHN OPAC\.IE wo::>D 5TAtN, 5UBMIT ~ SAMPLE FOR APPRO/AL
PAINT ROJTEO TEXT W D£SIGNATED TRAIL. ~
Mileage Signs: There are a number
of ways mileage can be shown along
the corridors. This one example
from Lynchburg
l"!(WJi1 -(i) Ytl' ~ ~·~JY ..Al;~lW
~fl<:ATOOI PU'>T c.o.Mml-~lllC 1' IHTO P'Q5"T l'\..ACf 1-11~· HOODlt.if'UJG loi!Tll OOtR!al~ ,t.l>ESIV!.~T~.il
N<D STAI" TO CGlOR GFl'Cl!ST
Trail Rules: An im-
portant sign to place
near entranceways is
a list of trail rules. As
much as possible, these
should be consitent
across the system. One
of Lynchburg's models
Site
II
Trash Receptacles
Trash containers are necessary along all trails. They can be attractive as well as
functional and should be selected based on the amount of trash expected, overall
maintenance program of the trail, and types of users. Trash cans need to be ac-
cessible to both trail users and maintenance personnel. At a minimum, 22-gallon
or 32-gallon containers should be located at each entranceway and at each bench
seating area. They should be set back 3' from the edge of the trail. The location
of additional trash cans will depend upon the location of concessions, facilities
adjacent to the trail and areas where trail users tend to congregate.
2" x 4" Slats (See Slat Op iors)
3/16'' x6" so~. -=•-t
stea plate
1A" x1'---<"'-'" st ea bar
2 7/8"00.-....
steel pipe
2 3/8"00.-
gal\aniza:l pipe
1A" x3/4" PLTD
cap scrEWllit h nut
3/16'' x 1 1A" st ea hoopbar
"----1t1" x11A"
~I_
l~SCfElN
• j 11 /16 ,_,_
24 14"
i-+---+--baskEt
..-3/8" sEt scrEWt~
3/8" x3 1.Q" t
cap SCfElN
Typical Trash Receptacle Detail
Benches
Benches along trail s allow users to rest, congregate or contemplate. Trail bench-
es should comfortably accommodate the average adult. They should be located
at the primary and secondary entrances to the trail and at regular intervals along
the trail. They should be set back 3' from the trail edge.
The graphics below illustrate a bench that can be manufactured using recycled
plastic lumber or conventional treated wood lumber. The prefabricated plastic
lumber units cost more initially but last longer and require little or no mainte-
nance. Should they be be vandalized, however, they can be difficult to repair.
72"
30" I l
16 II
-.... -
Typical Bench Detail
II
II
Bollards
Bollards are intended to provide separation between vehicles and trail users.
They are available in a variety of shapes, sizes, and colors and come with a vari-
ety of features. Lighted bollards are intended to provide visitors with minimum
levels of safety and security along trails which are open after dark. Bollards
should be chosen according to the specific needs of the site and should be similar
in style to the surrounding elements. Typical construction materials for bollards
include painted steel or aluminum, with halogen or metal halide lights in weather
tight casings. Removable bollards can be installed to provide trail access for
emergency and maintenance vehicles. The graphic below illustrates several typi-
cal bollard examples.
Typical Bollards
Metal
(Unlighted)
Wood
(Permanent)
~
36"
typical
~1"chamfer
45"
2" dia.
reflector
6x6x5
pressure
treated
wood
bollard
Metal
(Lighted)
Cast Aluminum
bollard with light
Wood
(Removable)
Metal Sleeve\
wflock
'
Typical Bollard Details
•
Trail Lighting
Particularly during winter months when trips to and from work are made in the
dark, adequate lighting can make the difference in a person's choice to bicycle or
walk. Additionally, many off-road bicycle paths are closed at night (and unlit),
due to liability and security concerns. Lighting for multi-use trails should be
considered on a case-by-case basis in areas where 24-hour activity is expected,
with full consideration of the maintenance commitment that lighting requires.
Wall
Up Lighting
Path
Spot Lighting
Various Lighting Types
II
II
Bike Rack
It is important to choose a bicycle rack design that is simple for cyclists to oper-
ate. Bicycle racks should be designed to allow the use of a variety of lock types.
It may be difficult initially to determine the number of bicycle parking spaces
needed. Therefore, bike racks should be situated on-site so that more can be
added if bicycle usage increases.
The design shown below has proven popular and effective in numerous commu-
nities. It is inexpensive to fabricate locally, easy to install, vandal resistant and
works well with popular high-security locks. In add ition, it can be installed as a
single unit, on a sidewalk, or in quantity, at major recreation nodes.
4' O'
I
Typical Bike Rack
Location Criteria:
• Racks should be located within 50' of building entrances (where
bicyclists would naturally transition into pedestrian mode).
• Racks should be installed in a public area within easy viewing
distance from a main pedestrian walkway, usually on a wide sidewalk
with five or more feet of clear sidewalk space remaining (a minimum of
24" clear space from a parallel wall and 30" from a perpendicular wall).
• Racks are placed to avoid conflicts with pedestrians. They are usually
install ed near the curb and at a reasonable distance from the building
entrances and crosswalks.
•Racks can be installed at bus stops or at loading zones (only if they do
not interfere with boarding or loading patterns and there are no alterna-
tives). Bike racks on busses also faci litate bike-on-transit travel.
Bridges
Bridges are an important element of almost any trail project. The type and size
of bridges can vary widely depending on the trail type and specific site re-
quirements. Bridges often used for multi-use trails include suspension bridges,
prefabricated span bridges and simple log bridges. When determining a bridge
design for multi-use trails, it is important to consider emergency and maintenance
vehicle access. Bridges intended for occasional vehicular use must be designed
to handle up to I 0,000 pound loads safely and at least 14' wide to allow for ve-
hicle passage.
Handrail & supports of ----
natural materials
Foot Bridge
Handrails -Height ___ . .,-fl::==::::ft===:fl=====fl::===::::fl ...... ---······· Provide strong.
to meet code well supported rail
Retain low
vegetation to
, ~ Provide he<1dwalls of
&l!!ll!--__, 1-----1 f---'""M !---"*"'/ natural material a5 ~ site requires
protect wildlife ~--ilijjQ;~-------~~jil corridor -····-··--·---(. ·-·--1---~-
Urban Trail Bridge
Span Bridge
~--Bridge surface ,;hall
be e;mooth for multiple
U!?e5
Note: Prefabricated span bridges are ordered directly from the manufacturer. Approximate cost is
$100/foot. For examples and quotes, see www.steadfastbridge.com.
Bridge
Details
II
On Road
Facilities
Underpass
Trail underpasses and overpasses can be used to avoid undesirable at-grade
intersections of trails with freeways or high volume arterial highways . Neither
should be used frequently in suburban, fringe or rural areas. Underpasses typ-
ically utilize existing overhead roadway bridges adjacent to a stream or culvert
under the roadway which is large enough to accommodate trail users. There are
several key issues that must be addressed in the design of the roadway underpass:
I. The vertical clearance of the underpass must be at least IO'
2. The width of the underpass must be at least 12'
3. Proper drainage must be established to avoid pooling ofstormwater
inside the underpass
4. It is recommended that underpasses be lighted for safety
Roadway underpasses that uti lize box culverts can sometimes be installed as part
of a roadway improvement or construction project at a greatly reduced cost.
Overpass
Trail overpasses can be used in high traffic vo lume areas where underpasses
are not possible. Overpass options include sidewalks on bridges, freestanding
pedestrian/bike bridges or lanes attached to an existing bridge. AASHTO re-
quires that bridges be a minimum of36", but prefers that they are at least as wide
as the trail. 42" high railing is also required. A fenced cover, as shown below,
provides a safer environment over highways and busy streets. The VADOT
should be referenced for height requirements, which vary depending on the type
of road. ADA should also be referenced for ramp requirements.
It is important to remember that pedestrians and cyclists wi ll opt not to use an
overpass or an underpass if it takes more than twice the time as crossing the
street at-grade. For this reason, at-grade fencing should be considered in some
instances.
,:.: .·.:·.
~--8' path 011 one side of briJgc
------1r~.
: ;1
Typical Roadway Bridge with Sidewalk
tn
<lJ c
Q)
~
::::i <..?
c Ol
•
II
Vegetative Clearing
Vegetative clearing refers to the amount of vegetation removal that is required
for various levels of trail development. The amount of vegetative clearing re-
quired for any one trail will depend on the type of trail being developed. While
footpaths or hiking trails require little or no vegetation removal, paved pathways
may require significantly more.
Single-tread, multi-use trails are the most common trail type in the nation. These
trails vary in width, can accommodate a wide variety of users and are especially
popular in urban areas. While the vegetative clearing needed for these trails var-
ies with the width of the trail, the graphic below outlines typical requirements .
.. ........................ ..... ~l!l~.c,;~i".'.l'..!:!•it1~i~~Lv!.i~!:~-_ _ . 26' minimum
c;learin and rubbin width
i6' minimum
10'-14' wide trail
Typical Tree Trimming Distances
Clearing and grubbing consists of tree, shrub and stump removal. The minimum
width for clearing and grubbing ofa 14' wide trail is 16' (with 2' of shoulder).
Selective thinning includes removal of underbrush and limbs to create open
pockets within a forest canopy. This increases sight lines and distances and
enhances the safety of the trail user. this type of thinning does not include the
removal of the forest canopy.
Trail Culvert
Proper installation of trail culverts is impo1tant to ensure proper stormwater
runoff drainage, trail user safety and longevity of the trail surface. Pipe length,
diameter and material specifications will vary depending on specific site needs.
Two materials typically used for trail culverts are reinforced concrete pipe (typi-
cally required when the trail is within VADOT Right of Way), and High Den-
sity Polyethylene (HOPE) recycled plastic pipe. Plastic pipes are typically less
expensive on a per foot basis. Outlet protection varies per site needs and in some
cases a flow spreader may be required at the outlet location. Rock check dams
can be placed after the outlet to slow and filter drainage. The graphic below out-
lines proper installation parameters for greenway trail culverts.
Trail ---~
3:1 max.
side slopes
Rip-Ra
Culvert Placement Cross Section
VI Q.) c w -0
:J
(.!)
c
OJ "(ii
Q)
0
•
II
Planting
Details
Tree Plantings
Trees are important to greenways and trails for both aesthetic and environmental
reasons. Not only do they contribute to the appearance of a trail, their shade
cools the environment for trail users and provides habitat for birds and wildlife.
Trees also help keep streams healthy by providing shade (which regulates the
temperature), filtering pollutants in storm runoff and adding leaflitter to feed
small insects and fish . When choosing trees and shrubs for greenway corridors,
it is recommended that indigenous and well-adapted species be used. This will
reduce the need for chemical and water applications as a part of long term main-
tenance. The following graphics represent common installation practices used
for several different types of plant material.
2X&.ll OIAMIN
A_}(E TAEIWlH BALLCf«:W\I ..oa:M: GRADE
---SET TREE AT OAIGINAAAOE
~---MllCH:PINEBAA< OFW>OOCHFS 3" MIN
~ SOIL SAKER LBEPAEFAAEO TESOIL16" ~N
Ball and Burlap Tree Planting Detail
--PFl.NEV30:ffiOWBYlHNNING
AND m\ONGBAAtct-ES DO NIJ
CIJ 1-E LEADER
-SET TAEBIGER IN AELATIO!St T
NeNGRADE AS Tffi6'Kl..S GRADE
~-----SH=!EOOECIBA.A< MllCH50nm(21MIN
.,.---j-------j r--,T~~,._---Zk-----CREATE SOIL SJCERWlHTCJlSOL
~~~~~~~~~-®Ill-'60mm(e")M1N -.f-Q..EANtt' PFl.NE All OMA.GED
AOO ENDS
~~~=n1=mn==mi=rm==n=rn=~;;;:~~~1-TH.otPffiEff\RED SOlMIXARCl.NO ROO SYSTIM. ANl:JMTER IN LA'ERS QJ
-...cs1.
Bare Root Tree Planting Detail
Shrub Plantings
The amount of plantings needed will vary depending on the project. While some
projects will require little or no planting, other projects may require it for vege-
tative screening, habitat restoration, erosion control or aesthetics. The graph-
ics below illustrate planting techniques for two types of shrub material (ball &
burlap and bare root) which can be used.
-------THIN BRANCHES BY 1/3 RETAINING NORMA
PLANT SHAPE.
,.-----SHRUBS SHALL BE SLIGHTLY HIGHER IN
SHRUB PLANTING -BARE ROOT
RELATIO N TO FINISHED GRADE THAN THEY TO PREVIOUS E XISTING GRADE. TOP OF AC 2-3" ABOVE EXISTING GRADE.
PRUNE DAMAGED ROOTS.
GENTLY COMPACTED TOPSOIL
M IXTURE
SCARIFY PIT BOTTOM 6" MIN.
~-----CORNER OF ROOT S YSTEM TO BE AT
LINEOF ORIG INAL GRADE
_,,,,,,,-----F IRMLY COMPACTED SAUCER (USE TOPSC
/ ANGLE OF REPOSE VARIES WITH
STEEPNESS>F SLOPE AND SOIL TYPE.
:-----CUT THE ROPES AT TOP OF BALL. REMOVI
TOP 113 OF BURLAP. NON-BIODEGAADABLI
MATERIAL SHALL BE TOTALLY REMOVED.
GENTLY COMPACTED TOPSOIL MIXTURE, 12" ALL AROUND BALL, MIN.
i'iil!!!!!!fmi!!!!!fiiiil!!!!!!fi'ift!!!~--TAMPED ADMIXTURE BACKFILL
SHRUB PLANTING ON S LOPE -BALL AND BURLAP
Ball and Burlap Shrub Planting Detail
Bike
II
Bike Considerations -Wide Curb Lane s
There are three types of on-road bicycle facilities : wide curb lanes, bike lanes,
and paved shoulders. Wide curb lanes, or outside lanes, are wider than the stan-
dard 12' travel lane and can provide more space for cyclists and easier passing for
motorists. Under most conditions, automobiles and bicycles can coexist in a 14'
wide curb lane, without the need for the motorist to move into the next adjacent
lane.
Location and Width
Wide curb lanes best accommodate advanced cyclists, as these riders are more
comfortable operating directly in traffic. The wide curb lane is always the fur-
thest right-hand lane, and shoul d optimally be 14 '-16' wide, not including the
gutter pan (curb lanes that are wider than 16' are not recommended). Wide curb
lanes are not required to have curb and gutter. In order to achieve the extra space
needed for a 14' wide outside lane, the roadway may either be physically wid-
ened or restriped to reduce the lane width of inner lanes and increase the width
of outer lanes. Re-striping proposals should be reviewed by a transportation
engineer to ensure adequate safety for the motorists as well as bicyclists.
f!lve lone Roa~wDy with Curb & GutUr. St.ondar" 12' Lane& and: Wido Oute;ld(!: Lanes
3ry• t,;: ----· "--···-·····-----.1 t'"]~--~4-~r---~ -,~t
lk:@ &Jt#MW\¥X5M ~1
t__···--~--~---rwo_L_M_•_Ro_•~_w_ay_w1_th_~_~e_L_ane_• __
Signage
There is no special "wide curb lane" sign, however on high volume urban arte-
rials, the designer may choose to install "Share the Road" warning signs (stan-
dard bicycle warning plate with a subplate stating SHARE THE ROAD).
Intersection Design
When the curb lanes approach intersections with turning lanes, the 14' wide lane
should continue through the intersection as the outside through-lane.
Design Issues
Acceptance: Bicycle programs in numerous communities have found that less
experienced bicyclists seldom see a difference when wide curb lanes are pro-
vided. Therefore, if the desired outcome is greater numbers of bicyclists or a
visible "pro-bicycle" statement, this option wi ll not satisfy the need.
Traffic: Wider curb travel lanes may tend to increase motorist speeds. Whether
a marginal increase in speeds is important in a particular situation should be a
subject for analysis.
Bike Considerations -Bike Lanes
Bicycle lanes in Region 2000 should conform to the standards in AASHTO's
Guide for the Development of Bicycle Facilities (2000). Bicycle lanes are an
on-road type of facility. They should not be separated from other motor vehicle
lanes by curbs, parking lanes, or other obstructions. General standards for width,
striping, and intersections are provided below.
Location and Use
Bicycle lanes serve the needs of experienced and inexperienced bicyclists in ur-
ban and suburban areas, providing them with their own travel lane. Bicycle lanes
are always located on both sides of the road (except when they are constructed
on one-way streets). By this design, cyclists are encouraged to follow the rules
of the road, which require them to travel in the same direction as adjacent motor
vehicle traffic.
Width
The minimum width of bike lanes should be 4', exclusive of the gutter pan. On
roads with parallel parking, bike lanes should be a minimum of 5' wide, and
should be installed adjacent to the motor vehicle lanes, rather than between the
parking lane and the curb. Along streets in Region 2000 with higher motor ve-
hicle speeds and traffic volumes, 6' wide bike lanes are recommended.
Signage
The MUTCD specifies standard signage for bicycle lanes. According to section
9B-8 of the document, the R3-l 6 sign should be used in advance of the begi1rning
of a designated bicycle lane to call attention to the lane and to the possible pres-
ence of bicyclists. The MUTCD requires that the diamond lane symbol be used
with both the R3-16 and R3-17 signs.
According to Section 9B-l I of the MUTCD, the R7-9 or R7-9a signs can be used
along streets where motorists are likely to park or frequently pull into the bike
lane.
Striping
Bicycle lane stripes should be solid, 6" wide white lines. Care should be taken
to use pavement striping that is skid resistant. Bicycle-shaped pavement sym-
bols and directional arrows should be placed in the bicycle lane to clarify its use.
Pavement letters that spell "ONLY BIKE" are also highly recommended. Sym-
bols should be installed at regular intervals, immediately after intersections, and
at areas where bicycle lanes begin.
Bike lane striping at intersections is challenging. Traffic has a tendency to mix at
intersections: motorists who are turning right must cross paths with cyclists who
wish to continue straight, and cyclists who wish to tum left must cross into left-
hand tum lanes. Several intersection striping patterns are provided by AASH-
TO's Guide for the Development of Bicycle Facilities (2000) and the MUTCD
(200 I).
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II
Bike Route
A bicycle route is a "suggested way" for a cyclist to get from a point of origin to
a destination. Bike routes do not necessarily require physical improvements in
order to accommodate bicyclists, given that they meet minimum safety criteria
in their present condition. Bike routes can be preferable for a number of reasons
including directness, scenery, less congestion and lower speed limits.
Location and Use
Bicycle routes may be used by all types of cyclists. In urban areas bike routes
are most often designated on residential streets with low traffic volumes, and
are typically used to direct cyclists to a destination within the community, or to
provide a through-route for bicyclists. In rural areas, bike routes are most often
designated on roadways that are popular touring routes for recreational cyclists,
or long-distance commuting routes for advanced cyclists.
Safety Criteria
A street does not necessary have to be physically widened in order to be desig-
nated as a bicycle route. A road with standard 12' wide lanes can be designated
as a bike route with the appropriate signage, given that each condition below is
met:
• In its present state (or with planned improvements), the roadway
sufficiently accommodates cyclists. The evaluation should take into
account roadway width and traffic volumes. Candidate bike routes
should have good sight distances and adequate pavement conditions. In
addition, traffic should not regularly exceed posted speed limits.
• All bicycle hazards have been removed from the roadway or other-
wise remedied, including unsafe drainage grates and angled railroad
crossings.
• The bicycle route is designated as one segment within an intercon-
nected system of bicycle facilities.
Bicycle route signage should be used according to the standards in the MUTCD,
which provides several choices in styles. Bicycle route signs should be placed
at all areas where new traffic enters the roadway. The distance between signs
should not be greater than two miles. In urban areas, it is helpful to include
directional arrows and captions that indicate nearby destinations, particularly at
intersections.
Bike Pavement
Bike lane pavement and sub-base should always have the same depth and quality
as the adjacent roadway. Bike lanes are not required to have a curb and gutter.
Every effort should be made to provide a smooth and even surface for bicycles,
particularly for designated bicycle routes and lanes. Bicycles are much more
vulnerable to surface irregularities than motor vehicles, because they rely on very
narrow, highly pressurized wheels -often with no suspension. A simple pothole
that might cause a slight jarring to the passengers of a car can cause a serious
crash for a cyclist.
Potholes aren't the only surface hazard for cyclists. Bumps, corrugations, seams,
rumble strips, unraveled pavement and bridge expansion joints can cause bicy-
clists to lose their balance. In addition, temporary roadway construction zones
often include surface hazards such as milled pavements and sudden pavement
changes. Temporary signage can be used to warn bicyclist of upcoming irregu-
larities.
When paved shoulders or bicycle lanes are added to the edge of the existing
roadway, a resulting seam between the two can be hazardous to bicyclists. One
solution is to install 1 O' wide strips of asphalt, partially overlapping the existing
motor vehicles lanes.
Pavement with large aggregates can also put additional stress on the mechanical
parts of road bikes, especially for distance riders. Smooth pavement is preferred
to avoid accidents due to the loss and/or looseness of bike parts.
8' minimum
Plan \Aew
8' wide trail sutace
Sidewalk
_.,..,.---~ess curb to meet
/ street surface
5' Street 5'
Bike Curb Ramp Plan View
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Bike Intersections
Trail/Roadway intersections can become dangerous conflict areas if not carefully
designed. For at-grade intersections, there are usually several design objectives:
I. Site the crossing area at a logical and visible location.
2. Warn motorists of the upcoming crossing.
3. Maintain visibility between trail users and motorists.
4. Inform trail users of the upcoming intersection.
asphalt
trail
si ----------
1o'wd
trail
-========j~~~Fi:: sigialzed
intersection ==!:=~~~~======== ---~~~~~~~~i:: --------
CtrbRamp
(at all corner$
Bika'FM--~
crosst.alk
----
II 1111111111111 !~IT
I I :
Typical Signalized Intersection Plan View
sidet.alks
Intersections and approaches should be on relatively flat grades. In particular, the
bicyclist should not be required to stop at the bottom of a hill. Ifthe intersection is
more than 75' from the curb to curb, it is preferable to provide a center median ref-
uge area, per ADA (Americans with Disabilities Act) or ANSI (American National
Standards Institute) standards. lf crossing traffic is expected to be heavy, it may be
necessary to provide a traffic signal that responds to bicycles and/or can be pedes-
trian activated.
7' -+--------7'
5' 5'
0-q:> dowrt>dlan:l 0-q:> dowrt>dlan:l 0-q> dowrt>dlan:l
Asphalt Tail surface,---.../
Typical Bollard Placement
Bike Intersections
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TRAIL
~ ~-----STOP SIGN--+ \
12' MIN. FROM ) INTERSECTING
ROAD
6'
Typical Perpendicular Trail and Road
Intersection
..I.. T~ilEntrySicn
SGlTT
..L SGJT
OPTIONAL: To be used In areas wtth high ;,;;.;;=~i-;;;;="-Incidence of wrong-way riding.
OPTIONAL: To be used In areas wtth high Incidence of Illegal parking In bika lanes.
Typical Intersection Signage
Layout Plan View
Optio~ slightly te>cture<f pa'<'ement.---t------IOOrt-----1
111 inch Yertl<:al varbtion max.to
alert bkyclisu to yield
... >< ::D-... z ;::e>
Yield. Sff MUTCD 2000, ----M-
figur1 1·21
SWJAjo SGIRjo
2 ft graded shoulder ----!;ii
TrailEntrySl&nT ::
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ojSGIR
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Typical Trail Crossing at Local Street
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(from Contra Costa County Trail Design Guidelines)
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Sidewalk
II
Sidewalk Considerations
Sidewalks are a critical component of this Greenways and Open Space Plan.
They not only encourage walking, but they also improve the safety of pedes-
trians. An individual's decision to walk is as much a factor of convenience as it
is the perceived quality of the experience. Pedestrian facilities should be de-
signed with the following factors in mind:
Sufficient width
Sidewalks should accommodate anticipated volumes based on adjacent land uses,
and should, at a minimum, allow for two adults to walk abreast (5' minimum,
6' preferred).
Protection from traffic
High volume and/or high speed (greater than 35 mph) motor vehicle traffic
creates dangerous and uncomfottable conditions for pedestrians. Physical (and
perceptual) separation can be achieved through a combination of methods: a
grassy planting strip with trees, a raised planter, bicycle lanes, on-street parallel
parking, etc.
Street trees
Street trees are an essential element in a high quality pedestrian environment.
Not only do they provide shade, they also give a sense of enclosure to the side-
walk environment which enhances the pedestrian's sense of a protected envi-
ronment.
Pedestrian-scaled design
Large highway-scale signage reinforces the general notion that pedestrians are
out of place. Signage should be designed to be seen by the pedestrian. Street
lighting should likewise be scaled to the level of the pedestrian (14' tall), rather
than providing light poles that are more appropriate on high-speed freeways.
Continuity
Pedestrian facilities are often discontinuous, particularly when private developers
are not encouraged to link on-site pedestrian facilities to adjacent developments
and nearby sidewalks or street corners. New development should be designed
to encourage pedestrian access from nearby streets. Existing gaps in the system
should be placed on a prioritized list for new sidewalk construction.
Clearances
Vertical clearance above sidewalks for landscaping, trees, signs and similar
obstructions should be at least 1 O'. In commercial areas and the downtown, the
vertical clearance for awnings should be 1 O'. The vertical clearance for building
overhangs which cover the majority of the sidewalk should be 12'.
Confotmance with national standards
Sidewalk design should be consistent with Americans with Disabilities Act
requirements and/or ANSI requirements. Specific guidance is provided by the
Architectural and Transportation Barriers Compliance Board's American's with
Disabilities Act Accessibility Guidelines.
Sidewalk Obstacles
Street furniture and utility poles create obstacles to pedestrian travel when lo-
cated directly on the sidewalk. At a minimum, there should be 36" of sidewalk
width to allow wheelchairs to pass. Where possible, utilities should be relocated
so as not to block the sidewalk. Benches should not be sited directly on the
sidewalk, but set back at least 3'. The design of new intersections or re-design of
existing intersections presents an opportunity to improve pedestrian circulation.
Street furniture located near intersections can block sight lines. In general, the
designer should consider the impact on sight distance for all features located in
the vicinity of roadway intersections.
Sidewalk pavement design
Sidewalks and roadside pathways should be constructed of a solid, debris-free
surface. Regardless of the type of surface chosen, it must be designed to with-
stand adequate load requirements. Pavement depth should reflect site specific
soil conditions but never be less than 4.5". Brick and concrete pavers are popular
materials for more decorative sidewalks. The use of stylized surfaces is en-
couraged, however they must be installed properly or they will deteriorate more
rapidly.
Sidewalk width and setback guidelines
It is important to note that there are some areas that warrant wider sidewalks.
For example, sidewalks in and around local universities and colleges must ac-
commodate a much higher volume of pedestrians and, therefore, warrant ad-
ditional width. The recommendations below are based upon standards used by
other pedestrian-friendly communities in the U.S. Following the recommend-
ations below ensures that basic needs of pedestrians are addressed in developing
areas. In existing residential and commercial areas that lack sidewalks, new
sidewalk construction (independent of new development) should occur first in
locations that demonstrate the most need.
Sidewalks on local streets in residential areas
5' wide sidewalks are recommended on at least one side of the street, with a 5'
wide planting strip. The planting strip may need to be slightly wider to accom-
modate the roots of street trees, if they are included in the design. Sidewalks are
not necessary on cul-de-sacs that are less than 500' in length.
Sidewalks on collector streets in residential and commercial areas
5' wide sidewalks are recommended on both sides cf the street. Alternatively,
one 6' wide sidewalk can be installed on the side.
II
of the street that generates the most activity. A 7' wide planting strip is recom-
mended.
Sidewalks on arterial streets in residential and commercial areas
6' sidewalks are recommended on both sides of the street, with an 8' wide plant-
ing strip.
Sidewalks on streets within 2000' of schools
Width and setback should be based on the specific roadway type as
described above. For all roadway types, however, sidewalks should be installed
on both sides of the road, and should include well-marked crosswalks and school
crossing signs.
Sidewalks on streets with no curb and gutter
Sidewalks located immediately adjacent to "ribbon pavement" (pavement with
no curb and gutter) are not recommended. However, if no other solution is
possible, sidewalks adjacent to ribbon pavement have a much greater setback
requirement, depending on roadway conditions. Engineers should consult the
AASHTO Policy on Geometric Design of Highways and Streets for more spe-
cific guidelines._
Sidewalks in rural areas
ln most rural areas, the low volume of pedestrians does not warrant sidewalk
construction. In most cases, 4'-6' wide paved shoulders can provide an adequate
area for pedestrians to walk on rural roadways, while also serving the needs of
bicyclists. Exceptions should be made in areas where isolated developments
such as schools, ballparks or housing communities create higher pedestrian
use. For example, motorists might regularly park along a rural road to access a
nearby ballpark. A sidewalk may be warranted in this circumstance so that the
pedestrians can walk separately from traffic. Sidewalks in rural areas should be
provided at a width based on anticipated or real volume of pedestrians, with 5'
being the minimum width.
6'-10' outdoor l '-3' 9' -13' parking roadway width \'aries I 5·.10· I
cafc area light-pedestrian plant lane pedestrian
ing and sidewalk bed walk
planting
Typical Street Section
Roadside Treatments
+/-12' Jane IO' native evergreen shrubs and
perennial planting bed
Typical Median Shrub Planting
+/-12' lane
directional signagc
-..
~ -. _::::::::-,._
ornamental street planting -----~ -
sidewalk-------------
5' ..S' grass edge
Typical Scenic Road Corridor
I0'-12'trails 5'-8' median
with 3' max
height natin:i
shrubs
Typical Road with Adjacent Sidewalk
+I-24' two lane rood 20' median with ornamental trees wtth
native shrubs and perennials
Typical Median Planting
roadway
+/-24' two fonc road
Roadside
Treatments
Appendix D: Funding and
Finance Strategy
Implementing the recommendations of this Plan will require a combination
of funding sources that include local, state, federal, and private money.
Fortunately, the benefits of protected greenways and open spaces in
general are many and varied , thus allowing the Region 2000 programs to
access money for a variety of purposes including water quality, stormwa-
ter mitigation, recreation, air quality, and alternate transportation. Com-
petition is almost always stiff for State and Federal funds, so it becomes
imperative that the regional government and local governments work
together to develop local sources in additition to any expected State or
Federal assistance. For this program to be successful, it will almost cer-
tainly have to depend on a substantial, continued local revenue stream.
It is important that Region 2000 fully evaluate its available options and
develop a funding strategy that can meet community needs, maximize
local resources, and leverage outside funding. Financing will be needed
to administer the continued planning and implementatin process; acquire
parcels or easements; and manage and maintain facilities in the Green-
ways and Blueways System. This appendix reviews a host of potential
strategies that include: a stormwater utility fee, impact fees/ developer
dedications, sales taxes, property taxes, and bonds.
An estimate for the funding necessary to fully execute this Plan is not
included, and there is no attempt to predict the amount of funding that
might be generated by the various financing mechanisms. Resolving
these issues, as well as completing further evaluations of public opinion
regarding the most palatable funding strategy, will have to be the focus
of ongoing Region 2000 Greenways and Blueways Program efforts. This
document presents the fundamental ideas and strategies that will inform
the developing discussions about a Region 2000 Greenways and Blue-
ways financing strategy.
Stormwater Utility Fees
Stormwater charges are typically based on an estimate of the amount of
impervious surface on a user's property. Impervious surfaces (such as
rooftops and paved areas) increase both the amount and rate of stormwa-
ter runoff compared to natural conditions; such surfaces cause runoff that
directly or indirectly discharges into public storm drainage facilities and
creates a need for stormwater management services. Thus, users with
Introduction
Review of
Funding
Mechanisms
User Fees
and Charges
more impervious surface are charged more for stormwater service than
users with less impervious surface.
The stormwater utility fee-structures frequently relate non-residential
customer charges to an equivalent residential user (ERU), or the typical
charges incurred by a single-family residential unit. Thus, a commercial
business with 1 O times the amount of impervious area as a typical resi-
dential property would pay for 10 ER Us or 10 times the amount that a
residential customer would be charged. Single-family residential custom-
ers are typically charged a uniform monthly fee per ERU , although some
communities do vary the charges based on the footprint of the home.
Multifamily users may be charged the same rate per dwelling unit as a
single-family user, charged a fraction of the single-family rate per dwelling
unit, or charged based on the measured impervious surface of their build-
ing.
The rates, fees, and charges collected for stormwater management
services may not exceed the costs incurred to provide these services.
The costs that may be recovered through the stormwater rates, fees, and
charges include any costs necessary to assure that all aspects of storm-
water quality and quantity are managed in accordance with federal and
state laws, regulations, and rules. Conservation lands, such as green-
ways, may be purchased with stormwater fees, if the property in question
is used to mitigate floodwater or filter pollutants.
The City of Lenexa, Kansas has a "Rain to Recreation" program designed
to connect park-like detention basins that process stormwater and meet
recreation needs. The system uses natural filtration processes to improve
water quality. Stream buffers along the connecting corridors provide
recreational opportunities in the form of trails. The program is expected
to cost $82.6 million over 10 years compared to the $99 million estimated
to maintain the current, traditional stormwater system. In 2000, voters
approved a 1 /8-cent sales tax for stormwater/recreation improvements.
This tax will cost residents about $20 per year. Additionally, the city levy's
a stormwater utility fee of $30 per household. Commercial and industrial
utility charges are based upon the amount of impervious surface on the
property ($2.50 per 2,750 square feet per month).
Impact Fees
Impact fees, which are also known as capital contributions, facilities fees,
or system development charges, are typically collected from developers
or property owners at the time of building permit issuance to pay for capi-
tal improvements that provide capacity to serve new growth. The intent
of these fees is to avoid burdening existing customers with the costs
of providing this additional capacity ("growth pays its own way"). Open
space/ Park and Recreation impact fees are designed to reflect the costs
incurred to provide sufficient capacity in the system to meet the additional
needs. In Region 2000's case, this additional capacity could be in the
form of new or extended greenways for exercise and recreation. They
could also be in the form of new canoe/kayak access points along blue-
ways. The charges tor capcity impacts are set in a fee schedule applied
uniformly to all new development. Utilities strive to ensure that impact
fees reflect customers' demands on the system. Communities that insti-
tute impact fees must develop a sound financial model that enables policy
makers to justify fee levels for different user groups, and to ensure that
revenues generated meet (but do not exceed) the needs of development.
Factors used to determine an appropriate impact fee amount can include:
lot size, number of occupants, types of subdivision improvements, and
other applicable measures.
If Region 2000 is interested in pursuing the collection of impact fees tor
the development of greenways and blueways, enabling legislation will be
required (if it does not already exist). Virginia is a "Dillon's Rule" state
and as such, its local governments need specific State-level authorization
to collect these fees. Securing this authorization may require substan-
tial research and preparation of well defended reasoning tor the need
of this authorization, including descriptions of expected implementation
strategies. The Virginia Chapter of the American Planning Association
suggests that requests tor the authorization of new impact fees, should
clearly demonstrate consistency between this fee and the goals articu-
lated in the communities comprehensive plan.
Developer Dedications
A developer dedication can require permit applicants to set aside a
portion of their site as open space for future greenway development.
Development approval, in these cases, is conditional upon the site plan
preserving the requisite amount of undeveloped space. The use of dedi-
cations assures that a specific amount of land is preserved, however it is
difficult to ensure that the land will meet the intended needs. Oftentimes,
the land set-aside as a dedication includes wetlands, steep slopes or
other features that render the set-aside land as unbuildable anyway. Pro-
tecting these lands is consistent with the goals of conservation, because
they tend to be ecologically sensitive and their protection frequently has
water quality benefits. Ecologically sensitive lands are not always suit-
able for passive recreation, however, and their protection may fall short of
offsetting the anticipated need tor increased recreational space.
In-Lieu-Of Fees
As an alternative to requiring developers to dedicate a portion of their
site, some communities provide developers a choice of paying a front-end
charge tor off-site land protection. Payment is a condition of development
approval. This payment is designed to cover the cost of the off-site land
acquisition or the development's proportionate share of the cost of a re-
gional parcel serving a larger area. Some communities prefer in-lieu fees.
This alternative can and provide staff more flexibility to protect property
worthy of protection rather than accept marginal land that meets only the
quantitative requirements of a developer dedication.
Taxing
Options
Mitigation Banking
Mitigation banking presents another opportunity for furthering the objec-
tives of the Region 2000 Greenways and Blueways Plan. Developers are
required by federal legislation to mitigate the impacts of their development
on wetlands, streams, or animal habitat. For every portion of wetland,
streambed, or habitat that their development impacts, the developer is
typically required to create or restore other wetlands, habitats, or wa-
terways to mitigate the impact of their work. Developers can generally
mitigate on-site or nearby, within the same basin or watershed.
If a mitigation bank is available, developers can sometimes satisfy this
requirement by purchasing credits from the bank towards a collective
restoration project that satisfies a more regional mitigation need. Mitiga-
tion banks have been developed by public, nonprofit, and private enti-
ties. In exchange for preserving the land, the banks get permission from
the State or Federal government to sell mitigation credits to developers
wanting to participate in off-site mitigation projects. Public and nonprofit
mitigation banks generally use the funds generated from the sale of the
credits to fund the purchase of additional land for preservation and/or for
the restoration of the lands to a natural state.
The fees and exactions mentioned above generally must show a par-
ticular benefit to the users of the property that is paying the assessment.
Taxes, on the other hand can be pooled to provide general benefit to the
community as a whole. Various forms of common taxes are described
onthe next several pages. It is important to note that while taxes can
create a solid funding base that can be used to fund annual capital and
operating costs, there is always political pressure to keep taxes from
increasing.
Sales Tax
Currently, the Virginia sales tax is four and one-half cents per dollar (4.5
percent) of the sale of general items and 4 percent for grocery items. A
1 % statewide local tax is included in that percentage and is distributed
back to the localities for use in their general funds. The localities are not
authorized to charge an additional sales tax rate. Any increase in the
sales tax, even if applying to a single county, must gain approval of the
state legislature. Dedicated sales taxes can generate considerable sums
of money, are easily administered, and tap tourism expenditures. Ob-
jections to the sales tax generally revolve around the regressive nature
of the tax and the reduction of funds in an economic slowdown. These
objections can be alleviated by exempting basic necessity items such as
food and drugs. In doing this, the sales tax becomes a consumptive tax.
Property Tax
Property taxes are assessments charged to real property owners based
on a percentage (millage rate) of the assessed property value. These
taxes generally support a significant portion of a county's or municipality's
non-public enterprise activities. The revenues from property taxes can
also be used for public enterprise projects and to pay debt service on
general obligation bonds issued to finance land and water conservation
acquisitions. Because communities are limited in the total level of the
millage rate , use of property taxes to fund land acquisition could limit the
county's or a municipality's ability to raise funds for other activities. Prop-
erty taxes can provide a steady stream of financing while broadly distrib-
uting the tax burden. In other parts of the country, this mechanism has
been popular with voters, as long as the increase is restricted to parks
and open space. Please note, other public agencies compete vigorously
for these funds, and taxpayers are generally concerned about high prop-
erty tax rates.
Deed Tax
When propoerty ownership is transferred and a new deed is recorded, a
tax is levied on the value of the transition. Virginia has a statewide tax of
1 .5 percent for deed transfers and allows an additional 0.5 percent local
tax on deed transfers. It is common in many states to use a portion of this
tax to pay for land protection activities.
Excise Taxes
Excise taxes are taxes on specific goods and services. These taxes
require special legislation and the use of the funds generated through
the tax are limited to specific uses. Examples include lodging, food , and
beverage taxes that generate funds for promotion of tourism , and the gas
tax that generates revenues for transportation related activities.
Bonds and loans can be used to finance capital improvements. The cost
of the improvements is borrowed through the issuance of bonds or a loan
and the costs of repayment are spread into the future for current and
future beneficiaries to bear. Financing charges are accrued, owever, and
voter approval is usually required. There must be a source of funding (for
the payment of the resulting debt service on the loan or bonds) tied to the
issuance of a bond or loan.
Revenue Bonds
Revenue bonds are bonds that are secured by a pledge of the revenues
of the public enterprise or local government. The entity issuing bonds
pledges to generate sufficient revenue annually to cover the program's
operating costs and meet the annual debt service requirements (principal
and interest payment) times a factor, termed the coverage factor, which is
designed to provide additional protection to the bondholders. The cover-
age factor generally ranges from 11 O to 150 percent of the utility's annual
or maximum annual debt service requirement in the current or any future
year. Revenue bonds are not constrained by the debt ceilings of general
obligation bonds, but they are more expensive than general obligation
bonds.
Borrowing
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General Obligation Bonds
Cities, counties, and service districts generally are able to issue general
obligation (G.O.) bonds that are secured by the full faith and credit of the
entity. In this case, the local government issuing the bonds pledges to
raise its property taxes, or use any other sources of revenue, to gener-
ate sufficient revenues to make the debt service payments on the bonds.
A general obligation pledge is stronger than a revenue pledge, and thus
may carry a lower interest rate than a revenue bond. Frequently, when
local governments issue G.O. bonds for public enterprise improvements,
the public enterprise will make the debt service payments on the G.O.
bonds with revenues generated through the public entity's rates and
charges. However, if those rate revenues are insufficient to make the debt
payment, the local government is obligated to raise taxes or use other
sources of revenue to make the payments. G.O. bonds distribute the
costs of open space acquisition and make funds available for immediate
purchases. Voter approval is required.
Special Assessment Bonds
Special assessment bonds are secured by a lien on the property that
benefits by the improvements funded with the special assessment bond
proceeds. Debt service payments on these bonds are funded through an-
nual assessments to the property owners in the assessment area.
State Revolving Fund (SRF) Loans
Initially funded with federal and state money, and continued by funds
generated by repayment of earlier loans, State Revolving Funds (SRFs)
provide low-interest loans for local governments to fund water pollution
control and water supply related projects including many watershed man-
agement activities. These loans typically require a revenue pledge, like a
revenue bond, but carry a below market interest rate and limited term for
debt repayment (20 years).
Installment Purchase Financing
As an alternative to debt financing of capital improvements, communi-
ties can execute installment/lease purchase contracts for improvements.
This type of financing is typically used for relatively small projects that the
seller or a financial institution is willing to finance or when upfront funds
are unavailable. In a lease purchase contract the community leases the
property or improvement from the seller or financial institution. The lease
is paid in installments that include principal, interest, and associated
costs. Upon completion of the lease period, the community owns the
property or improvement. While lease purchase contracts are similar to
a bond, this arrangement allows the community to acquire the property or
improvement without issuing debt. These instruments, however, are more
costly than issuing debt.
Virginia Land Conservation Fund
A funding entity used to conserve certain categories of special land .
Those categories are open spaces and parks, natural areas, historic
areas, and farmland and forest preservation. A portion of the fund may
be used for developing properties for public use. Matching grants pro-
vided to holders and public bodies for acquisition are generally used only
for current projects ; only in exceptional cases (where considerable public
benefit and compelling, unusual financial need and circumstances have
been shown) might grants be made for already complete purchases.
Virginia Open-Space Lands Preservation Trust Fund
This fund helps landowners cover costs of conveying conservation ease-
ments and the purchase of all or part of the value of the easements.
Conservation easements preserve farmland, forestland , and natural and
recreational areas by restricting intensive uses, such as development and
mining, which would alter the conservation values of the land. Costs that
the fund may reimburse include :
• legal costs
• appraisal and other costs and
• all or part of the easement's value.
Priority may be given to applicants who seek cost re-reimbursement only,
demonstrate financial need, or cover a family-owned or -operated farm.
Virginia Outdoors Fund
The Department of Conservation and Recreation administers a grant-in-
aid program for acquisition and development of public outdoor recreation
areas and facilities. These grants are for public bodies only. Towns,
cities, counties, regional park authorities and state agencies may apply
for 50 percent matching fund assistance from the Virginia Outdoors Fund.
When available, these funds are provided through state general fund
appropriations and from federal apportionment from the Land and Wa-
ter Conservation Fund meant for the acquisition and/or development of
outdoor recreation areas. This is a reimbursement program meaning that
the sponsoring agency should be capable of financing the project while
requesting periodic reimbursement.
Virginia Recreational Trails Fund
The Virginia Recreational Trails Fund provides grants for developing and
maintaining recreational trails and trail-related facilities. Funding may be
provided to private organizations, local governments, other government
entities, and federal agencies if teamed with private trail groups and orga-
nizations.
Conservation Reserve Enhancement Program (CREP)
The CREP aims to improve Virginia's water quality and wildlife habitat by
offering rental payments to farmers who voluntarily restore riparian buf-
fers, filter strips and wetlands through the installation of approved censer-
State Funding
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vation practices. Another CREP goal is to establish 8,000 acres of per-
petual conservation or open space easement statewide. State cost-share
payments are administered through local Soil and Water Conservation
District offices. The state will reimburse up to 25 percent, not to exceed
$200 per acre of restored buffer or wetland, of conservation practice costs
deemed eligible by the local soil and water conservation district. There is
also a 25 percent state income tax credit for out-of-pocket expenses, thus
further reducing the landowner's cost. Federal reimbursement is made
through the Farm Service Agency for up to 50 percent of a participant's
eligible expenses for implementing best management practices, such as
fencing or alternative watering systems.
American Battlefield Protection Program (ABPP)
This program provides funding for battlefield preservation projects. Indi-
vidual project funding has ranged from $1 ,000 to more than $115,000.
The average grant is about $25,000. Although not required, the ABPP
encourages matching funds or in-kind services. The program supports
partnership projects that lead to the protection of battlefield land and sites
associated with battlefields. The ABPP does not fund land acquisition
or capital improvement projects. Projects associated with lands already
owned by the National Park Service are not eligible for ABPP grants.
Types of projects that support this goal may include:
• Historical research
• Cultural resources surveys
• Archaeological surveys
• National Register of Historic Places documentation and nomina-
tions
• Assessment of the condition of battlefields and potential threats to
their continued survival
• Battlefield acquisition plans and preservation plans
• Local land use strategies for sensitive planning
• Technical assistance for organizations and governments needing
help to protect battlefields
• Public education
Civil War Battlefield Acquisition Grants
Land and Water Conservation Fund (LWCF) monies are available to help
states and localities acquire and preserve threatened Civil War battlefield
land. The grants are awarded on to state and local governments. Private,
nonprofit organizations can seeks to acquire these funds by applying in
partnership with a state or local government agency. In Virginia, the des-
ignated agency partner is OCR.
LWCF grants will be awarded through a competitive process over th.ree
years. Each grant requires a dollar-for-dollar non-federal match. They
are available for the fee simple acquisition of land, or for the acquisition of
permanent, protective interests in land as listed by the Civil War Sites Ad-
visory Commission, Civil War battlefields. Greater consideration is given
to proposals for acquisition of endangered priority I or II battlefield lands.
Historic Resources (OHR) Incentives and Grants
Contact the OHR for historic resources incentives and grants, including
easements, archaeological threatened sites, local government grants,
survey and planning cost-share, rehabilitation tax credits, state grants,
and nonstate grants.
Water Quality Improvement Fund (WQIF)
WQIF is to provide water quality improvement grants to local govern-
ments, soil and water conservation districts and individuals for point and
nonpoint source pollution prevention, reduction and control programs.
This includes riparian open-space and conservation easements. The fund
received no money for fiscal year 2002, hence no request for proposals
was issued.
As stated in the introduction, federal and state sources of funding can-
not be expected to carry all of the burden of financing the Region 2000
Greenways and Blueways System. A dedicated, local financing strategy
will be imperative. Federal programs can be an important part of the mix,
however and fortunately, there are a number of federal programs that
offer funding for state and local programs that seek to conserve land and
water resources, provide recreational opportunities, or to mitigate the
effects of stormwaters. Most programs require state or local matching
funds. Project eligibility requirements can be quite stringent.
CARA
Federal conservation funds are available through the Conservation and
Reinvestment Act (CARA). CARA will provide $12 billion over six years
beg inning in FY 2002. Funding for each CARA category is subject to
annual appropriations, however minimum levels have been guaranteed.
A sample of federal funding sources is discussed below. Additional pro-
grams are described on the EPA website (http://www.epa.gov/owow/
watershed/wacademy/fund. htm I).
Environmental Quality Incentive Program (EQUIP)
The Environmental Quality Incentive Program (EQUIP) is a federal pro-
gram authorized in the 1996 Farm Bill that provides assistance to agricul-
tural producers in complying with federal , state, and other environmental
laws. Assistance provided through this program may be in the form of
technical, cost-sharing, financial incentives, and producer education
related to a broad range of soil, water, air, wildlife, and related natural
reso urce concerns on North Carolina's farms and ranches.
The EQUIP assistance programs are available to crop, forage and for-
est products producers as well as wetlands and wildlife landowners
who choose to enter into 5-and 10-year contracts based on conserva-
tion plans for their operations. These conservation plans may include a
combination of structural, vegetative, and land management components.
The program prioritization is led , coordinated, and implemented on the
local level.
Federal
Sources of
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Farmland Protection Program
The federal Farmland Protection Program (FPP) was created in the 1996
Farm Bill. This program is administered by the Natural Resources Con-
servation Service and provides federal matching funds for state and local
farmland protection efforts. Funds are used to help purchase develop-
ment rights to keep productive farmland in agricultural uses. Through this
program the USDA provides up to 50 percent of the fair market easement
value to acquire conservation easements or other interests from farm-
land owners. To be eligible for funding, a state, county or local jurisdic-
tion must have a complementary program of funding for the purchase of
conservation easements, and grants are awarded competitively through
the USDA's Natural Resources Conservation Service (NRCS). (For more
information visit http://www.info.usda.gov/nrcs/fpcp/fpp.htm).
Hazardous Mitigation Grant Program
This program provides financial assistance to state and local govern-
ments for projects that reduce or eliminate the long-term risk to human
life and property from the effects of natural hazards. The grant program
has 75 percent federal and 25 percent local contribution. The nonfed-
eral share may be met with local cash contributions, in-kind services, or
certain other grants such as Community Development Block Grants. The
Federal Emergency Management Agency makes the final decisions on
project eligibility, but the state agencies administer the program. Eligible
projects include acquisition of property, retrofitting of buildings, develop-
ment of standards with implementation as an essential component, and
structural hazard control or protection measures such as dams and sea
walls.
Land and Water Conservation Fund
The Land and Water Conservation Fund is the largest source of federal
money for park, wildlife, and open space land acquisition. The program's
funding comes primarily from offshore oil and gas drilling receipts, with
an authorized expenditure of $900 million each year. However, Congress
generally appropriates only a fraction of this amount. Between 1995 and
1998, no funds were provided for the state-and-local grant portion of the
program , which provides up to 50 percent of the cost of a project, with the
balance of the funds paid by states or municipalities.
LWCF funds are apportioned by formula to all 50 states, the District of
Columbia and territories. Cities, counties, state agencies, and school
districts are eligible for LWCF fund monies. These funds can be used for
outdoor recreation projects, including acquisition, renovation, and devel-
opment. Projects require a 50 percent match. In fiscal year 2000, Con-
gress approved stateside grant funding at $40 million. In FY 2001 , $89
million was approved. For FY 2002, the stateside amount was increased
to $140 million nationwide.
For more information contact:
Headquarters: U.S. Department of the Interior
National Park Service, Recreation Programs
Room MIS-MS 3622
1849 C Street NW
Washington, DC 20240
(202) 565-1200
http://www.ncrc.nps.gov/lwcf/
Nonpoint Source Implementation Grants (319 Program)
The 319 Program provides formula grants to states so that they may
implement nonpoint source mitigation projects and programs in accor-
dance with section 319 of the Clean Water Act (CWA). Nonpoint source
pollution reduction projects can be used to protect source water areas
and the general quality of water resources in a watershed. Examples
of previously funded projects include installation of best management
practices (BMPs) for animal waste; design and implementation of BMP
systems for stream, lake, and estuary watersheds; and basin-wide educa-
tion programs. These grants allow for 60 percent of the cost of the project
to be funded federally with a 40 percent local match.
For more information contact:
U.S. Environmental Protection Agency
Office of Wetlands, Oceans and Watersheds
Nonpoint Source Control Branch (4503F)
Ariel Rios Bldg., 1200 Pennsylvania Ave., NW,
Washington, DC 20460
(202) 260-7100
http://aspe.os.dhhs.gov/cfda/p66460.htm
http://www.epa.gov/owow/nps/
Pittman-Robertson Act
The Federal Aid in Wildlife Restoration Act, popularly known as the Pitt-
man-Robertson Act, provides funding for the selection, restoration, reha-
bilitation , and improvement of wildlife habitat, and wildlife management
research. Funds from an 11 percent excise tax on sporting arms and am-
munition are appropriated to the Secretary of the Interior and apportioned
to states on a formula basis for covering costs (up to 75 percent) of ap-
proved projects. The program is cost-reimbursement in nature, requiring
states to apply for reimbursement of up to 75 percent of project expenses.
At least 25 percent of the project costs must be provided by the state and
originate from non-federal sources.
Transportation Equity Act for the 21st Century Funding
Programs
While generally a transportation-based program, the Transportation
Equity Act for the 21st Century (TEA-21) funds programs to protect the
environment. Through increased funding to the Surface Transportation
Program (STP) and the National Highway System (NHS), TEA-21 allows
for more environmental projects. States may spend up to 20 percent of
their STP dollars (used for transportation facility reconstruction, rehabili-
Private
Corporate and
Philanthropic
tation, resurfacing, or restoration projects) for environmental restoration
and pollution abatement projects. Additionally, each state sets aside 1 O
percent of STP funds for transportation enhancement projects, which can
include acquisition of conservation and scenic easements, wetland mitiga-
tion, and pollution abatement, as well as scenic beautification, pedestrian
and bicycle trails, archaeological planning, and historic preservation.
For more information contact:
U.S. Department of Transportation
Federal Highway Administration
400 7th Street, SW, Washington, DC 20590
(202) 366-5004
http://www.fhwa.dot.gov/tea21 I
Wetlands Reserve Program
The Wetlands Reserve Program is administered through the Department
of Agriculture's Natural Resources Conservation Service. This program
provides landowners with financial incentives to restore and protect wet-
lands in exchange for retiring marginal agricultural land. Landowners may
sell a permanent or a 30-year conservation easement, or they may enter
into a cost-share restoration agreement for a minimum of 10-years. Par-
ticipating landowners voluntarily limit future agricultural use of the land.
They continue to own and control access to the land, and they may lease
the land for recreational activities. The amount of funding available in a
given fiscal year depends on the amount of acres Congress permits to be
enrolled in the program, and a per acre value is assigned in each state.
For more information contact:
U.S. Department of Agriculture
Natural Resources Conservation Service
Watersheds and Wetlands Division
P.O. Box 2890, Washington, DC 20013
(202) 690-0848
http ://www. wl. fb-net. org
http://aspe.os.dhhs.gov/cfda/p 10072.htm
Land Donations
While land donations are an inexpensive way to acquire property, it is
imperative that donated parcels be considered critically in relation to the
overall open space management strategy and its implementation costs.
It is possible for donated parcels to augment a well-designed system of
connected parcels, environmentally significant landscapes, or culturally
valuable sites. However, it is unlikely that the most valuable parcels will
be donated as a matter of coincidence. In fact, the Greenways and Blue-
ways governing body will want to be selective in the parcels it accepts as
donations. Careful consideration will be needed before deciding that the
recreational and/or environmental benefits of a donated parcel outweigh
the management and maintenance expense of adding it to the overall
system.
Nonprofit Partners
Nonprofit organizations are capable of raising money from individual and
corporate donors, large grant foundations, and state and federal grant
programs. Partnering with land preservation foundations is often a ben-
eficial arrangement for public agencies. Some granting authorities have
policies that prohibit awarding grants directly to governmental agencies,
or will only grant funds when a nonprofit agent is involved. Developing an
agreement with a land conservation foundation could produce financial
benefits and other support for the preservation and protection of future
greenway and blueway corridors. Corporate partnerships are also worthy
of cultivation. Their funds can be used as local matches for grants, and
they can play leadership roles in civic activities and promotions.
Region 2000 will need to employ a combination of conservation methods
in order to protect and preserve the necessary parcels. Plan administra-
tors will need to consider:
the intensity of land management;
public access requirements;
interests that the owners are willing to sell;
administrative or management issues;
and available funds.
After determining the possible and practical options available to fund the
Region 2000 Greenways and Blueways Program, it is strongly recom-
mended that the governing body engage a financing strategist and polling
firm (such as the Trust for Public Land) to further explore the feasibil-
ity, public acceptability, and potential real returns before implementing
a specific funding mechanism or strategy. Careful consideration should
be given to the implementation of financing techniques that require voter
approval. To implement most voter-approved taxing/borrowing options, a
three-step approach is recommended: feasibility research , public opinion
polling, and measure design. First, a jurisdiction's financing capacity and
the potential revenues that could be raised via different financing options
are determined. This research will help local leaders estimate how much
revenue different options would raise and the potential impact on resi-
dents.
Scientific public opinion polling should be conducted to assess voter
preferences (their willingness to fund greenways and blueways in relation
to other public needs) and how much they are willing to spend. Polling
will gauge the public's local conservation priorities and help determine the
preferred type and size of financing measure. If the research and polling
indicates a favorable response, a ballot measure can then be designed to
reflect public priorities and a community's conservation needs.
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Appendix E: Protection,
Maintenance & Management
Protecting, maintaining and managing the Region 2000 Greenways and
Blueways system will require a commitment by individual jurisdictions
to build and maintain specific segments as well as a coordinated effort
among the parties to bring the components together into a seamless
system. Private sector organizations and individuals must also be
involved in the planning and management of the regional facilities. The
following text defines key aspects of operating and managing the Region
2000 facilities. The sections are broken up in the following manner:
1) Protection Policies
Includes subsections on the acquisition of rights, public access, and
naming of trail segments
2) Maintenance Policies
Includes subsections on stewarding land and trail upkeep
3) Management Policies
Includes subsections on screening, management agreements, access
agreements, safety and security, emergency response, risk management,
and user rules/regulations
Over the course of time, local communities in the region will encounter
a variety of issues that are important to the successful management
and operation of the system. The implementation of this regional system
of greenways and blueways will require coordinated individual efforts
to plan , finance, build, operate and maintain various segments of the
regional system. As individual partners take on these tasks, the following
policies will help them respond to a variety of implementation issues.
Other, locally-specific, problems and issues may arise during the long-
term development of the regional system, requiring the adoption of
additional policies.
The text in this section offers a menu of tools that landowners, land
conservation organizations and local governments can use to establish
the specific physical boundaries of the system. In the event that certain
parcels of land are considered vital to the overall regional system,
mechanisms defined herein enable local governments to purchase or
negotiate for the dedication of certain property rights. Dedication should
be negotiated in a manner that is consistent with local, state and Federal
Overview
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laws that permit and govern such action. Many approaches are available
for securing the protection of a piece of land
Protection Through Management Plans
The resources of a specific parcel of land may be conserved through an
established set of policies called a management plan. These plans are
typically prepared for government-owned lands. In addition, agencies
can work together to establish management plans for lands under their
control. Management plans should identify valuable resources ; determine
compatible uses for the parcel; determine administrative needs of the
parcel, such as maintenance, security and funding requirements; and
recommend short-term and long-term action plans for the treatment and
protection of the resources.
Protection Through Regulation
The second method of protecting land is through government regulation.
Regulation is defined as the government's ability to control the use and
development of land through legislative powers. The following types
of development ordinances are regulatory tools that can meet the
challenges of projected growth and development while also protecting
critical natural resources.
Dedication/Density Transfers
Also known as incentive zoning, this mechanism allows greenways to be
dedicated to the local government in return for allowances of increased
density on the development of a property. The potential for improving or
subdividing part or all of a parcel, as permitted by a local government's
land use development laws, can be expressed in dwelling unit equivalents
or other measures of development density or intensity. Known as density
transfers, these dwelling unit equivalents may be relocated to other
portions of the same parcel or to contiguous land that is part of a common
development plan . Dedicated density transfers can also be conveyed to
subsequent holders if properly noted in transfer deeds.
Negotiated Dedications
A local government may ask a landowner to enter into negotiations for
portions of a parcel that are deemed to have special protection value.
For example, the local government may ask for the dedication of land for
greenways when landowners subdivide property (a minimum size would
be determined by the local government). Such dedications should be
proportionate to the relationship between the impact of the subdivision on
community services and the percentage of land required for dedication -
as defined by the US Supreme Court in Dolan v. Tigard.
Fee-in-Lieu
To complement negotiated dedications (or in place of them), a fee-in-
lieu program may be appropriate. Based on the density of development,
this program allows a developer the alternative of paying money for the
development/protection of land in-lieu of dedicating land for a greenway.
Greenway Development Exactions
An exaction is a condition of development approval that requires a
developer to provide or contribute to the financing of public facilities at
their own expense. In this case, a developer may be required to build a
greenway facility as a condition of developing a certain number of units
because the development will create need for new greenspace.
Reservation of Land
A reservation of land does not involve any transfer of property rights but
simply constitutes an obligation to keep property free from development
for a stated period of time. Reservations are normally subject to a
specified period of time, such as six or 12 months. At the end of this
period, if an agreement has not already been reached to transfer certain
property rights, the reservation expires.
Buffer/Transition Zones
This mechanism recognizes the problem of reconciling potentially
incompatible land uses by preserving lands that function as buffers or
transition zones between uses. Care must be taken to ensure that use of
this mechanism is reasonable and will not destroy the value of a property.
Overlay Zones
An overlay zone and its regulations can be established in addition to the
zoning classification and regulations already in place. Overlay zones
are superimposed over existing zoning to add specific regulations to a
particular area. Because greenways are long linear corridors that can
span an entire community or region, an overlay zone can be an effective
method for achieving uniform control of land development and continuity
in environmental protection practices.
Rezoning Petitions
Petitions for the rezoning of parcels that are adjacent to or include areas
identified as potential conservation sites should be recommended by local
government planning agencies for inclusion into the regional trail system.
The planning agency can encourage or negotiate for the dedication of
those areas as part of the rezoning process.
Protection Through Non-Regulatory Acquisition
The third method of protecting lands that are important components of
the regional greenways and blueways system is through private or public
level acquisition processes outside the regulatory area.
Donation/Tax Incentives
A local government agency agrees to receive full title to a parcel of
land at virtually no cost. In most cases, the donor is eligible to receive
federal tax deductions on personal income as previously described under
conservation easements. In addition, property owners may be able to
avoid inheritance taxes, capital gains taxes and recurring property taxes
through land donation.
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Fee Simple Purchase
This is a common method of acquisition where a local government
agency or non-profit land trust purchases property outright. Fee simple
ownership conveys full title to the land and the entire "bundle" of property
rights including the right to possess land, to exclude others, to use land or
sell land.
Easement Purchase
This mechanism is the fee simple purchase of an easement. Full title
to the land is not purchased, only those rights granted in the easement
agreement. Therefore the easement purchase price is less than full title
value.
Easements
Easements are land management agreements in which a community
receives less than full interest in a parcel of land in order to protect a
valuable resource . These agreements establish legally binding contracts
or a mutual understanding of the specific use, treatment and protection
that certain lands will receive. Property owners who grant easements
retain all rights to the property except those that have been granted by
the easement. The property owner is responsible for all taxes associated
with the property, less the value of the easement granted. Easements
are generally restricted to certain portions of property, although in certain
cases an easement can be applied to an entire parcel of land. Easements
are transferable through title transactions, thus the easement remains in
effect in perpetuity. Three types of easements are:
Conservation Easements
This type of easement generally establishes permanent limits on the
use and development of land to protect the parcel 's natural resources.
Dedicated conservation easements can qualify for federal income tax
deductions. Tax deductions are allowed by the federal government for
donations of certain conservation easements. The donations may reduce
the donor's taxable income.
Preservation Easements
This type of easement is intended to protect the historical integrity of a
structure or important elements of the landscape by sound management
practices. Preservation easements may qualify for the same federal
income tax deductions as conservation easements.
Public Access Easements
Right of public access easements provide the general public with the
right to access and use a specific parcel of property. Both conservation
easements and preservation easements may contain clauses for the right
of public access and still be eligible for tax benefits.
Purchase/Lease Back
A local government agency or non-profit land trust can purchase a piece
of land and then lease it back to the seller for a specified period of time.
The lease may contain restrictions regarding the use and development of
the property.
Bargain Sale
A property owner can sell property at a price less than the appraised
fair market value of the land. Sometimes the seller can derive the same
benefits as if the property were donated. Bargain sale is attractive to
sellers when the seller wants cash for the property, the seller paid a low
cash price and thus is not liable for high capital gains tax, and/or the seller
has a fairly high current income and could benefit from a donation of the
property as an income tax deduction.
Option/First Right of Refusal
A local government agency or non-profit land trust can establish an
agreement with a public agency or private property owner to provide the
right of first refusal on a parcel of land that is scheduled to be sold. This
form of agreement can be used in conjunction with other techniques,
such as an easement, to protect the land in the short term. An option
would provide the agency with sufficient time to obtain capital to purchase
the property or successfully negotiate some other means of conserving
a parcel. Often, an option involves a payment to the property owner to
protect the land from sale during the time that the local government or
land trust is working to complete the purchase.
Purchase of Development Rights
A voluntary Purchase of Development Rights (PDR) program involves
purchasing the development rights from a private property owner at
a fair market value. The landowner retains all ownership rights under
current use, but exchanges the rights to develop the property for cash
payment. Under this agreement the community holds the development
rights, but the landowner continues to own and manage the land and its
resources. This permanently protects the land from development without
the expense of buying the land outright.
Condemnation
The practice of condemning private land for use as an element of the
Region 2000 Greenways and Blueways system should be viewed as a
last resort policy by local governments. Using condemnation to acquire
property or property rights can be avoided if strong private and public
support for the regional system is present. Condemnation should be
seldom used for the purpose of dealing with an unwilling property owner.
It is recommended that the right of eminent domain be exercised by a
local government only if all of the following conditions exist:
a) the property is valued by the local government and is part of the
regional greenways and blueways system and is regarded as an
environmentally sensitive parcel of land, necessary for the protection
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Maintenance
Policies
of life due to flooding threats, significant natural resource, or
critical parcel of land, and as such has been defined by the local
government as an irreplaceable property;
b) that written scientific justification for the local government's claim that
the property possesses such value should be prepared and offered
to the property owner;
c) that all efforts to negotiate with the property owner for the
management, regulation and acquisition of the property have been
exhausted and that the property owner has been given reasonable
and fair offers for compensation and has rejected all offers;
d) that due to the ownership of the property, the time frame for
negotiating the acquisition of the property will be unreasonable, and
in the interest of pursuing a cost effective method for acquiring the
property, the local government has deemed it necessary to exercise
the right of eminent domain.
Note: Condemnation can be used quite successfully with willing sellers/
donators, when the ownership records are very complex. For example,
when a number of heirs have inherited shared rights to a parcel. In this
situation, a friendly condemnation can be a useful tool for getting around
lengthy land acquisition procedures.
Right of Public Access and Use of Trail Lands
The general public should have access to and use of the lands that
support trail development, and that are owned by local governments
or private sector owners that support such use, or on land that a local
government has secured the right of public access and use. All access
and use should be governed by a Greenway Trail Ordinance (a sample
is provided later in this chapter). The use of all trails should be limited
to non-motorized uses, including hiking, bicycling, running, jogging,
wheelchair use, skateboarding , in-line skating (roller blading), equestrian
use (where applicable), mountain biking, and other uses that are
determined to be compatible with Region 2000 trails.
Naming of Trail Segments
Trail corridors are typically named for the significant natural features that
are found within the corridor. They are often named after an individual or
individuals if these persons are distinguished within a local community,
or if these persons have contributed a substantial gift toward a facility's
development within that corridor segment.
The regional facilities should be maintained in a manner that
promotes safe use. Trail facilities should be managed by partnered,
local governments, private sector partners, or their designees. Trail
maintenance should include the removal of debris, trash, litter, obnoxious
and unsafe man-made structures, and other foreign matter. Trailheads,
points of public access, rest areas and other activity areas should
be maintained in a clean and usable condition. The primary concern
regarding maintenance should always be public safety.
All trail surfaces should be maintained in a safe and usable manner
at all times. Rough edges, severe bumps or depressions, cracked or
uneven pavement, gullies, rills and washed out treads should be repaired
in a timely manner. Volunteer vegetation occurring in the tread of the
trail should be removed in such a manner so that the trail surface is
maintained as a continuous, even and clean surface.
Stewarding Land
Property owned or used by local governments or private sector
organizations for the Region 2000 system shall be maintained in a
condition that promotes safety for trail users, as well as safe, enjoyable
use for adjacent property owners. To the extent possible, the property
shall also be maintained in a manner that enables the corridor to fulfill
multiple functions (i.e. passive recreation , alternative transportation,
stormwater management and habitat for wildlife). Property that is owned
or managed by other entities should be managed and maintained in
accordance with the policies of that public body responsible for the
affected parcel.
Vegetation within greenway corridors should be managed to promote safe
use (where applicable), serve as wildlife habitat, buffer public trail use
from adjacent private property (where applicable), protect water quality,
and preserve the unique aesthetic values of the natural landscape.
Removal of native vegetation should be done with discretion and removal
of exotic species should be accomplished in a systematic and thorough
manner. At times, and in appropriate locations, local governments may
choose to use control burns or approved herbicides and pesticides to
manage lands and vegetation in public ownership.
Trail Upkeep
Vegetation adjacent to trails should be managed as necessary to maintain
clear and open lines of sight along the edge of the trail, and eliminate
potential hazards that could occur due to natural growth , severe weather
or other unacceptable conditions. To promote safe use of any trail, all
vegetation should be clear-cut to a minimum distance of three (3) feet
from each edge of a trail. Selective clearing of vegetation should be
conducted within a zone that is defined as being between three (3) to
ten (10) feet from each edge of a trail. At any point along a trail, a user
should have a clear, unobstructed view along the centerline of a trail 300
feet ahead and behind his/her position. The only exception to this policy
should be where terrain or curves in the natural landscape of a trail serve
as the limiting factor.
Local governments or their designated agent should be responsible
for the cutting and removal of vegetation. Removal of vegetation by an
individual or entity other than the local government or its designee shall
be deemed unlawful and subject to fines and/or prosecution.
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It may also be necessary for local governments to conduct wildlife
management programs on lands that are publicly owned. This should
be accomplished in a manner that is in keeping with accepted laws,
professional practices and/or recommended strategies that are provided
to local governments by wildlife management experts.
Protecting a piece of property is the first step, but once it is protected, it
must be managed effectively to ensure that it continues to provide the
intended natural area protection, continues to be safe for users, and
does not get used for inappropriate purposes. It is worth spending some
time thinking through larger stewardship issues as a community and
as a land managing agency. Determining ahead of time how the land
under your watch will be managed will help determine which lands should
be acquired and how they should be used. The following paragraphs
address some common management issues that Region 2000 will have
to consider.
Fencing and Vegetative Screening
Local government agencies should work with each landowner on an
individual basis to determine if fencing and screening is appropriate
or required. A local government may agree to fund the installation of a
fence or vegetative screen; however, it should be the responsibility of the
adjacent property owner to maintain the fence or vegetative screen in
perpetuity, including the full replacement of such fence or screen in the
event of failure or deterioration due to any circumstances.
Adopt-a-Corridor Program
An Adopt-a-Corridor Program should be established by the region to
encourage community groups, families, businesses, school groups, civic
clubs and other organizations to join in managing the regional system.
The region should offer to implement this program for all corridors in
the system, and work closely with local organizations to ensure that
these groups have adequate support and guidance to manage and
maintain trails in a manner that is consistent with the objectives. Written
agreements should be developed for each Adopt-a-Corridor entity
and keep a current record of the agreement on file. Adopt-a-Corridor
entities will be assigned a specific section of the system, defined by
parcel, location or milepost. The activities of each organization should
be monitored by a regional entity tasked with this type of oversight.
Agreements for management should be adaptable to amendment or
termination at any time by either party.
Management Agreements
These should be established between local governments and other public
or private organizations wishing to assist with management of designated
segments of the system. The objective of these agreements is to define
areas of maintenance and management that are compatible with existing
land management activities, especially where greenways intersect
with public or private properties and/or rights-of-way. Management
agreements spell out specific duties, responsibilities and activities of
the local governments and public or private organization that wishes to
assist with management activities. The agreements can be amended or
terminated at any time by either party.
Cross Access Agreements
Local governments can use cross access agreements to permit private
landowners that have property on both sides of a corridor access to and
use of a corridor to facilitate operation and land use activities.
These agreements are based on United States case law and specific
experiences from other trail systems throughout the United States.
Adjacent landowners generally have the right to use the access at any
time. However, access cannot block the right-of-way for trail users, other
than for temporary measures such as permitting livestock to cross, or
transporting equipment. Adjacent landowners are responsible for acts
or omissions that would cause injury to a third party using the trail. If a
landowner must move products, materials, livestock or equipment across
the trail on a regular basis, appropriate signage should be installed to
warn users of the trail to yield for such activities.
Crossing of abandoned or active rail lines, utility corridors and/or roads
and highways will require the execution of agreements with companies,
local, state or federal agencies and organizations that own the rights-
of way. These crossings must provide clearly controlled, recognized,
and defined intersections in which the user will be warned of the
location. In accordance with the American Association of State Highway
Transportation Officials (AASHTO) and the Manual on Uniform Traffic
Control Devices (MUTCD), the crossing will be signed with appropriate
regulatory, warning and information signs.
Safety and Security
In order to provide a standard of care that offers reasonable and ordinary
safety measures, local governments should work with other regional
partners to cooperatively develop and implement a safety and security
program for the system. This program should consist of well-defined
safety and security policies; identification of trail management, law
enforcement, emergency and fire protection agencies; proper posting,
notification and education of the trail user policies; and a system that
offers timely response to the public for problems that are related to safety
and security. The safety and security of the Greenways and Blueways
system will need to be coordinated with local law enforcement officials,
local neighborhood watch associations, and Adopt-a-Corridor groups. (/) c: 0 ·;:;; ro ..... Q) a. 0
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As part of the safety and security program, Region 2000 Greenways and
Blueways partners should:
1) Work with law enforcement agencies to establish a Region 2000
Safety and Security Committee that can meet periodically to discuss
safety strategies and procedures for segments of the regional
system.
2) Prepare a Region 2000 Blueways and Greenways Safety Manual
and distribute this to management agencies and post it at all major
trailheads.
3) Post user rules and regulations at all public access points to
greenway trails.
4) Work with management agencies to develop trail emergency
procedures.
5) Prepare a safety checklist for the system, and utilize it during field
inspections of facilities.
6) Prepare a user response form for comments and complaints and
provide copies at all trailheads.
7) Work with management agencies to develop a system for accident
reporting and analysis.
8) Conduct a regular maintenance and inspection program, and share
the results of these investigations with all management agencies.
User Rules and Regulations
Trails within all regional corridors should be operated like other parks and
greenways within local government jurisdictions, open for public use from
sunrise to sunset, 365 days a year, except as specifically designated.
Individuals who are found to be using unlighted facilities after dusk and
before dawn should be deemed in violation of these hours of operation
and treated as trespassers. Where trails are lighted for nighttime use, the
rules established within the trail ordinance should govern permitted uses
and activities.
Local governments should enforce trespassing laws as defined under the
state general statutes for publicly owned lands and facilities.
Local governments should always discourage the general public from
using any segment of a greenway trail that is under construction. Trail
segments should not be considered officially opened for public use until
such time as a formal dedication ceremony and official opening occurs.
Individuals who use greenway segments that are under construction
without written permission from a local government should be deemed
in violation of the system's access and use policy and treated as a
trespasser.
Trail Ordinance
Multi-use conflict is a national problem for community and regional
greenways systems. Typically, conflicts are caused by overuse of a trail ;
however, other factors may be problematic, including poorly designed/
engineered trail alignments, inappropriate user behavior, or inadequate
facility capacity. The most effective conflict-resolution plan is a well
conceived safety program that provides the individual user with a code
of conduct for the community trail , oftentimes called a trail ordinance.
Many communities across the United States have adopted progressive
trail ordinances to govern public use and keep trails safe for all users.
The following rules and regulations are recommended for the Regional
Greenways and Blueways system. These rules should be displayed both
on brochures and information signs throughout the system.
1) Be courteous: All trail users, including bicyclists, joggers, walkers,
wheelchairs, skateboarders and skaters, should be respectful of
other trail users regardless of their mode of travel, speed, or level of
skill. Never spook animals; this can be dangerous for you and other
users. Respect the privacy of adjacent landowners. No trespassing
allowed from trails, remain on trails at all times.
2) Keep right: Always stay to the right as you use the trail, or stay in the
lane that has been designated for your user group. The exception to
this rule occurs when you need to pass another user.
3) Pass on the left: Pass others going in your direction on their left.
Look ahead and behind to make sure that your lane is clear before
you pull out and around the other user. Pass with ample separation.
Do not move back to the right until you have safely gained distance
and speed. Faster traffic should always yield to slower on-coming
traffic.
4) Give audible signal when passing: All users should give a clear
warning signal before passing . This signal may be produced by
voice , bell or soft horn. Voice signals might include "Passing on your
left!" or "Cyclist on your left!" Always be courteous when providing the
audible signal. Profanity is unwarranted and unappreciated.
5) Be predictable: Travel in a consistent and predictable manner.
Always look behind before changing position on the trail, regardless
of your mode of travel.
6) Control your bicycle: Lack of attention, even for a second, can cause
disaster -always stay alert! Maintain a safe and legal speed at all
times.
7) Do not block the trail: When in a group, including your pets, use no
more than half the trail, so as not to block the flow of other users.
If your group is approached by users from both directions, form a
single line or stop and move to the far right edge of the trail to allow
safe passage by-these users.
8) Yield when entering or crossing trails : When entering or crossing the
trail at an uncontrolled intersection, yield to traffic already using the
other trail.
9) Do not use this trail under the influence of alcohol or drugs: It is
illegal to use trails if you have consumed alcohol in excess of the
statutory limits, or if you have consumed illegal drugs. Persons
who use a prescribed medication should check with their doctor
or pharmacist to ensure that it will not impair their ability to safely
operate a bicycle or other wheeled vehicle.
10) Clean-up your litter: Please keep trails clean and neat for other users
to enjoy. Do not leave glass, paper, cans or any other debris on or
near the trail. Clean-up after your pets. Pack out what you bring in -
and remember to recycle your trash.
11) Keep pets on leashes: All pets must be kept on secure and tethered
leashes. Keep pets off of adjacent private property.
12) Prohibition on campfires: Fires for any purpose are prohibited within
the Region 2000 system unless at a park shelter with grill facilities.
Emergency Response Plan
In order to effectively patrol the system and respond to the potential
for fire, flash floods and other natural or human-caused disasters, local
governments should adopt an emergency response plan. This plan
should define a cooperative law enforcement strategy for all Region 2000
greenways and blueways, based on services that are typically provided
by police, sheriff, fire and EMS agencies. Specifically, all trails should be
provided with an address system that denotes specific locations along
the length of a trail corridor. A site plan that illustrates points of access to
each trail corridor should be produced and provided to each emergency
response agency. Trails in flash flood areas shall be appropriately signed
to warn users. Each trail should be designed to permit access for law
enforcement, fire and EMS agencies and vehicles that are not in excess
of 6.5 tons gross vehicle weight. A system of cellular-type emergency
phones should be located in remote sections of the system, providing
users with access to the area 911 Emergency System. All emergency
phones should be placed above the 100-year flood elevation to ensure
long-term usage.
The emergency response plan should also define the agencies that will
respond to 911 calls, and provide easy to understand routing plans and
access points for emergency vehicles. For long distance trails, access
points for emergency and maintenance vehicles should be located at
reasonable distances from trailheads (approximately every 2-3 miles).
Trails along the entire system should be designed and developed to
support a minimum gross vehicle weight of 6.5 tons.
Risk Management Plan
The purpose of a risk management plan is to increase safety for the
users of the system and reduce the potential for accidents to occur within
the system or on lands adjacent to the system. While it is impossible to
guarantee that all risk will be eliminated by such a plan, implementation of
a plan is in fact a critical step to reduce liability and improve safety. A risk
management plan establishes a methodology for greenway management
that is based on current tort liability and case law in the United States
related to the development, operation and management of public use
greenway lands and facilities.
The ultimate responsibility for managing the regional system, as defined
within this plan, rests with local governments. The risk management plan
has as its major goals:
1) Risk identification: determining where risk (threat to safety or
potential loss) exists within the corridor.
2) Risk evaluation: conducting appropriate examination of areas defined
as a risk and determining the factors that contribute to risk.
3) Risk treatment: defining and implementing an appropriate solution to
the area of risk in accordance with one of the four options:
a) Risk avoidance: prohibiting use of a risk area.
b) Risk reduction: limit use of area and repair risk area immediately.
c) Risk retention: obtain waivers from all potential users of the risk
area.
d) Risk transfer: transfer risk area (property) to an agency better
suited to manage the area.
The following 16-step plan should be implemented by the local
governments to establish a risk management plan for the system.
1) Develop a policy statement about risk management.
2) Conduct a needs assessment for the greenway program.
3) Determine goals and objectives for risk management -what are
acceptable and non-acceptable management levels.
4) Develop specifications for site and facility development.
5) Establish a clear and concise program for risk management.
6) Define supervision and responsibility for risk management.
7) Define appropriate rules and regulations that govern the use of the
trail system.
8) Conduct routine/systematic inspections and investigations of the trail
system.
9) Develop an accident reporting and analysis system.
10) Establish procedures for handling emergencies.
11) Develop appropriate releases, waivers and agreements for use and
management.
12) Identify best methods for insuring against risk.
13) Develop a comprehensive in-service risk-management training
program for employees of local governments.
14) Implement a public relations program that can effectively describe
the risk management program and activities.
15) Conduct periodic reviews of the Risk Management Plan by outside
agents to ensure that the plan is up to date.
16) Maintain good legal and insurance representation.
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Liability
The design, development, management, and operation of the Region
2000 system must be carefully and accurately executed in order to
provide a resource that protects the health and welfare of the public.
Liability may occur when a facility has been under-designed to handle its
intended volume of use; when management of the facility is poor; or when
unexpected accidents occur because the trail manager failed to recognize
a potentially hazardous situation. To reduce the possibility and exposure
to liability, the local government partners should have in operation the
following measures prior to opening the first segment of greenway:
1) A thorough maintenance program that provides the appropriate level
of care to greenway users;
2) A risk management plan that covers all aspects of the system and, as
necessary, adjacent landowners;
3) A comprehensive working knowledge of public-use laws and recent
case history applicable in Virginia.
Trails are no greater liability to local governments than park and
recreation, sidewalk or urban open space resources. An existing self-
insurance program(s) may be adequate to protect a local government
from financial loss that might occur through the development and
operation of the greenways and blueways system. Local governments
should review their current policies and check coverages to be certain
that all aspects of their policies are up-to-date.
Local governments should exercise reasonable care in the design
and construction of all greenway facilities to reduce hazardous, public
nuisance and life-threatening situations. Recreational use statutes in
Virginia serve to reduce the exposure that adjacent landowners might
expect to realize from the proximity of trails to private property. In fact, it is
very difficult to find any case law in the United States where an adjacent
property owner has been sued because a trail user strayed onto the
adjacent private property and fell victim to an accident that was caused
by the adjacent landowner. Some landowners have claimed that their
insurance rates will go up because of the presence of a trail abutting
their property. Once again, there is no case history among insurance
companies to support this claim . Of course, landowners must not go out
of their way to create attractive nuisances that might lure trail users onto
their property. Additionally, greenways built along easements are the
responsibility of the managing agency, not the property owner, and the
liability associated with the trail is with the former.
It is important that no fees be charged to use any portion of the
Greenways and Blueways system. Charging fees may impact the way
in which the recreational use statutes in Virginia apply to the use of the
system. A voluntary donation to the Region 2000 system should generally
not affect the recreational use statute.
Management and Development of Blueways
The water trails, or blueways, that make up part of the Region 2000
system also need appropriate stewardship and management if they are to
be desirable destinations. The following list of guiding principles are from
the North American Water Trail Association (NAWTA) and provide good
guidelines for developing a Region 2000 Blueways management strategy.
More information about the NAWTA is available at www.watertrails.org
1 ) Partnerships -Cooperating and Sharing
A water trail is the product of partnerships among many governmental
and non-governmental entities. Together, these groups can create and
maintain a successful water trail with broad-based and long-term support.
2) Stewardship -(Leave no Trace)
Water trails promote minimum-impact practices that ensure a sustainable
future for the waterways and adjacent lands. Water trails embrace the
Leave No Trace Code of Outdoor Ethics that promotes the responsible
use and enjoyment of the outdoors.
3) Volunteerism -Experiencing the Joy of Involvement
Community involvement and volunteerism are the keys to developing a
sense of trail stewardship, promoting the trail within the community, en-
couraging respect for the trail's natural and cultural heritage and ensuring
that local governments support the trail's existence.
4) Education -Learning by Experience
Through comprehensive trail guides, signage, public outreach, and
informative classes, water trail organizations encourage awareness of the
natural, cultural, and historical attributes of the trail. Serving as outdoor
classrooms, water trails teach through seeing, listening, and touching.
5) Conservation -Protecting our Natural Heritage
Water trail activities support the conservation of the aquatic ecosystem
and contiguous lands. The water trail community is a watchdog in pre-
vention of environmentally harmful acts, striving to sustain the natural
integrity of the trail and preserve the quality of the trail experience.
6) Community Vitality -Connecting People and Places
A water trail is a network of recreational and educational opportunities.
Hiking trails, bikeways, greenways, museums, historic sites, parks and
preserves are connected by water trails creating frontiers for exploration,
discovery and enrichment.
7) Diversity -Providing Opportunities for All
Water trails are non-exclusive. They benefit the able-bodied and the
disabled, the young and the old, the disadvantaged and the advantaged.
Broad-based participation in trail activities is achieved through affirmative
outreach and recruitment.
8) Wellness and Wellbeing -Caring for Self and Others
Fresh air and exercise bring fitness and health to trail users. While active-
ly promoting these benefits, water trail users need reliable and accurate
safety information and training to responsibly enjoy and appreciate water
trails. Safe use requires a commitment to safe design and sound manage-
ment.
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Appendix F: Catalog of
Arc View G IS Resources
Overview of GIS Use for This Project
One of the strengths of a Greenways and Blueways System is that it
provides benefits across a wide range of community components, natural
and man-made. A frequent benefit is the linkage of facilities or activities,
and as a result, leveraging resources or providing new connections
within a community. Geographic Information Systems (GIS) can spatially
represent community assets, features, resources, and liabilities. The
layering of this information into one map shows the spatial relationship
between these community features. Knowing where these entities exist
allows a more informed, detailed planning process that can target, avoid,
connect, or highlight community features.
At the outset of the Region 2000 Greenways and Blueways planning
process, it was determined that the ArcView GIS platform would be used
to plan the regional development of the trail system. First, local counties
and agencies were asked to supply GIS files (shapefiles) that could aid in
the identification of preferred greenway routes. The counties varied in the
amount and quality of data available and provided. Next, an exhaustive
GIS data search was conducted at such Internet data clearinghouse sites
as the USGS, GIS Data Depot, University of Virginia Library, Radford
University, U.S. Fish and Wildlife Service, TIGER 2000, and others.
The GIS data were chosen based on necessity, availability and quality
(being current and accurate). All data gathered were organized and
developed further when necessary. Data development included adjusting
the map projection of each file for overlay purposes, clipping to the study
area, joining or adding attribute data, and creating new shapefiles by
either selecting features of an existing shapefile or digitizing.
The data were then assembled to produce large, informative, base maps
for public meetings, input, and planning. These base maps were created
for each county in the Region 2000 area and included roads, streams,
town boundaries, existing trails, facilities , and other community assets.
Public input included the additions of key features to be connected, and
these were digitized in the GIS for future public meetings.
Overview
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Files
The proposed trail alignments were digitized in the GIS environment,
based on stream, road , and key facility locations, and added to the base
maps for further public meetings and comments. It is anticipated that
each of the local governments will incorporate the Region 2000 greenway
system into their various planning efforts and coordinate trail development
with neighboring jurisdictions. The result will be a connected system of
Greenways and Blueways that serve the Region 2000 area.
G IS Files Received
Amherst County
• No files received from Amherst County
Appomattox County
• No files received from Appomattox County
Bedford County
Roads
Hydrology
County boundary
Wetlands
Floodplain
Bridges
Fire stations
Parks
• Railroads
• Town boundary
• Sewer system (manholes, lines)
Campbell County
• Hydrology
• Roads
• County boundary
Lynchburg City
• Intergraph shop; files incompatible with ArcView
OCR (Department of Conservation and Recreation)
Conservation lands
Trails (existing and proposed)
Blueways (existing and proposed)
Scenic rivers
Highways (VDOT)
Virginia byways (scenic highways)
Important sites
Natural heritage sites
Virginia Economic Development Partnership
• Airports
• Fire Stations
• Industrial Sites
• Hospitals
• Public Golf
• Schools
USGS
• Land Cover 30m resolution
Tiger 2000
• County boundaries
• Roads
• Landmarks
• Railroads
• Streams
• Towns
• Water bodies
GIS Files Digitized by Greenways Incorporated
• Primary trails
• Trails
• Bike routes
• Blueways
• City of Lynchburg -GWI digitized greenways, trails (existing and
proposed)
• Regional bike plan -GWI digitized map from Regional Commission
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