BICYCLE AND PEDESTRIAN FACILITY MASTER PLAN
The finalized bicycle and pedestrian facility master plan proposes to improve 11 corridors. Two different types of bicycle and pedestrian treatments are proposed to strengthen the bicycle and pedestrian The plan will use shared roadways and shard-use paths for this purpose.
Many of the existing neighborhood streets as discussed previously have low traffic and low speeds. Many of them already have existing sidewalks except in a few locations. Several key through streets were identified for connections to county roads and downtown New Palestine. These routes employ a complete streets method by using the existing pedestrian facilities and on road bicycle facilities. Sharrows and signage are proposed along these routes to bring extra added awareness of bicycle traffic. Where needed, sidewalks and trails were proposed to make vital links.
Along county roads it was determined that the existing speed limit of the roadways in conjunction with the amount of traffic did not make them safe for bicycles to share the road. Bicycles would need to have their own space separate from vehicles. Additionally, the county roads do no not have existing pedestrian facilities along them. Based upon these facts, it was determined the best facility to provide safety for both pedestrians and bicycles was a shared use path.
Based upon comments from the public a recreational shared-use path was proposed south of US 52 to make connections from the Town to the Sugar Creek Township Park. A shared-use path along US 52 has been proposed to make connections to the future county bicycle and pedestrian facilities along County Road 600 West, the community grocery store, Lions Park, a community drug store, the library, and other businesses.
MASTER PLAN MAP
PROPOSED CROSS SECTIONS
TOTAL DISTANCE OF BICYCLE & PEDESTRIAN FACILITIES SUMMARY
Shared-Use Paths (Trail): 8.70 miles
Shared Roadways: 2.75 miles
Sidewalks: 1.10 miles
PRIORITY ROUTES
The following list and map represents the general recommendations on the order that each facility should be installed within the community. The recommendations are based upon knowledge of the community's priorities at the initial design of the Master Plan. The steering committee should continue meeting regularly in order to re-evaluate priorities based on construction projects and other changes within the community.
In general, the cost of most shared roadways and bike lane routes can be installed for much less than other types of facilities like a shared-use path (trail). Some of these facilities could be installed by local forces.
The majority of the shared roadway routes in the master plan are not listed below in the priority routes list. They will be included in the town's annual budget, and the town will implement those routes under their supervision and resources. These routes include: Lawrence Way, Cedar Creek Road, Cedar Creek Lane, Stonehaven Lane, Kelly Drive, North Street, and Depot Street.
PRIORITY LIST
1. Gem Road
- From: South Victory Drive to Stonehaven Lane
2. US 52 / Main Street
- From: S 600 W to Gem Road
3. Proposed Shared-Use Path
- From Gem Road to Depot Street
4. Mill Street
- From Gem Road to Bittner Road
5. Proposed Shared-Use Path
- From Cedar Creek Lane and Lawrence Way
6. Bittner Road
- From: Main Street to W 400 S
7. Bittner Road
- From: W 400 S to Bennet Drive
8. Proposed Shared-Use Path
- From: Gem Road to Bittner Road
9. Proposed Shared-Use Path
- From: S 550 W to Gem Road
10. Bittner Road
- Waste Water Plan to Main Street
11. Gem Road
- From: Stonehaven Lane to W 300 S
12. Bittner Road
- From: Bennet Drive to W 300 S
13. W 300 S
- From Gem Road to Bittner Road
14. Proposed Shared-Use Path
- End of Sugar Creek Trail to Stinemyer Road
PRIORITY ROUTES MAP
DEVELOPMENT STANDARDS
BIKE FACILITY TYPES AND STANDARDS
See the Types of Bicycle Facilities section for those that are recommended as part of this plan. As all long term plans are meant to be adaptable to new information, this one should be reviewed at regular intervals to see if any standards have changed. At the time this document was created there were several guidelines that apply, including The 2012 American Association of State Highway and Transportation Officials Guide for the Development of Bicycle Facilities (AASHTO), and The National Association of City Transportation Officials Urban Bikeway Design Guide (NACTO). It is recommended that these guidelines as well as the standards outlined below be followed unless new standards or information become available.
BIKE LANE WIDTH
Both NACTO and AASHTO recommend that the minimum width of a bike lane shall be 4 feet where there is a clear graded shoulder for recovery. The consultant team would further recommend that the clear graded shoulder be at least 5 feet wide before any drop off greater than 2 feet and that the closest vertical object be at least 2 feet from the edge of the bike lane. A bike lane shall have a minimum width of 4.5 feet next to a straight curb and only for short distances. The standard width of bike lane should be 5 feet or wider where there is a curb present and there is no on street parking. Where on street parking is adjacent to the bike lane, then the width of the lane shall be 6 feet minimum to allow for cars to open there doors into the bike lane without conflict. If possible, where parking is adjacent to the bike lane, then a 7 feet lane should be installed. Bike lanes shall be delineated from vehicular lanes by a solid white 6 inch stripe and between adjacent parking by a 4 inch solid white stripe.
BIKE LANE MARKING AND SIGNAGE
Bike lane markings shall consist of a bicycle symbol and an arrow placed together in the center of the lane. MUTCD sign R3-17 will also be used in conjunction with these markings.
The bicycle symbol shall be placed so that it is the first symbol to be seen followed by the arrow. Bike lane markings and signage shall be placed at the start of each bike lane, after an intersection, after a bike path crossing, and after a major approach. Bike lane markings should be placed no more than a 1000 feet apart in rural sections and no more than 350 feet apart in urban sections. Signs can be placed further apart in between intersections and can be placed every other occurrence of placing the bike lane markings. See illustrations to the left for more information on standard sizes. Signs should also be placed warning users of a bike lane ending and when the bike lane continues on the other side of an intersection with a supplemental "AHEAD" plaque. Bike lanes are appropriate on roadway with speeds under 45 mph.
SHARED ROADWAY MARKING AND SIGNAGE
Markings shall consist of a bicycle symbol and chevrons placed together to create a "Sharrow". Sharrows shall be placed in the center of the lane to indicate where the bicyclist should ride. MUTCD signs W11-1 (Bike Symbol) with W161P (Share the Road) will also be used in conjunction with these markings. The bicycle symbol shall be placed so that it is the first symbol to be seen followed by the chevrons. Bike lane markings and signage shall be placed at the start of each shared roadway, after an intersection, after a bike path crossing, and after a major approach. Markings should be placed no more than 250 feet apart on low volume roads and no more than 100 feet apart in urban sections.
For wayfinding purposes, the orientation of the chevron in the sharrow symbol marking may be adjusted to direct bicyclists along discontinuous routes.
Signs can be placed further apart in between intersections and can be placed every other occurrence of placing the bike lane markings. Signs should also be placed warning users of the shared roadway ending.
On roadways where vehicles and bikes share the same route, alternate signs "W11-1" and "W16-1" with sign "R4-11." This will bring extra attention to the vehicle that cyclist has the right to use the entire width of the travel lane. Use sign "R4-11" to indicate where bikes merge into traffic when a designated W16-1 bike lane comes to an end. See illustrations to the left for standards.
At non-signalized roadway intersections where a non bike and pedestrian route crosses with a designated bike and pedestrian route, place the "2-Way Crossing" sign at either side of that intersection. Additionally, place the "2-Way Crossing" sign at the exit of commercial drives if it crosses with a shared-use path.
SHARED ROADWAY ROUTES WITH MARKED AUTOMOBILE PARKING
Marking automobile parking along shared roadway routes has several safety functions for bicyclists and pedestrians. For bicyclists it better defines the travel lane for vehicles and reduces the perceived lane width even when parked vehicles are not present. This has the effect of traffic calming on the route. In areas where the parking is not heavily used, the parking area can be used as a refuge for more inexperienced cyclists as long as they do not have to weave in and out of the travel lane. For pedestrians it moves the travel way further from the walking for end space and provides a greater level of comfort.
Parking spaces should be marked based upon the 2011 Indiana Manual for Uniform Traffic Control Devices. The marked parallel parking space shall typically be 8 feet wide by 23 feet long. In certain circumstances on low volume roadways it may be possible to reduce the width of the space to 7 feet. Each space shall be denoted by two solid white transverse stripes 6 inches wide in the configuration of a "T" or "tick" (see illustration).
CONFLICT ZONE MARKINGS
Vehicular crossings of bicycle facilities can happen at intersections and at private drives or entrances. Care must be taken by both bike and vehicles to watch out for one another in these transition zones. Marking these crossings to bring attention to these conflict areas can be helpful. Several options are available for marking these area:
1. An epoxy-modified, acrylic, waterborne coating has been successfully used for bike lanes. There are several colors available and selection should be based upon the color choice that provides the most contrast and matches with the amenities/ color scheme selected along that particular route.
2. Cabot Deck Stain is another option that might be considered on a trial basis. This coating has been used by the City of Portland, Oregon, to color neighborhood road intersections with less than 2,500 V.D.
BICYCLE FRIENDLY CASTINGS
Bicycle friendly castings for drainage inlets are necessary where bicycle facilities are present. It is important to make sure that a bicycle tire will not fit into the grate opening and cause a bicycle user to be thrown from the bike causing injury.
The gap between the drainage grate and its frame should be 1 inch or less. Several casting types are available. The most versatile is the octagon style.
BICYCLE FACILITY AMENITIES:
BICYCLE PARKING
Bicycle Parking should follow the Association of Pedestrian and Bicycle Professionals (APBP) Bicycle Parking Guidelines 2nd Edition. At a minimum bicycle parking should offer a rack that supports the bicycle in at least two spaces, allows locking the frame and at least one wheel with a "U-Lock", resists rusting, resists cutting, resists bending, and is securely anchored to the ground. An example of a rack meeting this criteria would be a "U-rack". The rack should be coated with powder coating or thermoplastic to reduce maintenance. Racks that only support the bike by the front wheel should not be used.
Bicycle racks should be spaced a minimum of 36 inches apart from one another when placed side by side and a minimum of 24 inches from the nearest obstruction. Design should take into account that a bicycle is a minimum of 6 feet long.
Further considerations should be made for bicycle parking that is intended to be for longer than 2 hours. Examples are areas where a considerable number of people who use the parking for commuting. Bicycle parking that is intended for longer than 2 hours should provide shelter or enclosure, be as close as possible to building fronts and in a secure location with active surveillance. It might even be wise to consider bicycle lockers or a supervised area.
SHARED-USE PATH TYPE
It is recommended that each shared-use path be a universally accessible multi-use path. The American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (2012) and Chapter 51 of the Indiana Department of Transportation (INDOT) Design Manual defines a shared-use path as an off-road, two-way facility designed for use by bicyclists, in-line skaters, wheelchair users, and pedestrians on exclusive right-of-way with minimal cross flow by motor vehicles. This means that the paths will have to be wide enough to accommodate two way travel for each type of use. In order to allow accessibility to each use, the path's surface must be adequate and slopes must follow guidelines developed by the US Access Board or regulations from the US Department of Justice. At the time this document was created there were several guidelines that apply: 1) Guidelines for Shared Use Paths; 2) Guidelines for Outdoor Developed Areas; and 3) Guidelines for Pedestrian Facilities in the Public Right-of-Ways. Although INDOT and AASHTO regulations may not be required for all shared-use paths, it is recommended that these guidelines be followed on all paths applications.
SHARED-USE WIDTH
AASHTO recommends a minimum width of 10 feet for shared-use paths, with 2 foot wide graded shoulders on either side of the path. However, when a higher number of users are anticipated, at least a 12 foot wide trail with shoulders should be employed. This allows for two 6 foot wide lanes that will accommodate several different types of users.
Therefore, the design team recommends using a 10 foot wide path (minimum) with 2 foot grass shoulders wherever possible. Only where absolutely necessary should an 8 foot path with shoulders be implemented. This instance should only happen when the shared-use path is considered a connector path (a path that will have minimal traffic and isn't a through path) and/or when it is not feasible to fit a larger width of path due to right-of-way or other limitations.
SHARED-USE PATH SLOPE
It is important that the path cross slope provide positive drainage, but not create a non-traversable slope for trail users or those in wheel chairs. For this reason all cross slopes shall be no more than 2%. Trail shoulders create recovery areas for bicycle users and should not have cross slopes greater than 4%.
Side slopes beyond the shoulders should not be greater than 4:1. Steeper slopes are non-mowable and therefore create maintenance issues. Additionally, slopes steeper than 3:1 within 5 feet of the trail's edge must be protected.
Longitudinal trail slope should be no greater than 5% in most circumstances. The INDOT Design Manual gives more guidance on when it is permissible to exceed this guideline and appropriate mitigation techniques.
SHARED-USE PATH SURFACE
The primary concern with path surfacing is accommodating a variety of path users and providing accessibility. While crushed stone is less expensive to construct and is more forgiving for runners and walkers, it does not accommodate all users. It is non-traversable for in-line skaters and can be difficult for people in wheel chairs because not all stone paths meet the definition of firm and stable. Asphalt, on the other hand, can accommodate all types of users, and even though initial construction costs are higher, it lasts longer and requires less annual maintenance.
In order to preserve the asphalt, consideration should be given to using an oil sealant right after construction. One popular product is a bio based/soy bean product called replay. Regular treatment will help to keep the asphalt from becoming dry and rigid which can lead to failure and cracking. See the Shared-Use Path Maintenance Section for further recommendation.
SHARED-USE PATH SUPPORT FACILITIES:
Providing accessibility to all users at key locations throughout the town is important to the success of each shared-use path. Along with accessibility, users require that the path have certain facilities to meet the needs of its use. These support facilities can be broken down into four categories: major trailheads, shared use trail heads, minor trail heads, and community access points. In addition to these public facilities, partnerships should be developed between the community and local businesses to provide secure bicycle parking and other path support facilities as a part of their building or property. This will not only enhance their business but it will also enhance the opportunities given to the path users.
MAJOR TRAILHEADS:
Major trailheads provide the greatest amount of amenities to path users and are recognizable points of access. They are like mini-parks alongside the path that may include parking areas, shelters, restrooms, drinking fountains, benches, trash receptacles, picnic tables, bicycle racks, path signage, corridor access, and landscaping.
Due to the scope and type of facilities normally required for a major trailhead, it can be difficult to locate them within the narrow constraints of a shared-use corridor. Typically it is necessary to find parcels of land adjacent to the corridor for development. These can be city-owned, such as parks or street right-of-way, or privately-owned properties that are created and operated with the owner's cooperation. These usually require the development of all new amenities for users' needs.
SHARED USE TRAILHEADS:
Shared use trailheads are similar to major trailheads except they share amenities with other existing or potential uses. They are usually city owned and in many cases need only to have their amenities slightly upgraded in order to meet path users' needs. These trailheads may or may not have existing shelters. This trailhead should be easily accessible from the path, and include amenities such as trash receptacles, bicycle racks, and benches.
MINOR TRAILHEADS:
Minor trailheads are similar to major trailheads in that they provide amenities to serve shared-use path users, but on a smaller scale. They usually occur more frequently and can be situated within the trail right-of-way. Minor trailheads are located between major trailheads and at certain path intersections. Minor trailheads may provide benches, trash receptacles, bicycle racks, landscaping and signage, but usually will not provide parking.
COMMUNITY ACCESS POINTS:
The last type of shared-use path support facility is the community access point, which provides a minimal amount of amenities such as a trail directory sign or wayfinding sign and a connector path. It is the most frequently occurring type of support facility and provides citizens of adjacent neighborhoods access to the path. Community access points simply provide an informal and direct access between community and trail much like the driveway connects to the street.
They are important in fostering a community's adoption of the path and getting users to respect the rights of private property owners by establishing designated points of access.
Locations of community access points should be determined in consultation with adjacent landowners and through the selection of logical places to enter the right-of-way from surrounding communities.
SHARED USE PATH - STREET INTERSECTION DESIGN:
Intersection design for shared use-paths should be based upon sound "engineering judgment" at each intersection and each should be treated individually as each has unique characteristics.
Uniformity in the use of traffic control devices is critical to encourage proper and predictable behavior by shared-use path users. The Manual on Uniform Traffic Control Devices (MUTCD) shall be followed for size, shape, color and placement of signs on both the path and the street. In addition, coordination with the City should ensure the proper design and layout of traffic control devices necessary to warn vehicular traffic on public streets of path crossings. The North American Cities and Towns Organization (NACTO) Urban Bikeway Design Guide can also be consulted for unique situations.
All street crossings will occur as at-grade. Traffic will have the right-of-way and path users, at most crossings, will have to stop.
The team devised three different types of street crossing treatments to deal with the various at-grade crossings throughout the city. The following treatments are minimum recommendations.
At-Grade Road Crossing - Level 1:
• Used on local roads with a maximum of two lanes. Speed limit should be under 40 mph and a gap study should be done to assess user risk at the crossing.
• Warning Signs of an upcoming intersection will be placed on the roadway based upon MUTCD standards.
• No Motor Vehicles signs placed facing the street at all path intersections.
• Stop sign along the path placed approximately 10 feet from the edge of the street.
• Crosswalk pavement markings at crossing point.
• "Trail Xing" markings on the roadway.
At-Grade Road Crossing - Level 2:
• Should be considered on all roads with a maximum of two lanes and speed limits over 40 mph or greater. A gap-study should be performed to assess user risk at the crossing.
• All treatments of a Level 1 Road Crossing apply.
• In addition to Level 1 treatments, at a minimum it is recommended that overhead flashers (or a rapid flashing beacon) with signage be used and that a HAWK signal be used if warranted by traffic conditions. Rapid flashing beacons should preferably be used in combination with a motion activated warning signal. Flashers that are always on tend to be ignored or not noticed by vehicular drivers because they do not necessarily indicate that a path user is in the area.
At Grade Road Crossing - Level 3:
• Should be considered on all roads where there are more than two lanes of travel to cross. A gap study should be performed to assess pedestrian risk.
• All treatments of a Level 2 Crossing apply.
• In addition to Level 2 treatments, median refuge areas are recommended that allow path users to cross one direction of traffic at a time (additional street right-of-way may be required).
• If, and ONLY IF, a refuge island isn't feasible, speed ta bles are a secondary option.
Access of Shared-Use Path At Public Road Crossings:
A public road crossing provides an opportunity to bring identity and attention to the path. It also should provide plenty of room for trail users to cross without having conflicts with other users crossing in the opposing direction. Restricting vehicular access without restricting maintenance vehicles can also be a concern. The following is a list of options to consider based upon available right-of-way.
• Option 1: Split entry with a 4 foot wide median. The plantings shall be no taller than 6 inches. This will allow for easy flow of trail traffic, while allowing maintenance vehicles access. See detail below.
• Option 2: Concrete node without a bollard or central median. This option should be used if the area appears to be too narrow or there is not enough right-of-way for a split entry, and the risk of motor vehicles entering the path is low.
• Option 3: Concrete node with bollard. If the area appears to be too narrow and it is believed that public vehicles might try to access the trail in that area, a bollard should be added. The bollard should be easy to collapse or remove and only used when absolutely necessary, as the bollard itself is an obstacle for path users to negotiate around. See the Site Furnishings section for bollard types.
RAILROAD/SHARED-USE PATH INTERSECTION DESIGN
Due to the speed of train travel, sight distance needed to stop a train, and regulatory stipulations, it is recommended that proposed railroad crossings occur at existing road crossings wherever possible. If an existing road crossing is not available then a bridge or tunnel may have to be utilized. Railroad crossings will follow the guidelines established in the Federal Highway Administration's 'Railroad-Highway Grade Crossing Handbook - 2nd Edition FHWA-TS-86-215', AASHTO, the MUTCD, and the requirements and specifications of the individual railroad companies.
It is advised to abide by the following treatments as a minimum for railroad crossings:
• A rubber panel crossing will be used with an asphalt approach.
• A railroad warning sign shall be placed a minimum of 115 feet from the nearest rail.
• A Crossbuck sign will be placed 15 feet from the nearest rail and shall have a sign denoting number of track crossings.
• Where there are existing gate arms, a new pedestrian gate shall be placed if the path must go outside the post.
• A 24-inch stop bar will be placed approximately 15 feet from the nearest rail.
• The shared-use path will have a minimum 45 degree skew from the center line of the rail with 90 degrees being desirable.
• The path's pavement width will be widened to 14 feet.
• Railroad pavement markings will be placed adjacent to the rail warning sign.
SHARED-USE PATH SIGNAGE
There are many different issues to consider in the design of signs for a shared-use path. Signs along the system will need to serve a variety of purposes, including: providing traffic control along the path, alerting users to potential hazards, identifying path access points, providing historic information, providing educational information, indicating path distance, and providing orientation on the path and to surrounding communities.
Signs will need to be located so they are legible to path users and must be constructed in methods and materials that are somewhat vandal resistant and easy to maintain.
The need for different types of signs must be balanced with the idea of creating a visually pleasing landscape in which to use the shared-use path. The paths will feature a system of signage to clearly communicate a variety of messages in a graphically consistent manner. The signage system is divided into the following categories: Shared-Use Path Traffic Signs, Shared-Use Path Identity Signs, Shared-Use Path Guidance and Interpretive Signs, and Mile Markers.
Shared-Use Path Traffic Signs:
The shared-use path system will be a transportation corridor and, therefore, must have recognizable transportation signs that follow MUTCD guidelines. The shared-use path traffic signs will include regulatory and warning signs, such as: STOP, YIELD, and TRAIL NARROWS signs.
The design of the shared-use path traffic signs should be consistent from path to path Signs can have graphic information on one or both sides, reducing the overall number of signs needed. Signs should be placed 3 feet from the path's edge and be mounted at a height of 5 feet.
If the shared-use path is parallel with a roadway, "Yield To Trail Users" signage should be placed to warn motorists when turning that pedestrians and bicyclists may be crossing the roadway or drive intersection. This provides added safety for both the motorist and pedestrian.
Shared-Use Path Identity Signs:
The shared-use path system will have numerous points of access. It is important that these points of entry be identified for the public in an appropriate and consistent manner. The shared-use path identity sign is intended to serve two functions: identify the main entry points to the path, and establish for the public a consistent and lasting identity for the path. By selecting a consistent treatment for each path it will help the user to know which route they are currently on. Each sign should be designed to incorporate a unique feature of each path. The city park's logo should be incorporated into each sign and the identity sign should follow the same color scheme as the route it is representing. The identity sign should be 9 feet to the bottom of the sign, minimum, to provide visibility and clearance. The signs should be visible by the public at the shared-use path and street intersections and at other significant access points.
Shared-Use Path Guidance & Interpretive Signs:
Along the path, there should be several different types of signs that provide the user with guidance information such as points of interest, path support facilities, and orientation.
Shared-use path guidance signs can be placed into two different categories. One type would be a directory sign which would show the path users how they can reach key destination points within the entire community. This sign would give an overall view of the entire shared-use path system and would need to be 30" x 42" in size to show enough detail. There should be a consistent layout for all these signs so they match and give a cohesive design throughout the system. Directory signs would typically be placed at major trailheads or key path access points.
The second type of guidance sign is a wayfinding sign. This type of sign is a map indicating amenities that are within close proximity to your current location on the path. These signs should be located at intersecting routes. A wayfinding sign should be no larger than 24" x 36", but at a scale that shows much more detail than the directory signs. The image located at the top of the next page represents an example of this type of sign.
Interpretive signs are another type of sign that provide educational information to path users and enhance their experience. These signs help to convey the historical, cultural, or ecological significance of certain points along the path. Examples would be the importance of protecting wetlands or water bodies, geological formations unique to the area, or a historically significant feature within the community.
With all these functions, the materials that the signs are made of must be flexible enough to incorporate a variety of graphic information and, yet, be consistent in appearance and presentation. It is recommended that a high pressure laminate be used for the directory, wayfinding, and interpretive signs. High pressure laminates provide high quality graphics and longevity at a reasonable price. A ½ inch thick sign should be employed to avoid the use of a frame. A high pressure laminate sign has a very clean print, has a low replacement cost, and resists shattering, and typically has a warranty period of 10 years. The interpretive signs and guidance signs should be mostly conveyed graphically, with minimal text and at a size that is at a comfortable height.
Mile Markers:
Mile markers provide orientation for the path users and emergency personnel as well as traveled distance along the path. Distance should be marked in quarter-mile intervals or less by transverse pavement markings placed directly on top of the path. Information included on the markers should be distance in miles and each trails logo. The top mile marker image to the right shows a type that is easily readable and reduces conflicts during routine maintenance such as mowing.
SITE FURNISHINGS
In addition to signage, the design of the shared-use path system will include site furnishings to accommodate the needs of the path users along the length of the entire route. Amenities such as benches, informal seating areas, trash receptacles, bicycle racks, and bollards will be clustered together at major, minor, and shared-use trailheads.
Locations of amenities along paths will depend on the characteristics of each path segment and should be addressed on a case by case situation. The purpose of most shared-use paths is to move people between various locations and for recreation. As such people are less likely to stop in between access points. Benches generally should be located at overlook points along paths where appropriate and where enough right-of-way exists. Paths located in sections of the city where there is a more elderly population or where there might be a need for people to stop more frequently may require benches to be placed in between access points. Paths located near hospitals may need to have benches placed more frequently if the hospital plans to use the route for rehabilitation programs.
Along with path signage, site furniture will be among the most frequently utilized elements along the path, setting the tone for the overall image of the path system in the minds of the users. It is important that design standards for the paths' site furnishings be established to ensure overall consistency of design and path image. The colors should be consistent with the route color scheme that the furnishing is located along. Along with consistency of color, a consistent style of furnishings needs to be established and followed as paths begin to be constructed. Establishing a color and style to use throughout the path it will minimize the amount of cost for the City because replacement parts can be stockpiled for one style of bench instead of five styles. See the following product information for consistency in site furnishings.
For federally funded projects it will be important to use the information in this document to complete the proprietary selection form.
Benches:
• Minimum of 6 feet long.
• Color and style should match other amenities along the trail for a cohesive look.
• Arm rests should be provided to help those that are more physically challenged.
• A backrest should be provided to help those that are more physically challenged.
• Powder or plastisol coating should be applied to reduce maintenance.
• Option: Center Arm can be provided to keep people from sleeping on the bench.
• The bench must have a firm and stable pad underneath it and provide a 3 foot wide area for a wheelchair to sit next to it.
Trash Receptacle:
• Color and style shall match benches and other amenities to help with cohesion.
• Minimum size of 32 gallons to reduce emptying.
• A flare top lid will help to keep water from collecting in the trash bag.
• A liner helps to reduce leaking of refuse on to surrounding surfaces.
• The receptacle must have a firm and stable access path to it.
Bicycle Rack:
• 36" Bike Loop.
• Color: Color to be based on designated trail color.
• Installation: In accordance with manufacturer's instructions.
• Style: Loop (supports bicycle in two spots).
Bollard:
• Use: Only in problem areas where motorized vehicle access seems to be more prevalent.
• Collapsible is preferred to allow access for maintenance or emergency vehicles.
• Color to match other amenities for cohesion.
Drinking Fountain:
• Color: To match other amenities for cohesion
• Installation: In accordance with manufacturer's instructions.
• Style: Two fountain heights with one fountain ADA accessible and dog bowl fountain.
• The fountain must have a firm and stable access path to it.
SHARED-USE PATH LANDSCAPING
The shared-use path system, due to its overall length and diverse scenery, may require more landscaping in urban areas and less in rural areas. The presence of mature vegetative cover not only adds to the natural beauty of the path experience, but also minimizes the amount of new landscaping necessary to improve the appearance of the path system and screening of the path from undesirable views and adverse adjacent path conditions.
In areas along the path where the appearance warrants improvement and no existing vegetation is present, plantings of trees, shrubs and ground cover should be considered to create a linear park effect alongside the route. New plantings should also be used to identify and improve "entrances" to parks (trail access points) and street crossings.
In addition, plantings should be used to screen certain land uses adjacent to the corridor (such as business service areas and industrial sites) and to separate the path from other improvements within the right-of-way (such as parking lots). Native plant material should be used where possible in an effort to keep landscape maintenance to a minimum and to maximize the ecological benefits of the plantings.
SHARED-USE PATH LIGHTING
The system is intended for use during daylight hours only; therefore it is not anticipated that the shared-use paths will need trail lighting. However, the installation of security lighting at trailheads, road crossings, bridges, and other activity areas should be considered if conditions warrant. Should conditions deem lighting to be necessary, there should be a standard lighting choice throughout all of the system.
SHARED-USE PATH MAINTENANCE ISSUES AND SAFETY
Maintenance costs are expected to be a minimum for the first 5-10 years. Costs will vary depending on the amount of paths needing to be maintained and the location of the paths. On a typical milelong trail, maintenance could cost approximately $3,000 per year. Long term maintenance costs could consist of repairing any asphalt damage. Over 20 years it could be anticipated to spend approximately $10,000 to $20,000 on asphalt repair. The city or parks department should have a general maintenance fund set aside for this. Below is a list of general system maintenance items to keep in mind during the upkeep of the shared-use paths:
• Treat any wooden railing at least every 5 years to keep from rotting.
• Properly prune trees above trails and shoulders to maintain 12 feet of vertical clearance.
• Properly prune trees and shrubs to maintain at least 5 feet of horizontal clearance from trail pavement edge. Use horticultural accepted pruning techniques and do not "top" trees (do not cut mid branch). Improper pruning can put stress on trees and cause more harm to the public in the long run.
• Properly prune any dead limbs out of trees to protect trail users. Remove any existing trees within close proximity that may die over time to protect trail users.
• Perform routine maintenance: mowing, clearing, trimming, vandalism repair, and litter control.
• Edge pavement or shoulder periodically to prevent roots/ vegetation from compromising pavement.
• Seal cracks in pavement every 2 years to prevent debris build up, water from entering base, and continued deterioration. Rubberized sealant is recommended.
• Consider using a seal coat every 4 years to arrest deterioration, prevent water filtration, restore oils to upper surface, and prevent loss of fines.
Path maintenance costs could be reduced by utilizing local volunteers and other programs for simple tasks like litter removal and storm clean-up. A full time employee could be the designated volunteer coordinator and help manage resources and efforts. The Cardinal Greenway is a good example of where a volunteer system has been used to reduce maintenance costs and would be a good resource for how to make one successful. Also, youth scouting organizations, community corrections programs, community service programs, and youth programs could be utilized to do these tasks. More stringent repairs, like sealing asphalt and repairing cracks should still be handled with city forces or a contractor.
Another area where volunteers can help reduce cost is through regular patrols of the shared-use path systems. Since many path users will use the system daily for recreational or commuting needs, they can monitor any unwanted behavior simultaneously. Their responsibility would not be to address any unwanted behavior, but rather report it immediately to the proper authorities. In this way, the program can help to reduce the number of law enforcement officers that would need to be dedicated to the trail system and the need to install call boxes along the trails. Examples for places to find local volunteers would be local bicycle clubs, avid cyclists, alternative transportation advocates, etc.
ACCESSIBILITY
As mentioned previously, all new path construction must follow guidelines developed by the US Access Board or regulations from the US Department of Justice. At the time this document was created there were several guidelines that applied: 1) Guidelines for Shared Use Paths; 2) Guidelines for Outdoor Developed Areas; and 3) Guidelines for Pedestrian Facilities in the Public Right-of-Ways.
Some of these accessibility standards have already been addressed in other sections of the design guidelines, but there are a few others to consider:
• Ramps - See Guidelines for Pedestrian Facilities in the Public Right-of-Ways.
• Detectable warnings - See ADA Chapter 7: Communication Elements and Features, Section 705 and Guidelines for Pedestrian Facilities in the Public Right-of-Ways.
• Push buttons (activation)/signalization standards - See Guidelines for Pedestrian Facilities in the Public Right-of-Ways.
• Site amenities - See Accessibility Guidelines for Outdoor Developed Areas.
PEDESTRIAN FACILITIES
The downtown walking area already has a high level of pedestrian service. There are several design treatments that were proposed as part of the final pedestrian plan. All elements installed should follow the guidelines as outlined in the AASHTO Guide for the Planning, Design, and Operations of Pedestrian Facilities. Below are some treatments that would help support the existing sidewalk network.
1. Crosswalks shall have "piano bar" striping to provide more visibility.
2. Intersection Treatments.
a. Install refuge islands where the width of the lanes to be crossed is greater than 75 feet or a pedestrian walking at 2.5 feet/second cannot completely cross the street during a signalized walk cycle.
b. Consider bump outs at intersections where on-street parking is present to lessen the crossing distance.
c. Mid-block crossings should consider Hawk signalization.
3. Street trees should be planted a maximum of 40 feet apart. Street trees should have the following characteristics.
a. Non-invasive varieties.
b. Vase shaped as to not impede pedestrian or vehicular traffic.
c. Maximum height of 40 feet.
d. Maximum width of 20-25 feet.
4. Tree grates should be considered to give street trees a maximum root zone, while not impeding the pedestrian walking area. This will help to cut down on tree roots heaving the existing walks as well.
5. Install a downtown pedestrian support facility including the following:
a. Benches for resting.
b. Trash receptacles.
c. Trees for shade.
d. Pedestrian directory signs.
e. Drinking fountain.
f. Pet waste disposal.
g. Bike racks.
h. Public art.
6. Countdown crosswalk signals with auditory warning.
7. More trash receptacles.
8. More benches for resting.
a. Benches should have arm rests and back rests to help those people that are more physically challenged.
PROGRAMS AND POLICIES
BICYCLE AND PEDESTRIAN PROGRAMS
Moving New Palestine into a bicycle and pedestrian friendly community will need to be supported through programs and policies. Programs will be used to support and continue efforts in making the town safe for all non-motorized modes of transportation. As stated before, The League of American Bicyclists has developed a 5 E's program which they use as the foundation for labeling a city or town as a Bicycle Friendly Community. This plan will further use the 5 E's program to promote pedestrian walking routes throughout the community with programs and policies.
EDUCATION
As defined by the League of American Bicyclists, education is the amount of information available for bicyclists, motorists and pedestrians to allow for safe routing along all defined pathways.
New Palestine should implement that develop a variety of educational programs which teach young and old about safety, proper bicycling techniques on the road, bicycle maintenance, rules of the road and responsibilities. The following chart, developed from committee meetings, stakeholders meetings and public meetings, gives suggestions for new education programs to be implemented within the Town of New Palestine.
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Education
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Education
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
Suggestion: Offer basic riding skills classes to children through the fire department. | Offer helmet fit seminars at community events. | |
Suggestion: Offer basic adult cycling skills class to community at least 1 times per year. | Offer basic adult cycling skills class to community every 2 times per year | |
Suggestion: Offer adult traffic skills 101 class to community at least 1 time per year. | Offer adult traffic skills 101 class to community at least 2 times per year. | |
Suggestion: Conduct a share the road campaign. | ||
Suggestion: Create a ticket diversion program that offers education on sharing the road and bicycle/pedestrian laws. | ||
Suggestion: Provide routine bicycle skills and in-traffic cycling courses to town planners. | Consider having a staff member trained as a League of American Bicyclist Instructor. | |
Suggestion: Provide share the road training to town staff, school bus operators, and transit drivers. | ||
ENCOURAGEMENT
The community should promote and encourage bicycling, walking and running within the Town of New Palestine. The community should consider participation in national events, such as, Bike to Work Month, and set up their own promotional events to encourage residents and visitors to bike and walk within New Palestine. The community should also provide the tools to promote awareness for bike riding, walking and running. Placing routing maps, proper way finding signage, bike lock-up areas and restrooms around the community will help create a bike friendly and walkable town.
New Palestine needs to develop a variety of promotional events to encourage bicycling, walking and running throughout the community. Additionally, the community will need to create spaces, places and signage to help promote and portray their dedication to biking and walking throughout the area. The following chart, developed from committee meetings, stakeholders meetings and public meetings, gives suggestions for new promotional programs to be implemented within the Town of New Palestine.
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Encouragement
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Encouragement
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
Suggestion: Bike to School and Walk to School Day. | Offer bike and walking trains for children wanting to ride or walk on a more consistent basis. | |
Suggestion: Town holds bike rides and walks on newly opened infrastructure. | ||
Suggestion: Bike to work day. | The Town of New Palestine should work with local bicycle advocates to celebrate National Bike Month. | |
Suggestion: Work with local merchants to provide discount to people who ride or walk to their establishment. | Town of New Palestine create a Bicycle Friendly Business Program. | |
ENFORCEMENT
New Palestine will need to address bicycling as it relates to law enforcement. Similar to vehicles on the road, police need to be aware of proper procedures for upholding the law when it comes to bicycles navigating the streets. Law enforcement officers will need to protect motorists and bicyclists as they travel together along the same pathway. New Palestine will need to evaluate how they protect bicyclists, pedestrians and motorists by adding to their current curriculum; new bike police, new share the road laws and a way to distribute penalties for violators.
New programs, laws and policy may need to be implemented as bicycle traffic increases in New Palestine. This will be an important addition to the town as it creates a safe place for pedestrians, bicyclists and motorists to intermingle. The following chart, developed from committee meetings, stakeholders meetings and public meetings, gives suggestions for new enforcement programs to be implemented within the Town of Palestine.
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Enforcement
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Enforcement
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
Suggestion: Designate law enforcement officer to be on a bicycle and pedestrian advisory committee following the master plan and be an active member. | Designate one law enforcement officer to be a bicycling liaison for the community. | |
Suggestion: 3' passing ordinance for motorist when near bicycles has been implemented. | Add additional ordinances as more of the network becomes developed. Illegal to park or drive in a bike lane. Penalties for failing to yield to a pedestrian or bicyclist. Illegal to harass a cyclist. Vulnerable road user law. | |
Suggestion: Have patrol officers report cyclist/pedestrian crash data or potential hazards to town staff. | ||
Suggestion: Have a League of American Bicyclists Instructor give a presentation to all officers on bicycle traffic laws. | Provide Smart Cycling course to one or more officers. | |
Suggestion: Have at least 5% of patrol officers regularly on bikes. | Have at least 10% of patrol officers regularly on bikes. Consider having other public safety employees on bikes. | |
Suggestion: Provide programs that target improved cyclist safety such as helmets, lights, and bike lock giveaways. | Increase targeting of motorists and cyclists infractions. | |
ENGINEERING
This will be the most direct way to create a bicycle and pedestrian friendly community. Providing the actual built environment so bicyclists and pedestrians can use roadways and walkways will enable the public to reach the main destination points around the community. Additionally, the town should provide facilities at main destination points for riders, walkers and runners. These facilities provide security, rest stops, way finding and support for those riding, running and walking within the area.
Implementing the suggested routes and facilities proposed by this plan will be the next step in becoming a bicycle and pedestrian friendly community. The following chart, developed from committee meetings, stakeholders meetings and public meetings, gives suggestions for new routes and facilities to be implemented within the Town of New Palestine.
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Engineering
| ||
Existing Programs | Suggested Programs | Future Development of Programs |
Suggestion: Bicycle parking standards should meet APBP Guidelines. | ||
Suggestion: Town of New Palestine adopt a complete streets policy. | Provide training to town planners and public works staff on accommodation of all modes of transportation. | |
Suggestion: Consider adopting additional policies that support walking and biking. | ||
Suggestion: Provide outside training to town planners and public works staff on AASHTO, MUTCD, and NACTO Standards relating to bicycling and walking. | ||
Suggestion: Require project consultants working on bike/ped. projects to have appropriate qualifications. | ||
Suggestion: Increase the number of bike parking facilities in the community by 20%. | Create a program that increases the number of bike lockers and bike corrals in the community by 5%. | |
Suggestion: Adopt a maintenance policy to keep on road bicycle facilities usable and safe. | ||
Suggestion: Adopt a maintenance policy to keep off-street bicycle facilities usable and safe. | ||
Suggestion: Create a mechanism for pedestrians and cyclists to identify problem intersections or areas to town staff | Adopt a Vision Zero Policy | |
EVALUATION
Planning for the future is very important in creating a bicycle and pedestrian friendly community.
In order to keep up with current trends and expand the Town's bicycle and sidewalk network, New Palestine must evaluate existing programs and policies for future development. Gathering statistical data on crashes, finding current ridership counts, and updating the location of existing sidewalks should be performed on a yearly basis to increase the current infrastructure network. The bicycle and pedestrian comprehensive plan must be updated as more sidewalks and bike routes are added.
Development and adoption of the New Palestine Bicycle and Pedestrian Master Plan be the first step in evaluating the current conditions of the Town. Implementation of the Plan will enable New Palestine to incorporate recommended policies, programs and infrastructure into future improvements, creating a pedestrian and bicycle network. The following chart, developed from committee meetings, stakeholders meetings and public meetings, gives further suggestions for new evaluation programs to be implemented within the Town of New Palestine.
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Evaluation
| ||
Existing Programs | Suggested Programs | Future Development of Programs
|
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN | ||
Evaluation
| ||
Existing Programs | Suggested Programs | Future Development of Programs
|
Program: Complete a Bicycle and pedestrian master plan. | Suggestion: Bicycle and Pedestrian Steering Committee along with Bicycle Program Manager should review priorities once a year. | Master plan should be reevaluated at least every 10 years during development. |
Program: Bicycle and Pedestrian Steering Committee and Advisory Committee created for master plan. | Suggestion: Bicycle and Pedestrian Advisory Committee continues to meet quarterly and has a designated chair. | Bicycle and Pedestrian Advisory Committee meets at least monthly to evaluate concerns with the bike and pedestrian network. |
Suggestion: Create funding campaign to help raise money to implement portions of the master plan. | Seek out federal and local grants to fund additional portions of the master plan. | |
Suggestion: Designate a project based and program based project manager through various town departments. | ||
Suggestion: Create an on-going bicycle counting and/or survey program that allows for long term trend analysis. | Establish target goals for bicycle and pedestrian use. Consider capturing gender of riders in bicycle counts. | |
Suggestion: Conduct pre/post evaluations of bicycle-related road projects. | ||
Suggestion: Create a community-wide trip reduction policy or program. | ||
Suggestion: Develop an online reporting system for pedestrian and bicycle related concerns. | ||
FUNDING SOURCES
There are various sources of funding available for the design, development and construction of bicycle facilities and pedestrian projects. The following is a summary of some of the most often utilized sources.
TRANSPORTATION ALTERNATIVES PROGRAM (TAP)
The current federal highway bill, Moving Ahead for Progress in the 21st Century, or MAP-21, is a two year bill that will provide transportation funding from October 1, 2012, through September 30, 2014. MAP-21 combines several previous biking and pedestrian programs into one program known as the Transportation Alternatives Program (TAP). TAP includes the Recreational Trails Program (RTP), Transportation Alternatives (TA) activities (many of the projects and programs that were included in the former Transportation Enhancement [TE] program), and Safe Routes to School (SRTS). The following discussion is related to all of these programs. Information specific to each program is addressed in later sections.
If the State does not opt out of the RTP funding, the RTP funds are set aside, and the remaining TAP funds are divided equally into two categories. The first half is sub-allocated based on population, in which INDOT will distribute half of the TAP funds to communities according to their share of population within the state. These population categories are as follows:
• MPOs with populations greater than 200,000: INDOT will sub-allocate funds to Metropolitan Planning Organizations (MPOs). MPOs will distribute their funds through their own competitive application process.
• Other urbanized and rural areas: MAP-21 allows state DOT's to hold a competitive application process for communities to compete for these funds. INDOT is currently developing their process, including the possibility of sub-allocating to smaller MPOs.
The second half of the remaining TAP funds will be distributed state-wide by a competitive application process through INDOT, where population is not considered. Eligible entities include local governments, school districts, tribal governments, and public lands agencies. In MAP-21, the State has the ability to transfer funds both into and out of TAP for other transportation programs.
Federal TAP funds provide 80% of the costs for preliminary engineering (survey, design, and construction documents), right-of-way (engineering, management, acquisition), construction, and construction supervision. The local agency is required to provide the matching 20%. The local match for TA funds can be obtained from various sources, such as budget appropriations, cash donations, right-of-way donations, and other grant sources, provided the other grant programs allow their funds to be used as a match for MAP-21 funds. Currently, Indiana has received approximately $21 million for funding the TAP program. Approximately $1 million is taken off the top and distributed to Recreational Trails Program, and the other $20 million is distributed to Transportation Alternatives and Safe Routes to School.
RECREATIONAL TRAILS PROGRAM (RTP)
As part of TAP, funding for the Recreational Trails Program (RTP) is set aside as a separate program. Each state has the option to "opt out" of the RTP. For 2014, the Governor has opted in, and will continue the RTP in Indiana.
This program is a federal financial assistance program administered through IDNR. It provides grants for 80% of the cost of land acquisition and/or development of multi-use recreational trail projects. Both motorized and non-motorized projects are eligible. The program is administered at the federal level by the Federal Highway Administration (FHWA), but is operated at the state level by IDNR. Previously provided funds for individual projects have ranged from $10,000 to $150,000. Currently, Indiana has received approximately $1 million for RTP funding. All units of government and not-for-profit organizations with 501(c)(3) tax exempt status are eligible to participate. Applications are typically available in February and due back to IDNR by May 1 of each year.
Contact for RTP:
Bob Bronson
State & Community Outdoor Recreation Planning Section
Division of Outdoor Recreation
Indiana Department of Natural Resources
402 W. Washington Street, Room W271
Indianapolis, IN 46204 317-232-4075 bbronson@dnr.in.gov www.state.in.us/dnr/outdoor
TRANSPORTATION ALTERNATIVES (TA)
Under MAP-21, eligible activities included in the former Transportation Enhancement (TE) program are now referred to as Transportation Alternatives (TA) activities, and are included in TAP funding that remains after RTP funds are set aside. Although some former TE eligible activities are not included in TA, the activities most closely related to the development of trails, greenways, and bike/pedestrian facilities are still eligible. These activities include: on-road and off-road facilities for pedestrians, bicyclists, and other non-motorized forms of transportation; developing safe routes for non-drivers; conversion of abandoned railroad corridors for trails; and, historic preservation and rehabilitation of historic transportation facilities.
At this time, the new federal guidelines for the implementation and use of TA funds are being reviewed. The details for the State's program and process for acquiring and using the funds is being developed. In recent years, approximately $16 million to $20 million in TE funds were available annually in Indiana. At this time, Indiana has received approximately $20 million to be split between TA and Safe Routes to School. The process for applying for the funds and the funding cycle has not yet been determined.
Contact for TA Funds:
Indianapolis Metropolitan Planning Organization
Steve Cunningham, Principal Planner
200 East Washington Street, Suite 1922
Indianapolis, IN 46204
Email: steve.cunningham@indympo.org
Phone: 317-327-5403
SAFE ROUTES TO SCHOOL (SRTS)
The Indiana Safe Routes to School (SRTS) program is based on the federal programs designed to make walking and bicycling to school safe, more convenient, and routine, providing a true option for school travel. Growing areas of emphasis of the program are the physical activity, environmental, and social benefits of walking and biking. INDOT is responsible for administering SRTS as part of the TAP. Both infrastructure projects and non-infrastructure projects, such as encouragement, education, and enforcement, are eligible. Kindergarten through 8th grade is the primary focus and these projects should help improve access for children with physical disabilities.
The funding for SRTS is part of the TAP funds that remain after the RTP funds are set aside. In the past, the maximum infrastructure improvement project award was $250,000. At this time, Indiana has received approximately $20 million to be split between TA and SRTS. The process for applying for the funds and the funding cycle has not yet been determined.
Contact for SRTS:
Michael Cales
Indiana Department of Transportation
100 N. Senate Ave. IGCN. 955
Indianapolis, IN 46204 317-232-5021 mcales@indot.in.gov
STELLAR COMMUNITIES PROGRAM
The Stellar Communities program is a multi-agency partnership designed to fund comprehensive community development projects in Indiana's smaller communities. The Indiana Housing and Community Development Authority, Indiana Office of Community and Rural Affairs, and Indiana Department of Transportation are participating in this innovative program.
A call for a letters of interest is made through an announcement to Indiana communities. Each community then submits a letter of interest. The state team chooses finalist communities from the letters of interest. Finalist communities are then asked to put together a strategic investment plan. Once a community becomes a "Designated Community", they are elevated to a status of non-competitive funding for a 3-year cycle. It also means that the community will not be able to receive funds through other regular agency programs.
Currently there are 6 pilot communities in the Stellar Communities program. Since 2010 over 60 Hoosier communities have expressed interest in the program and 21 strategic investment plans have been created. For more information visit: http://www.in.gov/ocra/2601.htm or contact your Office of Community and Rural Affairs Community Liaison.
SURFACE TRANSPORTATION PROGRAM (STP) & HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP)
The Surface Transportation Program (STP) provides funding that may be used by States and localities for projects to preserve and improve the conditions and performance on Federal-aid projects. Eligible projects include highway, bridge and tunnel projects on any public road, pedestrian and bicycle infrastructure, and transit capital projects, including intercity bus terminals. Therefore, any pedestrian or bicycle facility that has been previously funded by federal-aid can use this funding to "preserve and improve the conditions and performance." Eligible activities that relate to bicycle and pedestrian projects are as follows: fringe and corridor parking facilities and programs, bicycle transportation and pedestrian walkways, ADA sidewalk modifications; transportation alternatives; and recreational trails projects.
Similarly, under MAP-21 there appear to be opportunities for bicycle and pedestrian facilities funding in the Highway Safety Improvement Program (HSIP). Traffic and accident data would need to support the development of bicycle and pedestrian facilities as a means to improve overall safety.
Contact for STP and HSIP
Indianapolis Metropolitan Planning Organization
Steve Cunningham, Principal Planner
200 East Washington Street, Suite 1922
Indianapolis, IN 46204
Email: steve.cunningham@indympo.org
Phone: 317-327-5403
TAX INCREMENT FINANCING (TIF)
Tax Increment Financing(TIF) is a way of subsidizing redevelopment, infrastructure, or other community improvement projects. Future gains in taxes from the completion of a community improvement project are dedicated within a certain defined district to finance the debt that is issued or money that is borrowed to pay for the project. Gains can come from the projected increase of surrounding real estate as a result from the project, which generates additional tax revenue. Tax revenue increases can also come from increased sales-tax and the addition of more jobs within the community as a result of the project. Defined districts are usually areas of distressed, underdeveloped, or underutilized parts of the community that might not otherwise see development and that would benefit from the completion of a the project.
LAND AND WATER CONSERVATION FUND (LWCF)
Land and Water Conservation Fund (LWCF) is a federal financial assistance program administered through IDNR. It provides matching grants for 50% of the cost of land acquisition and/or development of outdoor recreation sites and facilities. Funds for this program come primarily from federal off-shore oil lease receipts. The program is administered at the federal level by the National Parks Service (NPS), but is operated at the state level by IDNR. Individual projects typically receive $10,000 to $200,000 in funds. Only legally established park boards with an approved 5-year Park and Recreation Master Plan are eligible to participate. Applications are available on or after March 1 and are required to be submitted or post-marked by June 1 of each year.
Contact for LWCF:
Bob Bronson
State & Community Outdoor Recreation Planning Section
Division of Outdoor Recreation
Indiana Department of Natural Resources
402 W. Washington Street, Room W271
Indianapolis, IN 46204 317-232-4075
bbronson@dnr.in.gov
PRIVATE FOUNDATIONS
There are a number of foundations and trust funds which support the planning and development of trails and greenways, in the interest of conservation, preservation, and outdoor recreation. Although many of them fund only nonprofit organizations, some will assist local public agencies. A few of these organizations include:
1. Kodak American Greenways Awards through the Conservation Fund
2. Nina Mason Pulliam Charitable Trust
3. Robert Wood Johnson Foundation's Active Living by Design program
CORPORATE SPONSORSHIP
In addition to the federal and private foundation options, corporate sponsorship presents another opportunity for funding. As trails and roadways are developed, especially in close proximity to businesses or industries, there are opportunities for corporations to sponsor trails. Sponsorships can be direct financial support of construction activities for trails, trailheads, specific trail or trailhead amenities, or even trail maintenance. The donation of land for the development of trails is also an excellent method of corporate support that can become a sponsorship opportunity. Sponsorship often includes granting naming rights to the sponsor for the items or areas that were financed or donated. Contacting adjacent or area corporations should be considered for these types of sponsorships.
LOCAL BUSINESSES AND ORGANIZATIONS
Corporations and organizations within the community are often willing to help with projects that attract employees and residents to the community through bettering the amenities available. The municipality should continue to identify organizations within the community that would be willing to help with some of the smaller projects or possibly provide match money for the larger projects.
COST SUMMARY
NEW PALESTINE BICYCLE AND PEDESTRIAN MASTER PLAN COST ESTIMATE
STREET | TOTAL |
STREET | TOTAL |
US 52/Main Street | $ 944,463.60 |
Southern Town Limits Trails | $ 1,958,337.50 |
Mill Street | $ 87,310.00 |
Gem Road | $ 1,013,042.13 |
Bittner Road | $ 1,005,044.60 |
300 S | $ 407,010.00 |
Cedar Creek Place | $ 5,030.00 |
Cedar Creek Lane | $ 5,335.00 |
Lawrence Way | $ 52,369.60 |
Stonehaven Lane & Bridgewood Blvd | $ 11,890.00 |
Kelly Drive & North Street | $ 8,210.00 |
Depot Street | $ 4,070.00 |
Railroad Corridor Trail | $ 204,705.00 |
MASTER PLAN PROJECT GRAND TOTAL | $ 5,706,817.43 |